JPS6314221B2 - - Google Patents

Description

DETAILED DESCRIPTION OF THE INVENTION The present invention relates to a device for preventing gear rattling noise caused by fluctuations in engine rotation when an automobile transmission is in neutral.

In gear transmissions that have a prime mover with large fluctuations in output rotation, such as automobile engines, noise due to the bumping of the gears (usually referred to as gear rattling noise) occurs.
becomes a problem. Normally, when the engine is rotating at high speed, the output rotation fluctuation is small and the vehicle running noise is large, so the noise caused by the hammering of the gears does not pose much of a problem. However, when the car is stopped and the engine is idling with no load, the rotational fluctuations are large and the noise caused by the rattling of the gears becomes a problem.

Therefore, in order to solve this problem, it has been considered to add drag resistance to the subshaft system only when the transmission is not coupled to any shift position, that is, in the so-called neutral position, and this idea was proposed in Japanese Patent Publication No. 50-20214. It is publicly known in the official gazette.

In other words, Japanese Patent Publication No. 1987-20214 provides a transmission having a plurality of forkshafts equipped with an interlock mechanism and a positioning mechanism. A deflection device is provided that pushes the shafts to one side, and works in conjunction with an interlock mechanism to further displace the hub sleeve axially via the forkshafts only slightly as described above, only when all forkshafts are in the neutral position. It has a structure that brings the synchronizer ring into frictional contact with the transmission gear.

However, in such a conventional transmission gear noise prevention device, the deflection device that presses the forkshaft to one side is directly installed on the forkshaft, so the fork end provided at the end of the forkshaft The shifter engagement grooves on the block are not aligned in a straight line, which not only prevents smooth selection operations, but also forces a very heavy shift operation as the forkshaft moves against the deflection device. It was hot.

In view of the above-mentioned conventional problems, the present invention provides a device for preventing gear rattling of an automobile transmission, which allows smooth selection and shift operations by providing a deflection device on the shifter side that selects the fork shaft. The purpose is to

The present invention will be explained below with reference to the accompanying drawings.

A manual transmission to which the present invention is applied will be explained with reference to FIGS. 1 and 2. FIG. 1 shows a gear train of a general manual transmission with four forward speeds and one reverse speed. is an input shaft, 2 is a subshaft, and 3 is an output shaft.A gear 4 is integrally formed on the input shaft, and a subshaft 2
It meshes with the gear 5 provided in the. A first gear gear 10, a second gear gear 8, a third gear gear 6, and a reverse gear 12 are also mounted on the countershaft 2.
Floating gears 11, 9, 7, 1 on the output shaft 3, respectively
4 is always engaged. However, the gear 14 is always in mesh with the gear 12 via the gear 13 on the other shaft. The details shown in FIG. 2, that is, the case of second speed will be mainly described below. A spline-coupled clutch hub 17 is provided on the output shaft 3, and a coupling sleeve 1 is disposed concentrically and is slidable in the axial direction while rotating at the same time as the clutch hub 17.
8 can be moved in the axial direction by a shift fork 20 interposed in a fork groove 19 provided on its circumference.

The shift fork 20 is fixed to the fork shaft 21, and by operating the shift lever 30 in the direction of the arrow, the shift fork 20 is fixed to the control shaft 15 and the shifter 16 fixed to the control shaft 15.
It is moved in the front and rear direction together with the fork shaft 21 via the fork shaft 21.

A conical clutch 28 is provided on one side of the gear 9 that meshes with the gear 8 of the countershaft 2, and a synchronizer ring 27 having the same conical friction surface that frictionally engages with the conical surface of the conical clutch 28 is provided. The coupling sleeve 18 is installed between the coupling sleeve 18 and the gear 9 and is rotating relative to the coupling sleeve 18.
In order to easily connect the gear 9 and the gear 9, a synchronizing action is performed.

