JPH035702Y2 - - Google Patents

Description

[Detailed Description of the Invention] (Industrial Application Field) The present invention relates to an abnormal noise prevention device in a manual gear transmission for a vehicle.

(Prior Art) Generally, in a manual gear transmission, rotation from an engine is transmitted to an input shaft through a friction clutch, and this rotation is directly transmitted from the input shaft to the inside of the transmission case. In other words, the rotation transmitted to the countershaft through the input gear of the input shaft is transmitted from each counter gear on this countershaft to each transmission gear on the output shaft that is constantly meshed with these counter gears.

(Problem to be solved by the invention) In the above configuration, even when the gear transmission is in a neutral state, each of the above-mentioned counter gears and each transmission gear on the output shaft that is constantly meshed with these counter gears do not rotate. There is. Therefore, during idling, engine torque fluctuations, etc.
The meshing gear pair of each counter gear and transmission gear is
Abnormal noises such as rattling may occur within the range of mutual collision. In addition, even if the gear transmission is in a neutral state, each of the counter gears mentioned above and each of the transmission gears on the output shaft that mesh with them are constantly rotating, so these drag torques may be the cause. This also causes problems such as deterioration of fuel efficiency.

(Means for solving the problems) In order to solve the above problems, the present invention is configured as follows. That is, Figures 1 and 2
As shown in the figure, the input shaft 14 of the gear transmission is divided at a location closer to the engine than the input gear 15 thereof. A synchromesh mechanism 20 is provided between each of the divided shafts 14A, 14B to connect or disconnect them so as to transmit rotation therebetween.

This synchronized mesh mechanism 20 is operated by the action of a solenoid 30 that is energized only when the gear transmission is shifted.
B is configured so that it can be switched to a state in which it is connected to enable rotation transmission.

(Function) According to the above configuration, when the gear transmission is in a neutral state, the synchromesh mechanism 20 is in a neutral state, and rotation from the engine in an idling state is controlled by a friction clutch (not shown).
It is only transmitted to one shaft 14A through the shaft 14A. Therefore, no rotation is transmitted from the input gear 15 on the other shaft 14B to each gear in the transmission. When the gear transmission is shifted, the solenoid 30 is thereby energized, and the solenoid 30 is energized.
Through this function, the synchromesh mechanism 20 connects the shafts 14A, 14B so as to transmit rotation.

(Example) Hereinafter, an example of the present invention will be specifically described based on the drawings.

Part 1 showing a cross section of a manual gear transmission
In the figure, a clutch housing 2 is attached to the front side of a transmission case 1, and an input shaft 14 of a gear transmission is disposed from the inside of the clutch housing 2 to the inside of the transmission case 1. Note that this input shaft 14 is attached to the front wall 1a of the transmission case 1,
It is rotatably supported by a ball bearing 3. Further, an output shaft 4 is arranged coaxially with the input shaft 14 inside the transmission case 1, and the front end of the output shaft 4 is formed at the rear end of the input shaft 14. They are connected to the shaft hole by a roller bearing 5 so that they can rotate relative to each other. Furthermore, a countershaft 9 is arranged inside the transmission case 1 in parallel with the input shaft 14 and the output shaft 4, and the front end of the countershaft 9 is also attached to the front wall 1a of the transmission case 1. On the other hand, it is rotatably supported by a roller bearing 10.

An input gear 15 is formed integrally with the input shaft 14 inside the transmission case 1, and this input gear 15 is always meshed with a counter drive gear 11 formed integrally with the counter shaft 9. There is.

Incidentally, various types of gears that mesh with each other are arranged on each axis of the output shaft 4 and the countershaft 9, and in FIG. Counter 3rd gear 12, this counter 3rd gear 12 on the axis of output shaft 4
and a 3rd gear 6 that is always in mesh with each other and can rotate freely. Further, on the shaft of the output shaft 4, the input gear 1 is mounted.
A synchromesh mechanism 7 for 3rd-4th is arranged between the 5th and 3rd gears 6.

