JP6236476B2 - Abnormal noise reduction device for transmission - Google Patents

Description

  The present invention relates to a transmission noise reduction device that reduces noise generated in a transmission.

  2. Description of the Related Art Conventionally, there has been known an apparatus that reduces tooth contact noise generated when a gear rotates at a low speed due to backlash of a gear of a transmission (see, for example, Patent Document 1). The device described in Patent Document 1 is configured by interposing a friction material between a synchro hub that rotates integrally with an input shaft, and a dog tooth that is integrally attached to a gear that is rotatably attached to an output shaft. . The friction material is attached to a U-shaped one end of a cylindrical leaf spring formed in a U-shaped cross section, and the U-shaped other end of the leaf spring is attached to a dog tooth.

Japanese Patent Laid-Open No. 9-210085

  However, in the apparatus described in Patent Document 1, since the cylindrical leaf spring is formed in a U-shaped cross section and the friction material is attached, the structure of the apparatus becomes complicated and the cost increases.

An apparatus for reducing noise of a transmission that is one embodiment of the present invention includes a rotating shaft that rotates about an axis, a hub that rotates integrally with the rotating shaft, and a gear that is supported by the rotating shaft so as to be relatively rotatable. , A plurality of circumferential friction members interposed between the hub and the gear, an elastic body supporting the plurality of friction members, and a spline formed on the inner circumferential surface, and move in the axial direction to the hub via the spline And a synchro ring that is interposed between the hub and the gear and has a spline that is engageable with the spline of the sleeve on the outer peripheral surface . The elastic body is formed in an annular shape along a closed curve that is rotationally symmetric at predetermined angles with respect to the axis, and either the hub or the gear is capable of rotating a plurality of friction members integrally and relatively moving in the radial direction. One of the hub and gear has a contact surface that contacts the contact surfaces of a plurality of friction members, and can engage with the spline of the sleeve on the outer peripheral surface of the gear. A plurality of friction members are supported by the elastic body at predetermined angles so that the contact surface is separated from the contacted surface by centrifugal force, and the contact surface is in contact with the contacted surface. It has a synchro contact part comprised so that it may contact with a synchro ring, after separating a contact surface from a to-be-contacted surface with a centrifugal force while separating from a synchro ring .

  According to the present invention, a plurality of friction members are supported at predetermined angles on the elastic body formed in a ring shape along a closed curve that is rotationally symmetric at predetermined angles with respect to the axis. The noise of the machine can be reduced, and the apparatus can be configured at low cost.

The figure which shows schematically the structure of the vehicle drive system containing the transmission with which the noise reduction apparatus which concerns on embodiment of this invention is applied. Sectional drawing which shows the principal part structure of the noise reduction apparatus which concerns on embodiment of this invention. The top view which shows the structure of the rear-end surface of the 1st-speed driven gear of FIG. The top view which shows the structure of the front-end surface of the hub of FIG. The IV section enlarged view of FIG. The perspective view of the friction member of FIG. FIG. 3 is a cross-sectional view corresponding to FIG. 2, illustrating an example of an operation in a gear-in state. FIG. 5 is a plan view corresponding to FIG. 4, illustrating an example of an operation in a gear-in state. FIG. 6 is an enlarged view corresponding to FIG. 5, illustrating an example of an operation in a gear-in state.

  Hereinafter, embodiments of the present invention will be described with reference to FIGS. FIG. 1 is a diagram schematically showing a configuration of a vehicle drive system including a transmission to which an abnormal noise reduction apparatus according to an embodiment of the present invention is applied. The vehicle drive system is provided between an internal combustion engine (engine) 1 that is a vehicle drive source, a transmission 10 that shifts and outputs rotation input from the engine 1, and an engine 1 and a transmission 10. And a clutch 2 that transmits or does not transmit the rotation of 1 to the transmission 10.

  The rotation output from the output shaft 12 of the transmission 10 is transmitted to the drive wheels 7 via the final gear 4, the operating gear mechanism 5, and the drive shaft 6, whereby the vehicle travels. The transmission 10 is, for example, a six-speed manual transmission, and is switched from a neutral state in which power of the engine 1 cannot be transmitted to the drive wheels 7 to an in-gear state in which power can be transmitted by the driver's operation of a shift lever. In the in-gear state, one of the first to sixth speeds and the reverse speed is established according to the driver's operation of the shift lever. FIG. 1 shows a neutral state.