Further, a conical clutch 28' is provided on one side of the gear 11 that meshes with the gear 10 of the countershaft 2.
A synchronizer ring 27' having the same conical friction surface that frictionally engages with the conical surface of the conical clutch 28' is installed between the coupling sleeve 18 and the gear 11, and the coupling sleeve 18 is relatively rotated. In order to easily connect the gear 11 and the gear 11, a synchronizing action is performed.

And each synchronizer ring 27, 27' is
By engaging the ends of the insert key 23 with the partially cut out grooves 27a and 27'a, respectively, the synchro hub 17 and the coupling sleeve 18 are closed.
It is designed to rotate as one. A spring 24 contacts the inside of the insert key 23 and presses the insert key 23 radially outward, causing its outer protrusion 23a to engage with a recess 18a provided inside the coupling sleeve 18. . Thus, the coupling sleeve 18 and the insert key 23 are substantially integrated.

The above coupling sleeve 18 is for 1st and 2nd speeds, but it has the same function as 3rd and 4th speeds.
The coupling sleeve 18' for speed and the coupling sleeve 18'' for reverse are attached to the output shaft 3 at different positions.
The forks 20' and 20'' are provided to rotate together with the fork shaft 21, and are operated by forks 20' and 20'', respectively, as shown in FIG. They are each fixed to the forkshaft.

Of these forkshafts, only one shaft can be freely displaced, and an interlock mechanism (not shown) is provided so that a plurality of forkshafts cannot be moved at the same time.

By the way, in the present invention, as a neutral check mechanism, three check grooves 32, 33, and 34 are provided in the fork shaft 21, and the check grooves 32, 34 on both sides are arranged so that the coupling sleeve 18
This is to maintain the engaged state with the clutch gear 11a of the speed gear 11 or the clutch gear 9a of the second speed gear 9, and the check groove 33 in the center
is for maintaining a neutral state in which the coupling sleeve 18 does not mesh with each synchronizer ring 27, 27', and the check ball 3
5 is pressed against each of the check grooves by a spring 36, each of the above states is maintained. Sho 25
is a transmission case, and 38 is an adjustment plug. Furthermore, the central check groove 33 is formed by an arc with a larger radius of curvature than the check grooves on both sides, so that when an axial load is applied to the fork shaft 21, the fork shaft 21 itself can move slightly, and The inner end of the insert key 23 presses the bottom of the grooves 27a, 27'a of the synchronizer rings 27, 27' and connects the cone to the gears 9, 11 and the conical clutch 2.
8 and 28'.

Further, the following deflection mechanism is provided between the control shaft 15 and the transmission case 25. That is, a ball 41 is provided in the transmission case 25 by being pressed toward the control shaft 15 by a spring 40, and a groove 42 is provided on the control shaft 15 side to engage with the ball 41 when the transmission is in a neutral state. provided. This groove 42 has an inclined bottom portion 42a and is configured to press the control shaft 15 in the axial direction in a neutral state. In Figure 2, the control shaft 15 is pushed to the left in the diagram, and the shifter 1
The forkshaft 21 is similarly pushed to the left via the fork shaft 21 to push up the check ball 35, and the insert key 23 acts to press the synchronizer ring 27 against the conical clutch 28 of the gear 9.

The effects of the above configuration will be explained below. When the transmission is in a neutral state, the control shaft 15 is deflected axially by the action of the ball 41 and the bottom 42a of the groove 42, and presses the forkshaft 21 via the shifter 16, causing the check ball to 35 and presses the coupling sleeve 18 through the fork 20, pressing the synchronizer ring 27 onto the conical clutch 28 of the gearwheel 9 via the insert key 23, which is substantially integral with the coupling sleeve 18. As a result, frictional torque is generated between the synchronizer ring 27 and the gear 9, and a drag torque is applied to the gear 8 on the countershaft 2 meshing with the gear 9.
By applying drag torque to the top, the subshaft 2 smoothly follows rotational fluctuations of the input shaft 1, thereby preventing gear rattling noise. Furthermore, since the rotation of the subshaft 2 is smooth in this manner, the meshing of the subshaft 2 and each gear on the output shaft 3 is also performed smoothly.

