KR20070122010A - Rattling noise reduction device of manual transmission - Google Patents

Abstract

An apparatus for reducing rattling noise of a manual transmission is provided to reduce a drag torque between a sliding gear and a shaft and to prevent decrease of durability by using auxiliary plates on which permanent magnets are arranged at regular intervals. A first auxiliary plate(10) has a circular plate and is installed on an end of a fixing gear(3) so as to have a center identical to that of the fixing gear. Permanent magnets are arranged on the first auxiliary plate along a cylinder direction thereof at regular intervals. A second auxiliary plate(20) has a circular plate and is installed on an end of a sliding gear(4) in order to have a center identical to that of the sliding gear. Permanent magnets are arranged on the second auxiliary plate along a cylinder direction thereof at regular intervals.

Description

Rattle noise reduction device of manual transmission

1 is a view for explaining the cause of a general rattle noise;

Figure 2 is a schematic block diagram showing a rattle noise reduction device of a manual transmission according to the present invention;

Figure 3 is a view for explaining the appearance that the permanent magnet is disposed on the auxiliary plate of the present invention;

4 shows a detail of the main part of FIG. 2;

5 is a view for explaining the operation of the permanent magnet installed in the auxiliary plate of the present invention.

※ Explanation of symbols about main part of drawing ※

1, 2: axis

3: fixed gear

4: Sliding Gear

10, 20: auxiliary plate

12, 12A, 12B, 22, 22A, 22B: permanent magnet

The present invention relates to a rattle noise reduction device of a manual transmission.

In general, the powertrain system of a manual transmission vehicle is divided into an engine, a clutch, a transmission, a drive shaft, and a wheel.

Among these powertrain system components, the clutch plays a role of transmitting or blocking the power of the vehicle generated from the engine to the transmission and generating a slip of the clutch disc to allow a smooth start of the vehicle.

The clutch also plays an important role in absorbing the vibrations inherent in the engine and absorbing the vibrations transmitted in the transmission direction. Specifically, it reduces the amount of change in the rotational speed of the engine (or the amount of change in the angular acceleration), thereby reducing the noise caused by collisions between girds generated inside the transmission.

The noise caused by the collision between the gears is called a rattle noise and is recognized as an inevitable phenomenon due to the presence of the gear backlash.

Therefore, the clutch is considered to be the most important factor in reducing rattle noise, and the clutch is tuned to reduce rattle noise.

However, it has been found that there is a limit in reducing rattle noise with only a click due to the increase in engine size (high torque) and the increase in transmission capacity.

In addition, the engine is the source of vibration, but because the vibration is amplified, the part where the rattle noise is generated is the gears inside the transmission, thereby reducing the collision probability between the gears, thereby reducing the rattle noise even if the engine and the transmission are enlarged and high in capacity. I understand that you can.

That is, the clutch system can reduce the vibration generated by the rotational rotation of the engine to some extent, but the remaining vibration leads to the collision between the gears (fixed gear and the sliding gear) inside the transmission via the input shaft of the transmission, thereby generating a rattle noise. Let's do it.

Therefore, in order to reduce rattle noise, a method of reducing tooth noise generated by collision between the fixed gear and the sliding gear should be considered.

The present invention has been made to solve such a conventional problem, by reducing the tooth noise caused by the collision between the gears inside the transmission, that is, the fixed gear and the sliding gear to effectively reduce the rattle noise of the manual transmission. It is an object of the present invention to provide a rattle noise reduction device for a manual transmission.

As a technical configuration for achieving the above object, the present invention provides a rattle noise generated by gear collision between a fixed gear fixed to an axis and a sliding gear slidably coupled to another axis and engaged with the fixed gear. In the structure to prevent the, is formed to have a disc shape and is fixed to one side of the fixed gear so as to have the same center as the fixed gear, and the auxiliary plate and a disc shape arranged so that the permanent magnets have a constant interval along the circumferential direction It is formed to have a center and the same as the sliding gear fixed to one side of the sliding gear to provide a rattle noise reduction device of the manual transmission, characterized in that it comprises an auxiliary plate disposed so that the permanent magnets at regular intervals along the circumferential direction By

Hereinafter, exemplary embodiments of the present invention will be described in detail with reference to the accompanying drawings.

Rattle noise is usually generated in gears where no power is transmitted. That is, in the case of the first stage, gear sound occurs between the second, third, fourth and fifth gears. This is because the sliding gear is synchronized so that the shaft and the sliding gear behave together only when power is transmitted, that is, when the power is not transmitted, the sliding gear has a configuration that is not fixed to the shaft. This means that it will happen.