  The transmission 10 has an input shaft 11, an output shaft 12, and a reverse idle shaft 13 that are arranged in parallel to each other. The input shaft 11 and the output shaft 12 are rotatably supported by a casing (not shown) of the transmission 10 via a bearing. Note that the input shaft 11 and the output shaft 12 may be collectively referred to as a rotation shaft. The reverse idle shaft 13 is fixed to the casing of the transmission 10. One end of the input shaft 11 is connected to the clutch 2, and power from the engine 1 is input to the input shaft 11 via the clutch 2.

  First to sixth speed drive gears 51 to 56 are arranged on the input shaft 11 in order from the clutch 2 side. Among these drive gears, the first and second speed drive gears 51 and 52 are fixed to the outer peripheral surface of the input shaft 11. On the other hand, the third to sixth drive gears 53 to 56 are supported on the outer peripheral surface of the input shaft 11 via bearings so as to be relatively rotatable. A reverse drive gear 57 is also fixed to the input shaft 11 between the first speed drive gear 51 and the second speed drive gear 52.

  The output shaft 12 has 1st to 6th driven gears 61 to 66 so as to always mesh with the 1st to 6th drive gears 51 to 56 at positions opposed to the 1st to 6th drive gears 51 to 56, respectively. Arranged. That is, the transmission 10 according to the present embodiment is a constantly meshed transmission in which gears (51 to 56 and 61 to 66) are always meshed. The first and second speed driven gears 61 and 62 are supported on the outer peripheral surface of the output shaft 12 via bearings so as to be relatively rotatable. On the other hand, the 3rd to 6th driven gears 63 to 66 are fixed to the outer peripheral surface of the output shaft 12. Note that the gears are fixed to the rotary shafts (input shaft 11 and output shaft 12) when the gears are processed on the outer peripheral surfaces of the rotary shafts 11 and 12, or the gears separate from the rotary shafts 11 and 12 are spline-coupled. In other words, it means a case where the gears are provided on the rotary shafts 11 and 12 so as not to rotate relative to each other.

  The transmission 10 includes a synchronization mechanism SM for easily and smoothly performing a speed change operation of the transmission 10. That is, the first and second speed synchronization mechanisms 14 are provided between the first speed driven gear 61 and the second speed driven gear 62. Between the third speed drive gear 53 and the fourth speed drive gear 54, the third and fourth speed synchronization mechanism 15 is provided. Between the fifth speed drive gear 55 and the sixth speed drive gear 56, the fifth and sixth speed synchronization mechanism 16 is provided.

  Each of the synchronization mechanisms 14 to 16 includes a hub SM1 that rotates integrally with the rotary shafts 11 and 12, a sleeve SM2 that moves in the axial direction in accordance with the operation of the shift lever, and dog teeth SM3 that can mesh with the sleeve SM2. . The dog teeth SM3 are provided integrally with the first speed driven gear 61, the second speed driven gear 62, the third speed drive gear 53, the fourth speed drive gear 54, the fifth speed drive gear 55 and the sixth speed drive gear 56, respectively. Splines are respectively formed on the outer peripheral surface of the hub SM1 and the inner peripheral surface of the sleeve SM2, and the sleeve SM2 is splined to the hub SM1. Each of the synchronization mechanisms 14 to 16 has a synchro ring between the sleeve SM2 and the dog teeth SM3, but the illustration thereof is omitted in FIG.

  When the sleeve SM <b> 2 of the synchronization mechanism 14 meshes with the dog tooth SM <b> 3 of the first speed driven gear 61, the first speed driven gear 61 is connected to the output shaft 12. As a result, the first gear is established, and the rotation of the input shaft 11 is transmitted to the output shaft 12 via the gears 51 and 61. When the sleeve SM <b> 2 of the synchronization mechanism 14 meshes with the dog teeth SM <b> 3 of the second speed driven gear 62, the second speed driven gear 62 is connected to the output shaft 12. As a result, the second gear is established, and the rotation of the input shaft 11 is transmitted to the output shaft 12 via the gears 52 and 62.

  When the sleeve SM <b> 2 of the synchronization mechanism 15 meshes with the dog teeth SM <b> 3 of the third speed drive gear 53, the third speed drive gear 53 is connected to the input shaft 11. As a result, the third gear is established, and the rotation of the input shaft 11 is transmitted to the output shaft 12 via the gears 53 and 63. When the sleeve SM <b> 2 of the synchronization mechanism 15 meshes with the dog teeth SM <b> 3 of the fourth speed drive gear 54, the fourth speed drive gear 54 is connected to the input shaft 11. As a result, the fourth speed is established, and the rotation of the input shaft 11 is transmitted to the output shaft 12 via the gears 54 and 64.

