JPS59205067A - Device preventing chattering noise of gear in speed change gear - Google Patents

Abstract

PURPOSE:To prevent chaffering noise of a gear occurring between faces of gears by providing, between a shaft and a speed change gear rotatably fitted thereto, a means of resitance formed by a spiral member wound the plural number of times in the direction opposite to that of rotation of the speed change gear. CONSTITUTION:In case of giving dragging resitance with respect to a low gear 11 of a transmission, a coil spring 16 is interposed between a pair of needle bearings 14 blaced between the low gear 11 and a main shaft 7. This spring 16 is wound spirally clockwise, for example, wound twice. An inwardly curved projection part 17 is provided at the base end of the spring 16 and inserted in and set to a groove 18 provided on the shaft 7, while the other end of the spring 16 is pressed to closely touch the inner peripheral face of the gear 11. When the gear 11 turns in A direction, since the spring 16 is pressed to closely touch the inner peripheral face of the gear 11, dragging resistance is given to said gear and chattering noise of the gear occurring between tooth faces of the gears 11, 37 is prevented.

Description

DETAILED DESCRIPTION OF THE INVENTION [Technical Analysis] The present invention relates to a gear rattling prevention device for a gear transmission.

[Prior art]

The gear transmission G is usually equipped with a speed change gear rotatably supported on a shaft, and this speed change gear is suitably drivingly connected to the above-mentioned shaft, so that power is transmitted from this shaft through the speed change gear and the gear meshing with it. Or, the power is extracted from this gear via the transmission gear and the above-mentioned support, and the transmission is
It is J-Noh.

Incidentally, there is a crackle between the meshing teeth of the gear that meshes with the transmission gear and the dirt, and therefore, when the engine load fluctuates and its output torque changes, gear rattling noise is generated due to the crackle. This gear rattling noise does not occur much while the car is running because engine load fluctuations are relatively small, and even if it does occur, it does not pose as much of a problem because the engine operating noise is relatively loud. However, when the engine is idling while stopped, there is no load, so even the slightest change in engine torque can cause gear rattling noise.
At this time, since the operating noise is relatively low, the rattling noise of the gears caused unpleasant noise, which was a big problem.

This problem) 61: Conventional, Unexamined Japanese Patent Publication No. 53-4967
1'', 'f As typified by the transmission described in all publications, the shaft that rotatably supports the transmission gear and the rotating parts of the gear are pressed against each other to provide drag resistance. A technology has been proposed to prevent the gear rattling noise caused by Socraso.

However, all conventional gear rattling noise prevention devices constantly apply drag resistance from the shaft to the speed change gear; therefore, the shaft and the speed change gear are drive-coupled to prevent relative rotation between them. Engine output loss due to drag resistance was avoided at all times except when shifting gears, which caused poor fuel efficiency.

[Purpose of the invention]

The present invention states that the gear rattling noise generated between the transmission gear and the gears meshing therewith becomes a problem only when the transmission gear and the relative rotation between the shafts occur in a specific direction. From this point of view, the relative rotation in this direction or the generation of A between the transmission gear and the shaft.
A gear rattling prevention device for a transmission is designed to provide drag resistance from the shaft to the transmission gear only when the gear is moving, thereby preventing the occurrence of gear rattling noise without causing the problem of the above-mentioned space costs. This is what we are trying to provide.

