JPS6212930Y2 - - Google Patents

Description

[Detailed Description of the Invention] This invention relates to a device for preventing rattling of gears in an automobile transmission, and relates to a device useful for suppressing rattling noise.

An automobile transmission is equipped with a subshaft that continues to rotate when the engine clutch is in the engaged position. For example, in the case of the transmission 1 shown in Fig. 1, the input shaft 2 and the output shaft Secondary shaft 4 between shaft 3
always meshes with the input shaft 2 via either the low speed gear 5 or the high speed gear 6 of the input shaft 2,
As a result, when the engine clutch 7 is in the engaged normal position, the subshaft 4 is always rotating.

By the way, since there is a backlash in the meshing part of each gear, when the subshaft 4 is running at low speed (below 900 rpm), like when the engine is idling,
when idling in the car, or at low speeds (3km/h)
h or less) When the subshaft 4 is in a state close to idling with almost no running load applied to it, such as when driving, the gears may rattle due to engine rotational fluctuations, that is, rotational fluctuations of the input shaft 2. , which causes an unpleasant rattling sound.

The present invention was devised to solve the above-mentioned problem, and the purpose of the present invention is to automatically apply a braking load to the transmission countershaft under operating conditions that cause rattling. An object of the present invention is to provide a gear rattling prevention device that can significantly reduce gear rattling noise.

Hereinafter, the present invention will be explained based on an illustrated embodiment.

In the prevention device of the embodiment, as shown in FIG. 1, the rear end of the subshaft 4 slightly extends from the bearing part, and a clutch-type brake 8 is attached to the rear end to prevent the transmission. The brake plate shaft 10 is held by the spline 9 of the case so as not to rotate.
It is formed to be operated and slidably driven by a negative pressure actuator 11.

A return spring 13 is interposed in the operating negative pressure chamber 12 of the actuator 11, and the negative pressure chamber 12 is connected to the intake manifold 1 through ventilation passages 14 and 15.
6 and between the ventilation passages 14 and 15,
Solenoid valve 1 consisting of a two-way open/close valve
7 is interposed in the valve chamber of the same valve 17,
An atmospheric opening 18 is opened.

Furthermore, the same solenoid valve 1 is installed in the appropriate place on the vehicle body.
7, and three detection means inputting signals to the unit 19, namely, engine clutch connection/disconnection detection means 20, engine speed detection means 21, and vehicle speed detection means 22.
In the operation of the control unit 19, the clutch connection/disconnection detection means 20 detects the engagement position, and the rotation speed detection means 21 detects 900 rpm.
The following are measured, and the vehicle speed detection means 22 is also measured at 3km/h.
When the solenoid valve 17 is detected
It is formed so that it can be driven with open current.

In the case of an automobile equipped with the anti-rattle device of the embodiment constructed in this way, the above three conditions are met during operation, namely, the clutch is engaged, and the engine speed and vehicle speed are 900 rpm and 3 km/h, respectively. When the gear becomes less than h and the gear is in an operating state where rattling is likely to occur, the solenoid valve 17
The negative pressure chamber 1 of the actuator 11 is opened by the opening operation of the actuator 11.
The engine's intake negative pressure is applied to 2, which drives the brake plate shaft 10 forward against the elasticity of the return spring 13, so that a moderate braking torque load is applied to the subshaft 4, causing backlash of each gear. As a result, the rattling phenomenon of gears is suppressed.

Note that under normal operating conditions outside of the above three conditions, the atmosphere flows into the negative pressure chamber 12 and the actuator 11 does not operate, so the brake 8 is loosened by the return spring 13, thereby causing the secondary The shaft 4 is left in a free state.

In this way, in the rattling prevention device of the embodiment,
Since the brake 8 does not operate during normal operation, there is no risk of secondary noise generation and the life of the device is shortened, compared to other types of prevention devices that are equipped with sub-gears and are always activated. There are long advantages.

In the configuration of the embodiment, instead of using the above-described direct drive system for the brake plate shaft 10, as shown in FIG.
If the actuator is configured to be driven by the actuator 25 via the actuator 4, the actuator can be made smaller and the deterrent force can be increased.

As described above, the gear rattling prevention device according to the present invention is configured to automatically apply a braking torque load to the subshaft of the transmission when it is idling or in a state close to idling. This has the effect of significantly reducing the rattling noise of transmission gears and providing a long-life prevention device.

[Brief explanation of the drawing]

FIG. 1 is a schematic diagram of a gear rattling prevention device showing one embodiment of the present invention, and FIG. 2 is a schematic diagram of a brake drive mechanism showing another embodiment. DESCRIPTION OF SYMBOLS 1... Transmission, 4... Subshaft, 7... Engine clutch, 8... Brake device, 11... Negative pressure actuator, 12... Operating negative pressure chamber, 14, 15... Ventilation path, 16... Intake manifold, 17... Solenoid valve, 18... Atmospheric opening, 19... Control unit, 20... Connection/disconnection detection means, 21... Rotation speed detection means, 22... Vehicle speed detection means.

Claims (1)

[Scope of Utility Model Registration Claim] A brake installed at the rear end of the subshaft of an automobile transmission, a negative pressure actuator that operates and drives the brake, and an engine intake negative pressure applied to the operating negative pressure chamber of the actuator. An additional ventilation path, an on-off valve interposed in the middle of the ventilation path, and an atmosphere opening is formed in the valve chamber, and
a solenoid valve that communicates the actuator side of the air passage with the atmospheric opening when the air passage is closed; an engine clutch engagement/disconnection detection means; an engine rotation speed detection means; and a vehicle speed detection means. A control unit is provided which operates and energizes the solenoid valve based on the detection signal of the means, and when the control unit operates, the engine clutch is in the engaged position, the engine speed is below a predetermined value,
A gear rattling prevention device characterized in that the gear rattling prevention device is configured to open and drive the solenoid valve when a vehicle speed is detected to be equal to or less than a predetermined value.