  When the sleeve SM <b> 2 of the synchronization mechanism 16 meshes with the dog teeth SM <b> 3 of the fifth speed drive gear 55, the fifth speed drive gear 55 is connected to the input shaft 11. As a result, the fifth gear is established, and the rotation of the input shaft 11 is transmitted to the output shaft 12 via the gears 55 and 65. When the sleeve SM <b> 2 of the synchronization mechanism 16 meshes with the dog teeth SM <b> 3 of the sixth speed drive gear 56, the sixth speed drive gear 56 is connected to the input shaft 11. As a result, the sixth speed is established, and the rotation of the input shaft 11 is transmitted to the output shaft 12 via the gears 56 and 66.

  A reverse idle gear 58 is supported on the reverse idle shaft 13 so as to be relatively rotatable and movable in the axial direction. The reverse drive gear 57 meshes with a reverse driven gear 59 provided on the outer periphery of the sleeve of the synchronization mechanism 14. When the reverse idle gear 58 is moved to the position A (dotted line) in FIG. 1 by operating the shift lever, the reverse idle gear 58 and the reverse drive gear 57 are engaged. This establishes the reverse gear.

  In such a configuration of the transmission 10, for example, when the engine 1 is rotated at the idle rotation speed in the neutral state and the clutch 2 is connected, the input shaft 11 and the first and second speed drive gears 51 and 52 are rotated, and 1 The second speed driven gears 61 and 62 also rotate. At this time, since the sleeve SM2 of the synchronization mechanism 14 is in the neutral position, power is not transmitted from the input shaft 11 to the output shaft 12, and the 1st and 2nd speed driven gears 61 and 62 idle around the output shaft 12.

  In this state, when a rotational fluctuation occurs in the engine 1, the rotational fluctuation is transmitted to the first and second speed drive gears 51 and 52. At this time, since there is a gap due to backlash in the meshing portion between the first and second speed drive gears 51 and 52 and the first and second speed driven gears 61 and 62, there is a possibility that tooth contact sound (striking sound) may be generated in the meshing portion. . Note that such an abnormal noise (rattled sound) caused by tooth contact that occurs during idle rotation due to backlash may be referred to as idle rattling sound. The idle rattle noise may be generated at the meshing portion between the 3rd to 6th drive gears 53 to 56 and the 3rd to 6th driven gears 63 to 66. In this embodiment, in order to reduce idle rattling noise, an abnormal noise reduction device is configured as follows.

  FIG. 2 is a cross-sectional view showing the configuration of the main part of the noise reduction device 100 according to the embodiment of the present invention, and mainly includes the hub 20 (hub SM1 in FIG. 1) of the synchronization mechanism 14 for the first and second speeds. The structure between the speed driven gear 61 is shown. Although not shown, between the hub of the synchronization mechanism 14 and the second speed driven 62, between the hub of the synchronization mechanism 15 and the third speed drive gear 53, and between the hub of the synchronization mechanism 15 and the fourth speed drive gear 54. 2 is also provided between the hub of the synchronization mechanism 16 and the fifth-speed drive gear 55 and between the hub of the synchronization mechanism 16 and the sixth-speed drive gear 56. Hereinafter, for the sake of convenience, the front-rear direction is defined along the axis CL0 of the rotating shaft 12 as illustrated, and the configuration of each part will be described according to this definition.

  As shown in FIG. 2, the hub 20 is fixed to the outer peripheral surface of the output shaft 12 that rotates about the axis CL <b> 0 by spline coupling, and the hub 20 rotates integrally with the output shaft 12. Splines 20a and 25a are formed on the outer peripheral surface of the hub 20 and the inner peripheral surface of the sleeve 25 (sleeve SM2 in FIG. 1), and the sleeve 25 is splined to the hub 20 so as to be movable in the axial direction. A groove portion 21 having a predetermined depth in the front-rear direction is formed on the front end surface 20b of the hub 20 over the entire circumference. The groove portion 21 has a cylindrical inner peripheral surface 21a and an outer peripheral surface 21b.

  A first speed driven gear 61 is supported on the outer peripheral surface of the output shaft 12 adjacent to the hub 20 so as to be rotatable relative to the output shaft 12 via a roller bearing 26. The first speed driven gear 61 has a disc portion 61A and a gear portion 61B formed on the outer peripheral surface of the disc portion 61A, and the gear portion 61B meshes with the gear portion of the first speed drive gear 51. A first outer peripheral surface 31 is formed at the rear end portion of the disk portion 61 </ b> A, and a second outer peripheral surface 32 having a larger diameter than the first outer peripheral surface 313 is formed on the front side of the first outer peripheral surface 31. The 1st outer peripheral surface 31 is formed in a taper shape so that a diameter may become small gradually toward back. On the second outer peripheral surface 32, dog teeth 33 (dog teeth SM3 in FIG. 1) that can mesh with the splines 25a of the sleeve 25 are formed.