At this point, if the shift lever 30 is operated in the direction of the arrow in FIG.
8 is engaged with clutch gear 9a of gear 9,
The ball 41 is inserted into the groove 42 of the control shaft 15.
and the forkshaft 21 is removed from the groove 34.
Since the check ball 35 is engaged with the fork shaft 21, the axial deflection force of the control shaft 15 and the fork shaft 21 is eliminated. In this state, even when another forkshaft (not shown) is operated, the ball 41 comes off from the groove 42 of the control shaft 15, so no axial force is applied to the forkshaft 21, and the check ball 35
, the fork shaft 21 is returned to the neutral position, the coupling sleeve 18 and the insert key 23 are also returned to the neutral position, the pressing force on each synchronizer ring 27, 27' is released, and the drag force on each gear 9, 11 is released. This eliminates power loss due to dragging.

In the above-mentioned gear shifting operation, it is only necessary to push out the ball 41 from the groove 42 of the control shaft 15, so that the shift lever 30 can be easily shifted in the direction of the arrow. Further, the selection operation of the shift lever 30, that is, the operation in the direction perpendicular to the direction of the arrow, can be performed smoothly because the grooves of each fork shaft into which the shifter 16 fits are lined up in a line in this neutral state.

FIG. 3 shows another embodiment of the present invention, in which a shifter 16' is fixed by a pin 16a on a control shaft 15' extending perpendicularly to the fork shaft 21, and the control shaft 15' is axially By moving the slide,
The present invention is applied to a speed change operation device in which one of the forkshafts is selected and the shifter 16' is rotated by rotating the control shaft 15' to shift the selected forkshaft. In this example, a ball 41 provided in the transmission case 25 is engaged with a groove 42' provided in the upper part of the shifter 16', and is inclined at the bottom 42'a of this groove 42', so that the shifter 1
6', thereby causing the forkshaft 21 to deviate. The rest of the structure is the same as the embodiment of FIG. 2, and similar effects can be achieved.

According to another embodiment of the invention shown in FIG.
5 is provided, and the spring seat 45 is connected to the plunger 47 of the solenoid device 48 via the rod 46. When the solenoid device 48 is activated, the spring seat 45 is connected via the plunger 47 and the rod 46.
is pulled upward in the figure so that the pressing force of the spring 40 is not applied to the ball 41. On the other hand, a switch 31a is installed on the shift knob 31 of the shift lever 30, and the switch 31a is arranged so as to close when the driver touches the shift knob 31. This switch 31a and the solenoid device 48
and are connected to vehicle power supply B. The other configurations are the same as those in FIGS. 2 and 3.

According to this embodiment, when the transmission is in the neutral state and the shift knob 31 is released, the spring 40 pushes the ball 41 into the groove 42 of the control shaft 15 via the spring seat 45. Similar to the above-described embodiment shown in FIGS. 2 and 3, gear rattling noise can be suppressed. When the user touches the shift knob 31 of the shift lever 30 to change the transmission from the neutral state to the gear shift state, the switch 31a closes, the solenoid device 48 is operated, and the spring 40 is contracted. At this time, the ball 41 is moved to the control shaft 1 as described above.
5 from the restrained state, and the shift lever 30 can be easily selected and shifted in the same way as a general transmission.

Another embodiment of the present invention shown in FIG. 5 has the same purpose as the embodiment shown in FIG. ball to 4
This is to free the restrictions imposed by 1.

That is, a slidable plunger 50 is inserted into the rear end of the spring 40, and the rear end of the plunger 50 is brought into contact with the lever 51. A lever 51 is rotatably attached to the transmission case 25 by a pin 52, and is connected to a with-draw lever 58 of a clutch device 57 via a link 53.