Accordingly, the angular velocity fluctuation can be seen as the angular acceleration, and the torque value Iα generated by the gear inertia and the gear angular acceleration α is compared with the drag Td between the sliding gear and the shaft. If) is large, rattle noise is generated. That is, rattle noise occurs when Iα> Td.

This will be described with reference to FIG. 1.

The fixed gear 3 is installed on either side of the shaft 1, 2, which is an input shaft or an output shaft, and a sliding gear 4 is installed on the other side. The fixed gear 3 behaves integrally with the shaft 1, and the sliding gear 4 behaves integrally with the shaft 2 only when synchronized.

Td corresponds to a resistance torque between the shaft 2 and the sliding gear 4, i.e., a resistance that prevents the movement of the sliding gear 4, and the larger the value of Td, the greater the probability that the sliding gear 4 moves due to rotational variation. Reducing reduces the likelihood of gear collision (ie Rattle noise is reduced if Td> Iα).

In addition, when Td> Iα, the collision is prevented by disturbing the movement of the gear.

In other words, to reduce rattle noise, increase the Td value or decrease the Iα value.

However, the frictional resistance increasing method (method of increasing the frictional resistance between the shaft and the sliding gear), which has been conventionally used to increase the Td value, causes problems in fuel economy deterioration and durability.

Therefore, the present inventors found that suppressing the use of the method of increasing the Td value by increasing the frictional resistance value and reducing the Iα value is effective in reducing the rattle noise.

The present invention proposes a configuration using magnetic force and reducing the Iα value, which will be described with reference to FIGS. 2 to 5.

Figure 2 is a schematic block diagram showing a rattle noise reduction device of a manual transmission according to the present invention.

The fixed gear 3 is installed on either side of the shaft 1, 2, which is an input shaft or an output shaft, and a sliding gear 4 is installed on the other side. The fixed gear 3 behaves integrally with the shaft 1, and the sliding gear 4 behaves integrally with the shaft 2 only when synchronized.

Side plates of the fixed gear 3 and the sliding gear 4 are respectively fixed to the circular plate-shaped auxiliary plate 10, 20 made of a plastic material. Various configurations of fixing the auxiliary plates 10 and 20 to the fixed gear 3 and the sliding gear 4 are provided. For example, the pin-shaped fitting holes 11 and 21 are attached to the auxiliary plates 10 and 20. Grooves 3a and 4a which are integrally formed and to which the fitting holes 11 and 21 are fitted are fixed to the fixed gear 3 and the sliding gear 4.

The auxiliary plates 10 and 20 have the same center to form concentric circles with the fixed gear 3 and the sliding gear 4, respectively.

Preferably, the auxiliary plate 10 fixed to the fixed gear 3 has an outer diameter larger than that of the fixed gear 3, and the auxiliary plate 20 fixed to the sliding gear 4 has an outer diameter of the sliding gear 4. Has a smaller outer diameter.

In addition, a plurality of permanent magnets 12 and 22 are fixed to the auxiliary plates 10 and 20, and these permanent magnets 12 and 22 are circumferential of the auxiliary plates 10 and 20 as shown in FIG. 3. It is spaced apart along a direction.

The number of permanent magnets 12 fixed to the auxiliary plate 10 of the fixed gear 3 is set to twice the number of gear teeth of the fixed gear 3, and is fixed to the auxiliary plate 20 of the sliding gear 4. The number of permanent magnets 22 is set to twice the number of gear teeth of the sliding gear 4.

4 shows the arrangement of the permanent magnets 12 and 22 installed in the auxiliary plates 10 and 20 in detail showing the main part of FIG. 2.

Permanent magnets provided on one side of the auxiliary plate, for example, permanent magnets 12 installed on the auxiliary plate 10 of the fixed gear (3), is arranged on a line connecting the center of the fixed gear (3) and the center of the bone portion of the gear teeth A first permanent magnet 12A and a second permanent magnet 12B disposed on a line connecting the center of the fixed gear 3 to the center of the mountain portion of the gear.

Accordingly, the first permanent magnet 12A and the second permanent magnet 12B are alternately arranged along the circumferential direction in the auxiliary plate 10.

In addition, the first permanent magnet 12A is positioned such that the negative electrode faces the outer direction of the auxiliary plate 10 and the positive electrode faces the central direction of the auxiliary plate 10, while the second permanent magnet 12B is disposed. The positive electrode is positioned to face the outer direction of the auxiliary plate 10 and the negative electrode is positioned to face the center direction of the auxiliary plate 10.