  FIG. 3 is a plan view showing only the configuration of the rear end surface 34 of the disk portion 61A. As shown in FIGS. 2 and 3, the rear end surface 34 of the disk portion 61A is formed with a recess 35 having a predetermined depth in the front-rear direction over the entire circumference on the radially inner side. The depth of the recess 35 is shallower than the depth of the groove 21. Therefore, as shown in FIG. 2, the rear end surface 34 of the disk portion 61 </ b> A is disposed away from the bottom surface 21 c of the groove portion 21 in a state where the front end surface 20 b of the hub 20 is in contact with the bottom surface 35 a of the recess 35.

  As shown in FIG. 3, the rear end surface 34 of the disk portion 61A is further provided with notches 36 at two circumferential positions at equal intervals, that is, every 180 °, radially outward from the outer peripheral surface 35b of the recess 35. Is formed. As shown in FIG. 2, the depth in the front-rear direction of the notch 36 is equal to the depth of the recess 35, and the bottom surface 36 a of the notch 36 is flush with the bottom surface 36 a of the recess 35. As shown in FIG. 3, the pair of side surfaces 36b of the notch 36 are parallel to each other, and the notch 36 extends in the outer diameter direction with a predetermined width over the peripheral surface 36c.

  As shown in FIG. 2, a synchro ring 40 is interposed between the hub 20 and the disk portion 61A. The synchro ring 40 includes a cylindrical portion 41 extending in the axial direction and a flange portion 42 extending radially outward from the front end portion of the cylindrical portion 41. A spline 42 a that can mesh with the spline 25 a of the sleeve 25 is formed on the outer peripheral surface of the flange portion 42. The inner peripheral surface 43 of the cylindrical portion 41 is formed in a tapered shape so that the diameter gradually decreases toward the rear. The inclination angle of the inner peripheral surface 43 is the same as the inclination angle of the first outer peripheral surface 31 of the disc portion 61A, and the inner peripheral surface 43 and the first outer peripheral surface 31 come into close contact with each other when the synchro ring 40 moves forward. .

  At the rear end portion of the cylindrical portion 41, a protruding portion 44 protrudes behind the tapered inner peripheral surface 43. The inner peripheral surface 44a of the protruding portion 44 is a cylindrical surface centered on the axis line CL0. An annular sync spring 29 that constitutes the synchronization mechanism 14 is disposed between the flange portion 42 of the synchro ring 40 and the outer diameter side end portion of the hub 20.

  When the sleeve 25 moves forward from the state of FIG. 2, the synchronization ring 40 is pushed forward via the synchronization spring 29. Thus, the tapered inner peripheral surface 43 of the synchro ring 40 and the tapered outer peripheral surface 31 of the disk portion 30 are in sliding contact, and the synchro ring 40 is frictionally engaged with the disk portion 61A. Further, the spline 25a of the sleeve 25 is engaged with the dog teeth 33 of the disk portion 61A via the spline 42a of the synchro ring 40, and the first gear is established.

  As a characteristic configuration of the present embodiment, the noise reduction device 100 includes a friction member 70 interposed between the hub 20 and the first speed driven gear 61 (disk portion 30), and an elastic ring that supports the friction member 70. 80. The friction member 70 and the elastic ring 80 are disposed in the groove portion 21 of the hub 20 on the radially inner side of the synchro ring 40.

  FIG. 4 is a plan view showing the configuration of the front end face 20b of the hub 20, and FIG. 5 is an enlarged view of a portion V in FIG. 4 and 5, the arrangement of the friction member 70 and the elastic body ring 80 in the groove 21 is also shown by a cross-sectional view taken along line IV-IV in FIG. 2. In the figure, the position of the inner peripheral surface 44a (FIG. 2) of the protrusion 44 of the synchro ring 40 and the position of the outer peripheral surface 35b (FIG. 3) of the concave portion 35 of the first speed driven gear 61 are indicated by two-dot chain lines. It shows with. FIG. 5 also shows the position of the notch 36 (FIG. 3) of the recess 35.

  As shown in FIG. 4, the friction members 70 are arranged at two equal intervals in the circumferential direction, that is, every 180 °. More specifically, as shown in FIG. 5, the pair of friction members 70 are arranged to engage with the pair of notches 36 on the rear end surface 34 of the first speed driven gear 61, and the notches 36 1 The circumferential position of the friction member 70 with respect to the fast driven gear 61 is restricted. The friction member 70 is made of, for example, a nylon resin material having wear resistance.