For example, as shown in the figure, the clutch device 57 includes a flywheel 59 integrated with the engine crankshaft, a clutch cover 60 attached to the flywheel 59, a pressure plate 62 pressed against the clutch cover 60 by a diaphragm spring 61, A clutch disk 63 is clamped between the pressure plate 62 and the clutch cover 60, and a push rod 64 pushes the pressure plate 62 toward the diaphragm spring 61.
and release piece 65, clutch pedal 66
The clutch-with-drawer lever 58 is swung via a wire 67 and presses the release piece 65 when the lever is depressed. Note that 68 and 69 are a primary drive gear and a primary idler gear that input power to the transmission. In this clutch device, when the clutch pedal 66 is depressed to swing the withdrawal lever 58 and push the pressure plate 62 against the diaphragm spring 61 via the release piece 65 and the push rod 64, the clutch device can be operated. , the clutch disc 63, which had been clamped, becomes free with respect to the clutch cover 60, and power transmission is cut off.

According to this embodiment, when the transmission is in the neutral state and power is being transmitted to the transmission via the clutch device 57, the lever 51 is connected to the link 5.
7, the plunger 50 is pushed in to compress the spring 40, and the ball 41
is pressed against the groove 42 of the control shaft 15,
As in each of the embodiments described above, gear rattling noise can be suppressed.

When the clutch pedal 66 is depressed in order to shift the transmission from the neutral state to the shifting state, the with-lower lever 58 swings to release the clutch device 57 as described above, and the lever 51 is engaged via the link 53. is rotated counterclockwise in the figure, and the support point of the plunger 50 is moved backward, so that the spring 40 is expanded and the ball 41 is released from the pressing force from the spring and becomes free. Therefore ball 4
1 no longer restrains the control shaft 15, and the shift lever 30 can be easily selected and shifted in the same way as in a general transmission.

Still another embodiment of the present invention shown in FIG.
This is a further improvement of the embodiment shown in the figure. That is, in addition to the embodiment shown in FIG.
A slidable plunger 71 is also inserted into the rear end of the check spring 36 that presses the check spring 5, and the rear end of the plunger 71 is brought into contact with the lever 72. The lever 72 is attached to the pin 73 on the transmission case 25.
This lever 72 is connected to the lever 51 via a link 74, and when the lever 51 presses the plunger 50, the lever 72 does not press the plunger 71 or presses it very weakly, and the lever When the plunger 72 strongly presses the plunger 71, the lever 51 is interlocked so that it does not press the plunger 50 or presses it very weakly.

According to this embodiment, when the transmission is in the neutral state and power is being transmitted to the transmission via the clutch device 57, the lever 51 is connected to the link 5.
3, the plunger 50 is pushed in to compress the spring 40, and the ball 41
is pressed against the groove 42 of the control shaft 15,
The control shaft 15 is displaced in the axial direction, but at this time the lever 72 is not pressing the plunger 71, so no compressive force is acting on the spring 36, the check ball 35 is free, and the fork shaft 21 Since the control shaft 15 is not restrained, the axial displacement force of the control shaft 15 is smoothly transmitted to the coupling sleeve 18.
It is possible to more effectively suppress gear rattling noise due to the above-described aspect.

When the clutch pedal 66 is depressed in order to shift the transmission from the neutral state to the shifting state, the with-lower lever 58 swings to release the clutch device 57 as described above, and the lever 51 is engaged via the link 53. The levers 72 and 72 are rotated counterclockwise in the figure to release the pressure on the plunger 50 and strongly press the plunger 71 to release the spring 40.
is expanded and the spring 36 is compressed.
Thus, the axial deflection force of the control shaft 15 is eliminated, and the check ball 35 is strongly pushed into the check groove 33 to return the forkshaft 21 to the center position. Therefore, shift lever 3
0 allows easy selection and shifting operations like a general transmission, and as a result of improving the positional accuracy of the forkshaft during the transmission, it is possible to eliminate any jamming during the selection operation.