[Embodiment] A first embodiment of the present invention will be described below with reference to the drawings. In Fig. 1.2.3, reference numeral 1 denotes a transmission case, and a rear extension 3 is fixed to the rear end of the transmission case 1 via adapter plates 1-2. The adapter plate 2 and rear extension 3 rotatably support the center and rear end portions of a nose shaft 7 via a hole hair ring 5 and a bush 6, respectively. The rear end of the nose shaft 7 is connected to a propeller shaft (not shown). A reverse gear 8 is attached to the non-shaft 7 behind the hall pull 5. j is fixed at ζ. A first speed gear 11 as a transmission gear t is mounted on the nose shaft 7 in front of the hall hair ring 5 J, and a first speed gear 11 is installed in front of the first speed gear 11 [11,
, :1-17) I/7 has 2nd speed gear 12, 2nd speed gear °1 river 2 from i; One of the non-shafts 7 has 3rd speed gear 13, or a pair of needles. It is rotatably supported via a hair ring 14. A pair of neat gears interposed between the 1st speed gear 11 and the 7th non-shaft 17.
Between the pulls 14, 1! is shown in Figure 2.3. A) A coil spring 16 is interposed as a resistance means to provide drag resistance to the speed gear 11 in order to reduce 'l'. In the first 2-degree figure, the coil spring I6 has an inward G protrusion 1 a former J protrusion I7 at its base end. However, this protrusion 176J is formed on the main shaft 1-7 and is inserted and fixed into the saw groove 18.Furthermore, the coil spring 16 is connected to the protrusion 17 with the first winding part 19. and a second winding part 20 which is not continuous with the first winding part 19.The first winding part 19 and the second winding part 20 are arranged in a convex and convex direction in the center of the non-shaft 7. The tip of the second winding portion 20 is in pressure contact with the inner peripheral surface of the first speed gear 11.
In the figure, there is a non-tribe shaft located in front of the main shaft 7 and the +-foot 7, and the front end of the non-tribe shaft 23 is connected to an engine (not shown). The rear &jj, j section is rotatably supported by the I/transmission case l via a 1;-le hair ring 24. The front end of the non-tribe shaft 7 is rotatably inserted into the rear end of the non-tribe shaft 23 via a needle hair ring 25, and the outer circumference of the rear end of the main tribe shafts 1 to 23 has a
A high speed gear 26 is formed.

The number of teeth on the 2nd speed gear 12 is less than the number of teeth on the 1st speed gear 11, the number of teeth on the 3rd speed gear I3 is less than the number of teeth on the 2nd speed gear 1, and the number of teeth on the 4th speed gear 26 is less than the number of teeth on the 3rd speed gear 1. -Less than 13 teeth. 1 between the 1st gear l'l and the 2nd gear 12
Speed-2nd speed synchro assembly 28 is installed,
This 1st speed - 2nd speed synchronizer SS'n28 is 1st speed - Ji
Drive the near 11 or 2nd gear 12 to the non-shaft 7.
Make shaft 7 times/1 depending on iJ + each connection
! 7. You can change the speed. 3 speed gear 1
Between the 3rd and 4th speed key 2, there is a 3rd to 4th speed synchronizer 8ss'y2! This 3rd-4th speed synchro assembly 29 is connected to 3rd gear 13 or 4th gear 2.
By drivingly coupling the sleeve 6 to the shirt 1-7, the rotational speed of the shirt 1-7 can be changed. 32 is a countershaft extending parallel to the makeshaft 7, and the front and rear ends of this countershaft 32 are connected to the transmission case 1 and the adapter plate 2, respectively, with ball hair rings 33 and 3.
It is supported by rotary if function through 4. A counter reverse gear 35 is fixed to the counter shaft 32 of the ball hair ring 34 and the unloading force, and this counter reverse gear 35 can mesh with the reverse gear 8 via an idler reverse kit (not shown). A first counter drive gear 37 is formed on the counter shaft 32 on the iij side of the ball hair ring 34, and this first counter live gear 37 meshes with the first speed gear 11. A first counter drive gear 38 is formed on the counter shaft 32 forward of the first counter drive gear 37, and this second counter drive gear 38 meshes with the second speed gear 12. A third counter drive gear 39 is formed on the counter shaft 32 in front of the second counter drive gear 38, and this third counter drive gear 39 meshes with the third speed gear 13. A fourth counter drive gear 40 is formed on the counter shaft 32 in front of the third counter drive gear 39, and this fourth counter drive gear 40 meshes with the fourth speed gear 26. The number of teeth of the first counter drive gear 37 is greater than the number of teeth of the counter reverse gear 35, the number of teeth of the second counter drive gear 38 is greater than the number of teeth of the first counter drive gear 37, and the number of teeth of the third counter drive gear 39 is greater. The number is 2nd counter drive gear 38
The number of teeth of the fourth counter drive gear 40 is greater than the number of teeth of the third counter drive gear 39. When the non-tribe chassis 123 is rotated by the engine, the fourth speed keyed 26 is connected to the fourth counter drive gear 4.
DJ 0. When the fourth counter I live gear 40 is driven, the first counter driver rotates clockwise together with the counter shaft 32 as shown in FIG. The first speed gear 11 is driven by the first counterdriver and rotates in the counterclockwise direction as shown by arrow A. As a result, the 21st gear springs l move in the direction opposite to the rotational direction A of the first speed gear 11. 42 is a rear extension/・To the strike-in lock 1 which was included in Lin 3.
A non-troll lever 43 is attached to the rear end of this striking rod 42, and the front end is connected to the 1st-2nd speed synchronizer Δass'y2B, the 3rd-4th speed synchronizer 8ss'y29, and the idler reverse kit.
There is C. 45 is a speed make vinyl t L-" (there is.