  FIG. 6 is a perspective view of the friction member 70. In FIG. 6, front and rear, left and right, and up and down directions are defined as shown for convenience. The front, rear, left, and right directions represent the length, width, and height directions of the friction member 70, respectively. In particular, the front-rear direction is a direction parallel to the axis CL0, and the left-right direction is a tangential direction of a circle centered on the axis CL0.

  As shown in FIG. 6, the friction member 70 includes a base portion 71, an abutting portion 72 that is disposed above the base portion 71 and can abut against the synchro ring 40, and protrudes upward from the rear end portion of the base portion 71. 71 and the connection part 73 which connects the contact part 72, and the whole exhibits a left-right symmetric shape. A notch 74 extends in the up-down direction at the center in the left-right direction on the front side of the base 71, and the front portion of the base 71 is divided into left and right via the notch 74.

  The left and right side surfaces and the rear surface of the base portion 71, the contact portion 72, and the connection portion 73 are formed on the same plane. On the other hand, the front surface of the contact portion 72 is formed to be positioned behind the front surface of the base portion 71, and the front surface of the connection portion 73 is formed to be positioned behind the front surface of the contact portion 72. As shown in FIG. 2, the front end portion of the base portion 71 is disposed in the concave portion 35 of the rear end surface 34 of the disc portion 61A. The connecting portion 73 extends radially outward through a gap between the rear end surface 34 of the disk portion 61 </ b> A and the bottom surface 21 c of the groove portion 21 of the hub 20. The abutting portion 72 is disposed to face the inner peripheral surface 44 a of the protruding portion 44 of the synchro ring 40.

  As shown in FIG. 6, the front surface and the rear surface of the base portion 71 and the front surface and the rear surface of the contact portion 72 are parallel to each other. Further, the left and right surfaces of the base 71 and the left and right surfaces of the contact portion 72 are also parallel to each other. The width (length in the left-right direction) of the friction member 70 is substantially equal to the width of the cutout portion 36 of the rear end surface 34 of the first speed driven gear 61 (strictly slightly smaller). Thereby, as shown in FIG. 5, the base 71 of the friction member 70 engages with the notch 36 of the recess 35 of the disk portion 61A.

  As shown in FIGS. 5 and 6, the bottom surface 71 a (lower end surface) of the base portion 71 is formed in a concave curved surface shape, and the curvature of the concave curved surface is the same as the curvature of the inner peripheral surface 21 a of the groove portion 21 of the hub 20. The front end surface 72 a (upper end surface) of the contact portion 72 is formed in a convex curved surface shape, and the curvature of the convex curved surface is the same as the curvature of the inner peripheral surface 44 a of the protruding portion 44 of the synchro ring 40.

  In FIG. 5, the bottom surface 71 a of the friction member 70 is in contact with the inner peripheral surface 21 a of the groove portion 21. In this state, the distance L1 from the front end surface 72a of the contact portion 72 to the inner peripheral surface 44a of the synchro ring 40 is from the upper end surface 71b of the base portion 71 to the inner peripheral surface 36c of the notch portion 36 of the first speed driven gear 61. It is shorter than the distance L2. Therefore, the friction member 70 can be brought into contact with the inner peripheral surface 44 a of the synchro ring 40 without moving into contact with the inner peripheral surface 36 c of the notch 36 by moving radially outward.

  Grooves 75 having a predetermined depth are formed on the front surfaces of the pair of left and right bases 71 along an ellipse centered on the axis CL0. The elastic body ring 80 is inserted into the groove 75, whereby the friction member 70 is supported from the elastic body ring 80. The diameter of the elastic ring 80 is substantially equal to the depth of the groove 75. The diameter of the elastic ring 80 may be smaller or larger than the depth of the groove 75. The elastic ring 80 is formed using, for example, spring steel as a constituent material.

  As shown in FIG. 4, the elastic ring 80 has an elliptical shape centered on the axis line CL0. In the figure, CL1 and CL2 are the short axis and long axis of the ellipse, respectively. A pair of friction members 70 are arranged along the elliptical short axis CL1. In other words, the pair of friction members 70 are arranged on the virtual circle VC centering on the axis CL0 having the radius R1 as the minimum distance (the distance along the short axis CL1) from the axis CL0 to the elastic body ring 80. . In FIG. 4, in order to install the friction member 70 in the groove portion 21, a predetermined external force (pressurization) is applied to the elastic body ring 80 to widen the portion of the short axis CL <b> 1 by a predetermined amount radially outward. 21 is fitted. Therefore, in the initial state of engine stop, a predetermined compressive force by the elastic ring 80 acts on the inner peripheral surface 21a of the hub 20 from the friction member 70.