This synchronized mesh mechanism 7 for 3rd-4th
As is generally known, a 3rd shift can be obtained by sliding the hub sleeve 7a to the right in Fig. 1, and conversely by sliding it to the left. A 4th shift is obtained.

The input shaft 14 is divided into two shafts 14A and 14B in the axial direction at a location closer to the engine than the input gear 15, that is, inside the clutch housing 2. And these first shafts 14
A and the second shaft 14B are connected so as to be relatively rotatable using a needle roller bearing 16, using a structure substantially similar to the connection structure between the output shaft 4 and the input shaft 14 described above. Furthermore, a synchronized mesh mechanism 20 that can connect or disconnect both shafts 14A, 14B so as to transmit rotation is disposed at the joint portion of both shafts 14A, 14B.

The structure of this synchronized mesh mechanism 20 is
This will be explained with reference to FIG. 2, which shows an enlarged view of the main part of the figure. First, the clutch hub 21 is located on the axis of the second shaft 14B on the right side of the drawing.
It is assembled so that it can rotate together. A hub sleeve 22 is provided on the outer periphery of the clutch hub 21.
are spline-smoothly connected so that they can be slid leftward from the state shown in the drawing. On the other hand, spline teeth 23 that can mesh with the internal teeth of the hub sleeve 22 are mounted on the axis of the first shaft 14A located on the left side of the drawing so as to rotate together with the shaft 14A. Therefore, when the hub sleeve 22 is now slid to the left, the synchronizer ring 24 assembled on the spline tooth 23 side is brought into pressure contact with the tapered cone surface of the spline tooth 23, and thereby As is commonly known, the spline tooth 23 side and the hub sleeve 22 side (that is, the first shaft 14A)
and the second shaft 14B), the inner teeth of the hub sleeve 22 mesh with the spline teeth 23, and the first shaft 14A and the second shaft 14B are connected to enable rotation transmission. It is.

The location where the synchronized mesh mechanism 20 is located is covered with a case 17 that also serves as a bearing retainer for the ball bearing 3 that rotatably supports the input shaft 14 (see Fig. 1). ), an oil seal 18 maintains oil tightness between the case 17 and the outer periphery of the first shaft 14A. A fork shaft 25 is incorporated inside the case 17 so as to be slidable in the left and right directions in the drawing.
A shift fork 26 that engages with the hub sleeve 22 of the synchromesh mechanism 20 is fixed on the axis of the fork shaft 25. Similarly, there is a lever 27 on the shaft of this fork shaft 25.
is fixed, and this lever 27 protrudes from the inside of the case 17 through an opening 17a formed in the upper part of the case 17 and is located inside the clutch housing 2. Note that the space between the opening 17a of the case 17 and the lever 27 is covered with a boot 29 so as to maintain oil tightness. Further, on the axis of the forkshaft 25, between the lever 27 and the inner wall surface of the case 17, there is a return spring 28 that acts to push the forkshaft 25, together with its shift fork 26 and lever 27, back to the position shown in the drawing. It is provided.

On the other hand, a solenoid 30 is assembled inside the clutch housing 2 as shown in FIG. The shaft 31 of the armature, which is actuated by the energization of the solenoid 30, engages with the tip of the lever 27 of the forkshaft 25 so as to be able to transmit operating force. Further, a terminal 32 of the solenoid 30 is fixed to a part of the clutch housing 2, and its electric circuit is constructed as shown in FIG. 3, for example. In this figure 3, the number 33
indicates a battery (power supply), and when either normally open switch SW1 or SW2 is turned on, the solenoid 30 is energized through the function of the corresponding relay switch R1 or R2. In addition, these switches SW1 and SW2
For example, when a floor shift type shift lever (not shown) is shifted toward the front of the vehicle, one of the switches is turned on, and when the shift lever is shifted toward the rear of the vehicle, the other switch is turned on. In the neutral state of the gear transmission, the solenoid 30 is always in an off state.