Next Q: Regarding the operation of the first embodiment of this invention, CI:Sa
I will clarify.

1=i: 1", +'+ij When the engine is in the engine link state, the make drive shaft 23 is rotated by the engine. When the non-tribe shaft 23 rotates, the fourth gear 26 rotates the counter shaft 32 by driving the fourth counter drive gear 40. The first counter drive gear 37 is
As shown in FIG. 2, it rotates clockwise together with the countershaft 32, causing the first gear 11 to rotate counterclockwise (in the direction of arrow A). At the same time, the second, third, and fourth counter drive gears 38, 39, and 40 rotate together with the countershaft 32, and the second, third, and fourth gears 12, respectively.
．． 13.26 is rotated in the 1st direction with the 1st speed gear 11.

By the way, since the engine is in an idling state, the 1st, 2nd, 3rd, and 4th gear gears 11, I2.13.26
are not all drivingly connected to the makeshaft 7. Therefore, the make shaft 7 is not rotating. Therefore, the first speed gear 11 is rotating relative to the main shaft 7 in the counterclockwise direction (direction of arrow A) in FIG. Incidentally, the coil spring 16 is oriented in a direction opposite to the rotational direction of the first gear 11 (direction of arrow A), and its tip is pressed against the inner circumferential surface of the first gear 11. Therefore, the coil spring 16 is expanded in the order of the first winding part 19 and the second winding part 20, and the first right part 19,
The second winding portion 20 is pressed against the inner circumferential surface of the first gear 11 . Therefore, the first speed gear 11 rotates while being subjected to drag resistance that brakes rotation due to the boosting action of the coil spring 16.

Furthermore, since the coil splinter 16 has two turns, this drag resistance is twice that of a 1% coil spring. Therefore, the rotation direction of the first gear 11 and the first counter drive gear 37 is affected by the torque fluctuation of the engine, which occurs between the meshing peaks of the first gear 1=11 and the first counterdrive gear 37. ε is always present on the delay side, and as a result, it is possible to prevent gear rattling noise occurring between the tooth surfaces of the first speed gear 11 and the first counter drive gear 37.

Next, ■ speed gear 11 is set to 1st speed - 2nd speed synchro 8 δS'y2
A case will be described in which the automobile is running in a state where the vehicle is drivingly connected to the nose shaft 7 by operating the vehicle 8 toward the rear. The rotation of the non-drive shaft 23 transmitted by the engine is transmitted to the counter shaft 32 via the fourth speed gear 26 and the fourth counter drive gear 40.