  The characteristic operation of the noise reduction apparatus 100 according to the embodiment of the present invention configured as described above will be described. First, the operation in the neutral state will be described. When the engine 1 is rotated at the idling speed while the clutch 2 is connected, the first speed driven gear 61 idles around the output shaft 12 at the first speed N1 corresponding to the engine speed. Furthermore, the friction member 70 rotates integrally with the first speed driven gear 61 via the notch 36 of the first speed driven gear 61.

  At this time, the centrifugal force F acts on the friction member 70 as shown in FIG. 4, but the centrifugal force F is smaller than the elastic force (compressive force) by the elastic ring 80 (for example, a predetermined value F1 or less). Therefore, as shown in FIGS. 2, 4, and 5, the bottom surface 71a of the friction member 70 remains in contact with the inner peripheral surface 21a of the groove portion 21 of the hub 20, and the first speed driven gear 61 includes the hub 20 and the friction member. The frictional force between 70 acts as a resistance. As a result, it is possible to reduce abnormal noise due to tooth contact of the gears 51 and 61 when the rotation of the engine 1 fluctuates, that is, idle rattling noise.

  Next, the operation in the gear-in state will be described. 7 to 9 are diagrams showing an example of the operation in the gear-in state, and correspond to FIGS. 2, 4, and 5 in the neutral state, respectively. It is assumed that one of the gears (for example, the third gear) is established via the synchronization mechanisms 14 to 16 and the vehicle is traveling. At this time, since the sleeve 25 of the first-speed synchronization mechanism 14 is in the neutral position, the first-speed driven gear 61 idles around the output shaft 12, but the engine speed during vehicle travel is higher than the idle speed. The first speed driven gear 61 rotates at a second rotational speed N2 that is greater than the first rotational speed N1. As a result, the centrifugal force F acting on the friction member 70 becomes larger than the predetermined value F1.

  As a result, as shown in FIG. 8, the diameter of the elliptical minor axis CL1 portion of the elastic ring 80 is increased, the diameter of the major axis CL2 portion is reduced, and the elastic ring 80 is changed from an elliptical shape to a circular shape. Elastically deforms. Due to this elastic deformation, as shown in FIGS. 7 to 9, the friction member 70 moves radially outward along the notch portion 36 of the first speed driven gear 61, and the friction member 70 is the inner peripheral surface of the groove portion 21 of the hub 20. Separated from 21a. Accordingly, the resistance acting on the first speed driven gear 61 is reduced, and loss during vehicle travel can be suppressed.

  At this time, the front end surface 72 a of the contact portion 72 of the friction member 70 contacts the inner peripheral surface 44 a of the synchro ring 40, and a pressing force acts on the synchro ring 40. Thereby, rattling of the synchro ring 40 can be suppressed, and abnormal noise due to rattling of the synchro ring 40 can be reduced. That is, the synchro ring 40 of the synchronization mechanism in the neutral state may come into contact with surrounding parts (such as a hub) during acceleration or deceleration of the engine 1 and generate abnormal noise (for example, a jagged sound). Although this is referred to as a “synchronizer sound”, in this embodiment, since the friction member 70 is pressed against the synchro ring 40 during traveling, the synchronizer sound can be reduced.

According to this embodiment, the following effects can be obtained.
(1) The transmission noise reduction device 100 includes a rotating shaft 12 that rotates about an axis CL0, a hub 20 that rotates integrally with the rotating shaft 12, and a first speed that is supported by the rotating shaft 12 so as to be relatively rotatable. A driven gear 61, a pair of friction members 70 interposed between the hub 20 and the first-speed driven gear 61, and an elastic ring 80 that supports the pair of friction members 70 are provided (FIG. 2). The elastic ring 80 is formed in a ring shape along a closed curve that is rotationally symmetric with respect to the axis CL0 every 180 °, that is, along an ellipse (FIG. 4). The first-speed driven gear 61 has a notch portion 36 with which a pair of friction members 70 are engaged so as to be able to rotate integrally and relatively move in the radial direction (FIG. 3). It has the inner peripheral surface 21a which the bottom face 71a contacts (FIG. 4). The pair of friction members 70 are supported by the elastic ring 80 every 180 ° so that the bottom surface 71a is separated from the inner peripheral surface 21a by centrifugal force (FIG. 3).