Permanent magnets installed on the auxiliary plate of the other side, for example, permanent magnets 22 installed on the auxiliary plate 20 of the sliding gear 4 is disposed on a line connecting the center of the sliding gear 4 and the center of the bone teeth of the gears. The first permanent magnet 22A and the second permanent magnet 22B are arranged on a line connecting the center of the sliding gear 4 and the center of the mountain portion of the gear.

Accordingly, the first permanent magnet 22A and the second permanent magnet 22B are alternately arranged along the circumferential direction in the auxiliary plate 20.

The first permanent magnet 22A is positioned such that the positive electrode faces the outer direction of the auxiliary plate 20 and the negative electrode faces the central direction of the auxiliary plate 20, while the second permanent magnet 22B is positioned. The negative electrode is positioned to face the outward direction of the auxiliary plate 20 and the positive electrode is positioned to face the center direction of the auxiliary plate 20.

The permanent magnets arranged on the auxiliary plates 10 and 20 of the present invention have a permanent magnet installed on the auxiliary plate 10 of the fixed gear 3 when the fixed gear 3 and the sliding gear 4 are rotated in engagement with each other. As shown in Fig. 5, the permanent magnets 22 installed on the auxiliary plate 20 of the sliding gear 4 and 12 have magnetic forces acting in the direction of attracting each other, and adjacent magnetic forces acting in the direction of pushing each other. Let this work.

That is, the permanent magnets 12, 22 are such that the center of the gear teeth of the sliding gear 4 with respect to the teeth of the gear teeth of the fixed gear 3 is positioned and maintained. The center of the gear tooth with respect to the gear tooth of the sliding gear 4 is positioned and maintained at the center of the tooth portion with respect to the gear tooth.

This action serves to reduce the possibility of gear collision by reducing the force Iα moving left and right by the angular velocity variation of the sliding gear 4 by the attractive force and repulsive force of the magnet.

That is, according to the present invention, the rattle noise is reduced by satisfying Td >

In particular, since the drag (Td) value between the sliding gear and the shaft does not increase, the fuel consumption is prevented from deteriorating and the components, which increase the frictional resistance, are worn out, thereby reducing durability. It does not occur.

As described above, according to the rattle noise reduction device of the manual transmission according to the present invention, permanent magnets are arranged along a circumferential direction along the circumferential direction of the auxiliary plate installed in the fixed gear and the sliding gear, and those close to the permanent magnets are attracted to each other. Therefore, the magnetic force acts and the magnetic force acts in the direction in which the adjacent ones push each other, thereby reducing the rattle noise by reducing the Iα value.

In particular, the resistance Td (Drag torque) between the sliding gear and the shaft is not increased so that fuel economy and durability are not reduced.

Claims (4)

In the structure for preventing the rattle noise caused by the gear collision between the fixed gear fixed to the shaft and the sliding gear slidably coupled to the other shaft and engaged with the fixed gear, It is formed to have a disk shape and is fixed to one side of the fixed gear (3) so as to have the same center as the fixed gear (3) and the permanent plate (12) arranged along the circumferential direction at regular intervals and , The auxiliary plate 20 is formed to have a disk shape and is fixedly installed at one side of the sliding gear 4 so as to have the same center as the sliding gear 4, and the permanent magnets 22 are disposed to have a predetermined interval along the circumferential direction. Rattle noise reduction device of a manual transmission, characterized in that it comprises a. The permanent magnet 12 of the auxiliary plate 10 mounted to the fixed gear 3 and the permanent magnet 22 of the auxiliary plate 20 mounted to the sliding gear 4 are adjacent to each other. Rattle noise reduction device of a manual transmission, characterized in that the magnetic force acts in the pulling direction and the adjacent ones are arranged to act in the direction pushing each other. According to claim 1 or 2, wherein the permanent magnet of the auxiliary plate, the permanent magnet is positioned so that the negative electrode toward the outer direction of the auxiliary plate and the positive electrode is directed toward the center direction of the auxiliary plate, the positive electrode is the outer direction of the auxiliary plate Rattle noise reduction device of a manual transmission characterized in that the permanent magnet is positioned so as to face the permanent magnet positioned so that the cathode toward the center direction of the auxiliary plate alternately along the circumferential direction of the auxiliary plate. The apparatus of claim 3, wherein the auxiliary plate is made of a plastic material.

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