When the counter shaft 32 rotates, the first counter drive gear 37 rotates the first gear 11 counterclockwise (in the direction of arrow A) in FIG.
The fourth counter drive gear 38, 39, 40 respectively connects the 2nd, 3rd, and 4th gears 12, 13, 26 to the 1st gear II.
Rotate in the same direction at a higher speed than 1st gear II. By the way, either the 1st speed gear 11 is drivingly connected to the non-shut 7, or the 2nd, 3rd, and 4th speed gears 12, 13, and 26 are all not drivingly connected to the non-shut 7. Therefore, the second, third, and fourth gears 12, 13, and 26 rotate faster than the non-shut 7. On the other hand, the first gear 11 is drivingly connected to the non-shut 7, and thus rotates integrally with the non-shut 7. Therefore, 1st gear 1
1 is not subjected to the swamp resistance caused by the coil spring 16, and is not affected by the effect of preventing noise from the above-mentioned float 1. However, while running, as mentioned above, Engine negative noise 1: Since the mechanical fluctuations are relatively small, gear change is not very easy.Also, even if it occurs, it will not be as much of a problem as the engine makes a loud operating noise. .

However, the first gear 11 does not need to be subjected to any action to prevent gear rattling noise. Furthermore, since the -speed gear 1=11 is not subjected to the above-mentioned pulling resistance, there is no loss of engine output, and as a result, it is possible to prevent the deterioration of the fuel y·ν.

Next, 2nd gear 12 or 1st-2nd gear synchronized 8ss'y2
II, up or 3rd gear 13:8° or 1
Speed - t: -1 = 26 is 3rd speed - 4th speed synchronized 8ss
A description will be given of the case where the car is running while drivingly connected to the y29 and the yahft 7.

When the rotation of the non-litho shaft 23 is transmitted to the counter shut 32, the first counter driver iso; 1-1
・37 rotates the first speed gear 11 in the counterclockwise direction (direction of arrow A) in FIG.
The 3rd and 4th gears 12, 13, and 26 are rotated in the same direction as the 1st gear 11 at a speed of 1" faster than the 1st gear 11. By the way, the first gear 11 is not drive-coupled to the non-shut 7, and the second gear 12, third gear 13, or fourth gear 26 is drive-coupled to the non-shut 7, so the main shaft 1-7 is 1st gear 1 at a faster speed than gear 11
Rotates in the same direction as 1. Therefore, the (1) speed gear 11 rotates clockwise (in the direction of arrow B) relative to the non-shut 7 in FIG.

As a result, the J Ilsuji link 16 is configured such that the relative rotation between the first gear 11 and the non-shut 7 produces a gear rattling noise between the first gear gear 1m and the first counter trife gear 37 meshing therewith. When the rotation is in the direction of arrow A, drag resistance is applied to the first gear 11 from 7. The power is ’ζ, 1st gear 1
1 does not have a 21-il spring and does not have the effect of preventing gear rattling noise.

Since the gear is running, there is no need to prevent gear noise. In addition, since the drag resistance does not occur, there is no output loss of power/engine.
It is possible to prevent the deterioration of costs.

In addition, in this embodiment, the first gear 11 and the
Did you explain the case where the coil spring 16 is interposed between the coil spring Hi:'t
Between the 2nd speed key I2 and non-shirt 1-7, Manogo 6 is between the 3rd speed key I3 and non-shirt 1-7.
, 1.4 It is also good to intervene between the gear 26 and the shaft 7. When interposed between the 2nd speed gear 12 and the non-shut 7, when the 2nd speed gear I2, the 3rd gear, or the 4th speed gear 26 is drivingly connected to the non-shut I.7, Since the non-shut 7 rotates at the same speed as the 2nd gear keyed 12 or at a higher speed than the 2nd gear 12, this can be done to prevent deterioration of fuel efficiency. When interposed between the 3rd gear 13 and the non-shut 7, the 3rd gear 13 or 4
B7. It is possible to prevent costs from becoming too expensive. 4
When interposed between the speed gear 26 and the non-shut 7, when the fourth gear 26 is drivingly coupled to the non-shut 7, deterioration of fuel efficiency can be prevented. Furthermore, 1
A coil spring 16 may be interposed between the non-shut 7 and two (1!i1 or more) of the speed, second, third, and fourth speed gears 11, 12, 13, and 26. In this case, there are 2 points that prevent gear rattling noise between the transmission gear and the counter drive gear during idle linking.
There will be more than one place.