In the above configuration, when the gear transmission is in the neutral state, the synchromesh mechanism 20 provided on the shaft of the input shaft 14 is in the neutral state as shown in FIGS. 1 and 2. Therefore, even when the engine is idling, rotation from the engine is caused by a friction clutch (not shown).
The first shaft forming the input shaft 14 through
The rotation is only transmitted to the shaft 14A, and the rotation transmission from the first shaft 14A to the second shaft 14B is in a state of being cut off. Therefore, not only the rotation is not transmitted from the input gear 15 on the second shaft 14B to the countershaft 9, but also the corresponding rotation of each gear in the transmission case 1 does not occur.

Therefore, when the gear transmission is shifted, each of the above-mentioned switches shown in FIG.
Either SW1 or SW2 is turned on,
The solenoid 30 is energized. As a result, the armature shaft 31 of this solenoid 30
is activated, and the fork shaft 25 is slid to the left in FIGS. 1 and 2 together with the shift fork 26 against the return spring 28 through the lever 27. As a result, the hub sleeve 22 of the synchromesh mechanism 20 is slid in the same direction through the movement of the shift fork 26, and as described above, the rotation synchronization effect between the first shaft 14A side and the second shaft 14B side is achieved. Thereafter, the inner teeth of this hub sleeve 22 mesh with the spline teeth 23 on the first shaft 14A side.

As a result, the first shaft 14A and the second shaft 14B are connected so that rotation can be transmitted, and the rotation of the first shaft 14A is transmitted from the second shaft 14B to the input shaft 14 and the countershaft meshing therewith. The signal is transmitted to the countershaft 9 via the counter drive gear 11 on the countershaft 9. As already mentioned, the rotation of the counter shaft 9 is caused by each counter gear (including the counter 3rd gear 12) on the counter shaft 9 and each transmission gear (including the 3rd gear 6) on the output shaft 4 that meshes with these gears. This is what is conveyed.

When the above-mentioned gear transmission is returned to the neutral state, the electric circuit of the solenoid 30 is turned off.
The fork shaft 25, together with the shift fork 26 and the lever 27, returns to the original state shown in FIGS. 1 and 2 by the action of the return spring 28. At this time, the synchronized mesh mechanism 2
The hub sleeve 22 of No. 0 is also slid to its original neutral position, and the rotational transmission between the first shaft 14A and the second shaft 14B constituting the input shaft 14 is interrupted.

(Effects of the invention) As described above, the present invention divides the input shaft of a gear transmission at a point closer to the engine than the input gear, and makes it possible to mutually transmit rotation between the two divided shafts. A synchronized mesh mechanism is provided that can be connected or disconnected from the shaft, and this synchronized mesh mechanism connects the two divided shafts so as to transmit rotation by the action of a solenoid that is energized only when the gear transmission is shifted. For example, when the engine is idling, the rotation from the engine is not transmitted to the gear transmission. It is possible to prevent abnormal noises such as rattling noise caused by the rattling of a pair of meshing gears rotating inside the machine.

Moreover, since the gear transmission does not rotate its internal gears at all in the neutral state, it is possible to eliminate the deterioration in fuel efficiency due to unnecessary drag resistance.

[Brief explanation of drawings]

The drawings show an embodiment of the present invention, in which Fig. 1 is a sectional view showing a part of a manual gear transmission, Fig. 2 is an enlarged sectional view of the main part of Fig. 1, and Fig. 3. is a circuit diagram showing an electric circuit of a solenoid. 14...Input shaft, 14A, 14B...
Each divided shaft, 15...input gear,
20... Synchronous mesh mechanism, 30... Solenoid.

Claims (1)

[Scope of utility model registration request] The input shaft of a gear transmission is divided at a point closer to the engine than the input gear, and between these two divided shafts,
A synchronized mesh mechanism is provided that can connect or disconnect these shafts so as to transmit rotation, and this synchronized mesh mechanism connects both of the divided shafts by the action of a solenoid that is energized only when the gear transmission is shifted. 1. An abnormal noise prevention device for a manual gear transmission, characterized in that the device is configured to be able to switch to a state where the two are connected to enable rotation transmission.