  By adopting such a simple configuration that supports the pair of friction members 70 on the elliptical elastic ring 80, the friction members 70 come into contact with the hub 20 at the time of idling rotation, so that idling noise can be reduced. it can. Further, when the vehicle is traveling, the friction member 70 can be separated from the hub 20 by centrifugal force, and loss due to contact of the friction member 70 can be prevented. That is, the non-circular elastic ring 80 is elastically deformed according to the centrifugal force of the friction member 70, so that the friction member 70 can be brought into contact with and separated from the hub 20, and the noise reduction device 100 is configured at low cost. be able to.

(2) The abnormal noise reduction device 100 includes a sleeve 25 having a spline 25a formed on the inner peripheral surface and meshed with the hub 20 via the spline 25a so as to be movable in the axial direction, and the hub 20 and the first speed driven gear 61. And a synchro ring 40 having a spline 42a formed on the outer peripheral surface thereof and capable of meshing with the spline 25a (FIG. 2). On the outer peripheral surface 32 of the first speed driven gear 61, dog teeth 33 that can mesh with the splines 25a of the sleeve 25 are formed (FIG. 2). The pair of friction members 70 are separated from the synchro ring 40 in a state where the bottom surface 71a is in contact with the inner peripheral surface 21a of the hub 20, while the bottom surface 71a is separated from the inner peripheral surface 21a by centrifugal force and then contacts the synchro ring 40. It has the contact part 72 comprised in this way (FIGS. 4 and 6). As a result, it is possible to suppress rattling of the synchro ring 40 that is in a free state when the vehicle is traveling, and it is possible to reduce not only idle rattling noise but also synchronization noise during vehicle traveling.

(3) The elastic ring 80 has an elliptical shape, and the pair of friction members 70 are supported on the minor axis CL1 of the ellipse (FIG. 4). Therefore, the configuration of the elastic ring 80 can be simplified, and the noise reduction device 100 can be configured at low cost.

(4) The friction member 70 includes a base portion 71, a contact portion 72, and a connection portion 73 that connects the base portion 71 and the contact portion 72, and the base portion 71 is the first outer peripheral surface 31 of the first driven gear 61. The connecting portion 73 extends radially outward through a gap between the rear end surface 34 of the first driven gear 61 and the hub 20, and is disposed in the radially inner space (notch portion 36). The contact portion 72 is provided so as to be movable radially outward of the rear end surface 34 of the first driven gear 61 (FIGS. 2 and 7). As a result, the contact portion 73 can contact the synchro ring 40 on the radially outer side of the first outer peripheral surface 31 without interfering with the first driven gear 61. In this case, since the base 71 is disposed in the space between the notch 36 of the first driven gear 61 and the groove 21 of the hub 20, the area of the bottom surface 71 a of the friction member 70 can be increased, and the groove of the hub 20 can be increased. A sufficient frictional force can be exerted on the inner peripheral surface 21 a of 21.

(5) The base 71 of the friction member 70 is divided into left and right via the notch 74 (FIG. 6). As a result, the elastic ring 80 having a predetermined curvature can be easily inserted into the groove 75 of the base 71. Further, by supporting the elastic body ring 80 at two locations, deformation of the elastic body ring 80 during the action of centrifugal force can be allowed, and excessive stress can be prevented from being generated in the elastic body ring 80.

(Modification)
The above embodiment can be modified into various forms. In the above embodiment, the elastic ring 80 is formed in an elliptical shape, and the pair of friction members 70 are supported on the short axis CL1 of the ellipse, but along a closed curve that is rotationally symmetric at predetermined angles with respect to the axis CL0. If it is formed in an annular shape, the configuration of the elastic body is not limited to that described above. For example, the elastic body may be formed in an annular shape along a closed curve other than an ellipse, such as an equilateral triangle to be rotated every 120 ° or a square to be rotated every 90 °. In this case, the friction member 70 is made elastic at every predetermined angle so that the bottom surface 71a (contact surface) of the friction member 70 is separated from the inner peripheral surface 21a (contacted surface) of the groove portion 21 of the hub 20 by centrifugal force. It only has to be supported. For example, a predetermined angle such as 120 ° or 90 ° on a virtual circle centered on the axis CL0 having a radius of the minimum distance from the axis CL0 to the elastic body, that is, on a virtual circle corresponding to the virtual circle VC in FIG. What is necessary is just to arrange | position the friction member 70 for every. Therefore, the number of friction members 70 is not limited to that described above.