Next, a second embodiment of the invention will be described. The same parts as those in the first embodiment are designated by the same reference numerals and the explanation thereof will be omitted. In FIG. 4.5, 50 is a spiral spring as a resistance means consisting of a flat plate spirally wound twice in the B1 direction, and this spiral splinter 50 is
It is interposed between a pair of needle hair rings 14 interposed between the speed gear 11 and the non-shut 7, and is located coaxially with the non-shut 7. spiral spring 50
has a protrusion 51 protruding inward at the base end, and
+1+st was formed in front of non-so-futo7υ'/+
□, inserted and fixed in 1I52. Furthermore, the spiral spring 50 has a first winding portion 5. which is continuous with the projection portion 51.
3, and a second winding part 54 that is continuous with the first winding part 53 and is located under the external force of the first winding part 53. The tip of the second groove 54 is in pressure contact with the inner circumferential surface of the single gear 11. In the case of this embodiment, the protrusion 51 and the first, second and can parts 53 and 54 are located on the same skewer perpendicular to the central axis of the non-shut 7, so that the spiral snow The length of the vortex spring 50 in the direction of central axis force is shortened, and the vortex spring 50 is made from a flat plate, so the outer diameter of the vortex spring 50 becomes small.As a result, the device becomes more compact. Then you can get some effect.

[Composition of the invention]

As described above, the present invention includes a shirt 1, a curved speed gear rotatably supported on the shaft, and a resistance means for reducing the pulling resistance for braking the rotation of the speed change gear. , (Nfi, the said shift, 1-1 and +ii
In the gear rattling noise prevention device for a transmission, which prevents gear rattling noise occurring between gears that are only matched with gears 11 and 11, the resistance means is interposed between the shaft and the gear. (lIC1tj spiral part) 71 whose base end is fixed to the shaft, whose distal end is pressed into contact with the speed change gear, and is wound multiple times in a direction opposite to the rotational direction of the speed change gear.
As a result, it is possible to reliably prevent rattling noise between the transmission gear and the gears that mesh with it, without unnecessarily imparting drag resistance to the transmission gear and worsening fuel efficiency. .

[Brief explanation of the drawing]

Fig. 1 is a Wi-side view of a transmission to which a first embodiment of the transmission gear rattle noise prevention device according to the present invention is attached, Fig. 2.3 shows the first embodiment of +iii, and Fig. 2. is a sectional view taken along arrow u-u in Fig. 1, and Fig. 3 is a sectional view taken along arrow m-u in Fig. 2.
4 is a sectional view taken along the line V-V in FIG. 4, and FIG. It is. 7---shaft, 11 transmission gear, 37 gear), 1G, 50 resistor 19 (example of threaded J4'i-shaped part). i: 1 Applicant 1 Sans Auto” 1 Agent Patent Attorney Co., Ltd. Yu Tk Army Part Figure 2 1/-=””’ − Figure 3, ■ %44 II ' Figure 5

Claims (1)

[Claims] The transmission gear includes a shaft, a transmission gear rotatably supported by the shaft, and a resistance means for providing drag resistance to brake rotation of the transmission gear, and a gear generated between the transmission gear and a transmission gear meshing with the transmission gear. In the float banging sound prevention device for a transmission which prevents float banging noise, the resistance means is interposed between the shaft and the speed change gear, a base end is fixed to the shaft, and a tip end is fixed to the +iir mark. 1. A gear rattling prevention device for a transmission, characterized in that it is a helical portion that is pressed into contact with a transmission gear and is wound a plurality of times in a direction opposite to the rotational direction of the transmission gear.