As described above, the present invention provides a control shaft operated by a shift lever, a shifter attached to the control shaft, a plurality of shift forks selected and operated by the shifter, and a gear shift operated by the shift fork. In an automobile transmission equipped with a synchronizer, a neutral check mechanism is provided that allows the shift fork selected by the shifter to be slightly deviated from the neutral position when the transmission is in a neutral state. Provided is a deflection mechanism that engages with and deflects the shifter or a member for operating the shifter when the transmission is in the neutral state, and causes the shift fork to be deflected by the deflection mechanism when the transmission is in the neutral state; Since the synchronizer ring is in frictional contact with the transmission gear, it can be applied by slightly modifying the forkshaft check mechanism of a general transmission and adding a deflection mechanism, thereby achieving the above-mentioned effects at low cost. can. Moreover, the drag torque is applied only when the transmission is in a neutral state, thereby preventing gear rattling noise, and is canceled while the vehicle is running, so there is no power loss.

The important point is that the selection operation is smoother compared to conventional gear rattling noise prevention devices, and
It is possible to achieve the effect of making the shift operation much easier.

[Brief explanation of the drawing]

Fig. 1 is a schematic diagram of a manual transmission to which the device of the present invention is applied, Fig. 2 is a detailed sectional view of the main parts thereof, and Fig. 3 is a schematic diagram of a manual transmission to which the device of the present invention is applied.
FIGS. 6 to 6 are second diagrams showing several other examples of the present invention, respectively.
It is a detailed sectional view of the main part similar to the figure. 1...Input shaft, 2...Subshaft, 3...Output shaft, 1
5,15'...Control shaft, 16,1
6'...Shifter, 17,17'...Clutch hub,
18, 18'...Cup ring sleeve, 20,
20', 20''...Shift fork, 21...Fork shaft, 23...Insert key, 24...
...Spring, 25...Transmission case, 27, 27'...Synchronizer ring, 2
8, 28'...Conical clutch, 30...Shift lever, 31...Shift knob, 31a...Switch, 32-34...Check groove, 35...Check ball, 36, 40...Spring, 41...
Ball, 42, 42'...Groove, 42a, 42'a...
... Slanted bottom, 45 ... Spring seat, 48 ... Solenoid device, 50, 71 ... Plunger, 51, 72
... Lever, 53, 74 ... Link, 57 ... Clutch, 58 ... Withdrawal lever, 59 ...
...Flywheel, 60...Clutch cover, 6
1...Diaphragm spring, 62...Pressure plate, 63...Clutch disc, 64
...Press release, 65...Release piece,
66...clutch pedal, 67...wire.

Claims (1)

[Claims] 1. A control shaft operated by a shift lever, a shifter attached to the control shaft, a plurality of shift forks selected and operated by the shifter, and a speed change synchronizer operated by the shift fork. In an automobile transmission equipped with a neutral position, a neutral check mechanism is provided that allows the shift fork selected by the shifter to slightly deviate from the neutral position when the transmission is in a neutral state. A deflection mechanism that engages with the shifter or a member for operating the shifter and deflects the shifter is provided, and when the transmission is in a neutral state, the shift fork is deflected by the deflection mechanism, and the synchronizer ring A gear rattle prevention device for an automobile transmission, characterized in that the gear is brought into frictional contact with a transmission gear. 2. The automobile transmission according to claim 1, wherein the deflection mechanism is deactivated by a solenoid device interlocked with a switch provided on the shift knob when the shift lever is operated. gear noise prevention device. 3. A gear for an automobile transmission according to claim 1, wherein the deflection mechanism is deactivated by a lever interlocked with a with-draw lever or the like when the clutch device is released. Hammering prevention device. 4 The neutral check mechanism cancels the neutral positioning function when the deflection mechanism is in operation, and changes the set load of the check spring in conjunction with the deflection mechanism so that the neutral positioning function is improved when the deflection mechanism is not in operation. A gear rattling prevention device for an automobile transmission according to claim 2 or 3, characterized in that the device is