  In the above embodiment, the elastic ring 80 is inserted into the arc-shaped groove 75 provided in the friction member 70, but the configuration of the connecting portion between the friction member and the elastic body is not limited thereto. For example, a through hole may be opened in the circumferential direction in the friction member 70 and the elastic ring 80 may be inserted into the through hole. In this case, a part of the elastic ring 80 may be cut and inserted into the through hole, and then the cut portion may be joined by welding or the like to form a ring shape. In the above embodiment, the friction member 70 is constituted by a single member, but a plurality of members may be combined to constitute a friction member. In this case, you may provide the connection part of a friction member and an elastic body in the joint surface of a some member. In the above embodiment, the friction member 70 is made of a resin material having wear resistance. However, the friction member may be made of metal and the friction material may be attached to the bottom surface thereof. That is, the friction member may not be entirely composed of the friction material, but may be partially composed of the friction material.

  In the above embodiment, the contact portion 72 is configured on the friction member 70. However, the bottom surface 71a is separated from the synchro ring 40 in a state where the bottom surface 71a is in contact with the inner peripheral surface 21a of the hub 20, while the bottom surface 71a is formed on the inner peripheral surface by centrifugal force. As long as it is configured to come into contact with the synchro ring 40 after being separated from 21a, the configuration of the contact portion as the synchro contact portion is not limited to that described above. In the above embodiment, the contact portion 72 is connected to the base portion 71 via the connection portion 73. However, when the centrifugal force is equal to or less than the predetermined value F1, the hub 20 is contacted. As long as it is comprised so that it may space apart from, the structure of a friction member may be what kind of thing. For example, the abutting portion 72 and the connecting portion 73 may be omitted, and only idle jala sounds may be reduced.

  In the above embodiment, the noise reduction device 100 is applied to each of the first to sixth gears. However, the noise reduction device 100 may be applied only to some of the gears. For example, the noise reduction device 100 may be applied only to the first and second gears having the first speed driven gear 61 or the second speed driven gear 62 having a large inertial mass. Therefore, the rotation shaft on which the transmission gear to which the noise reduction device is applied is supported may be either the input shaft 11 or the output shaft 12.

  In the above embodiment, the synchro ring 40 is disposed between the hub 20 and the gear, but this may be omitted. In the above embodiment, the gear (first speed driven gear 61) is provided with the notch 36 (engagement portion) that engages the friction member 70 so as to be integrally rotatable and relatively movable in the radial direction. An engagement part may be provided. In this case, what is necessary is just to provide the to-be-contacted surface which the contact surface (for example, bottom surface 71a) of the friction member 70 contacts in a gear.

  Although the above embodiment is applied to the transmission 10 as a manual transmission, the present invention can be similarly applied to other transmissions such as an automatic manual transmission and a dual clutch transmission.

  The above description is merely an example, and the present invention is not limited to the above-described embodiments and modifications unless the features of the present invention are impaired. The constituent elements of the embodiment and the modified examples include those that can be replaced while maintaining the identity of the invention and that are obvious for replacement. That is, other forms conceivable within the scope of the technical idea of the present invention are also included in the scope of the present invention. Moreover, it is also possible to arbitrarily combine one or more of the above-described embodiments and modified examples. Variations can be combined.

12 Output shaft, 20 Hub, 21a Inner peripheral surface, 36 Notch, 51 1st speed drive gear, 61 1st speed driven gear, 70 Friction member, 71a Bottom surface, 80 Elastic body ring, 100 Abnormal noise reduction device

Claims (2)

A rotation axis that rotates about an axis;
A hub that rotates integrally with the rotating shaft;
A transmission gear supported so as to be relatively rotatable on the rotating shaft;
A plurality of circumferential friction members interposed between the hub and the gear;
An elastic body that supports the plurality of friction members;
A spline formed on an inner peripheral surface, and a sleeve meshed with the hub through the spline so as to be axially movable;
A synchro ring interposed between the hub and the gear and having an outer peripheral surface formed with a spline that can mesh with the spline of the sleeve ,
The elastic body is formed in an annular shape along a closed curve that is rotationally symmetric at predetermined angles with respect to the axis,
One of the hub and the gear has an engaging portion with which the plurality of friction members are engaged so as to be integrally rotatable and relatively movable in the radial direction, while the other of the hub and the gear is The contact surfaces of the plurality of friction members are in contact with each other,
Dog teeth that can mesh with the splines of the sleeve are formed on the outer peripheral surface of the gear,
The plurality of friction members are supported by the elastic body at every predetermined angle so that the contact surface is separated from the contacted surface by centrifugal force , and the contact surface is in contact with the contacted surface. Noise reduction of a transmission , comprising: a synchro contact portion configured to contact the synchro ring after being separated from the synchro ring while the contact surface is separated from the contacted surface by centrifugal force apparatus.   The abnormal noise reduction device for a transmission according to claim 1,
  The noise reduction device for a transmission, wherein the elastic body has an elliptical shape, and a pair of friction members are supported on a short axis of the ellipse.

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