JP2013113338A - Power transmission device - Google Patents

Abstract

PROBLEM TO BE SOLVED: To improve fuel efficiency performance while securing durability and operation quality of a power transmission device.SOLUTION: An input path 19 is connected to an engine 11, and an output path 26 is connected to drive wheels 14f, 14r. A variable speed path 30 having a continuously variable transmission 39 and a gear train path 31 having a gear train 45 are arranged in parallel between the input path 19 and the output path 26. When a synchronizer sleeve 52 of a mode clutch 50 is meshed with a spline tooth 53, the input path 19 is connected to the variable speed path 30. When the synchronizer sleeve 52 is meshed with a spline tooth 54, the input path 19 is connected to the gear train path 31. When a connection destination of the input path 19 is switched from the gear train path 31 to the variable speed path 30, the continuously variable transmission 39 is driven to rotate by an electric motor 91. Thereby, even when the continuously variable transmission 39 is stopped in order to improve fuel efficiency, the mode clutch 50 is smoothly switched and the durability and operation quality of the power transmission device are secured.

Description

  The present invention relates to a power transmission device including a continuously variable transmission.

  As a continuously variable transmission (CVT) mounted on a vehicle, a belt drive type continuously variable transmission in which a chain or a belt is wound around a pair of pulleys, or a power roller is sandwiched between a pair of disks. There is a toroidal continuously variable transmission. Since these continuously variable transmissions can adjust the gear ratio steplessly, the power performance and fuel consumption performance of the vehicle can be improved. However, in a power transmission device including a continuously variable transmission, for example, when traveling while maintaining a constant gear ratio on the overdrive side, that is, when traveling without executing a continuously variable transmission, It was necessary to continue supplying hydraulic oil to the transmission. As described above, continuously supplying hydraulic oil to the continuously variable transmission causes a reduction in fuel efficiency of the engine that drives the oil pump. Therefore, the continuously variable transmission and the gear train are arranged in parallel. A power transmission device has been proposed (see, for example, Patent Document 1). This power transmission device transmits power via a continuously variable transmission in the low to medium vehicle speed region, while transmitting power via a gear train without using a continuously variable transmission in the high vehicle speed region.

JP-A-62-220754

  By the way, the power transmission device of Patent Document 1 avoids a sudden increase in load on the continuously variable transmission when switching the power transmission path from the gear train to the continuously variable transmission. The machine continued to run idle with no load. As a result, it is possible to improve the durability of the continuously variable transmission and to prevent a shock when switching the power transmission path. However, even when the continuously variable transmission is idled with no load, it is necessary to prevent slippage of the chain or the like, and therefore it is necessary to continue supplying hydraulic oil to the continuously variable transmission. In this way, by continuously driving the continuously variable transmission without load, it is possible to suppress load fluctuations when switching the power transmission path and to improve the durability and operation quality of the power transmission device. It was a factor to lower.

  An object of the present invention is to improve the fuel efficiency of a vehicle while ensuring the durability and operation quality of the power transmission device.

  The power transmission device of the present invention is a power transmission device including an input path connected to an engine and an output path connected to a drive wheel, and is provided between the input path and the output path. A continuously variable transmission path for transmitting power from the input path to the output path via a continuously variable transmission; and a fixed transmission ratio from the input path to the output path between the input path and the output path. A fixed transmission path for transmitting power, the continuously variable transmission path, a first fastening state provided between the fixed transmission path and the input path, and connecting the input path and the continuously variable transmission path; An input side clutch that is switched to a second engagement state that connects the input path and the fixed transmission path, and rotation of the continuously variable transmission when the input side clutch is switched from the second engagement state to the first engagement state. Rotating body And having an electric motor that.

  The power transmission device according to the present invention is provided between the continuously variable transmission and the output path, and is switched to a disengaged state when the input side clutch is in a second engagement state to stop the continuously variable transmission. It has the stop clutch to be made.

  The power transmission device of the present invention is provided between the continuously variable transmission path and the fixed transmission path and the driving wheel, and is switched to a released state when the rotating body is rotated by the electric motor. An output side clutch for separating the drive wheel is provided.

  The power transmission device according to the present invention is characterized in that the input side clutch is a meshing clutch.

  The power transmission device according to the present invention is characterized in that the stop clutch is a meshing clutch.

  According to the present invention, when the input side clutch is switched from the second engagement state to the first engagement state, the rotating body of the continuously variable transmission is rotated by the electric motor. The clutch can be switched to the first engagement state. Thus, even when the continuously variable transmission path is disconnected from the input path and the continuously variable transmission is stopped, the input side clutch is switched again and the continuously variable transmission is connected to the input path. Since durability and operation quality can be ensured, the continuously variable transmission can be actively stopped to improve the fuel efficiency of the vehicle.

It is a skeleton figure which shows the power transmission device which is one embodiment of this invention. It is the schematic which shows a part of power transmission device with a control system. (a) is the schematic which shows the power transmission device set to the continuously variable transmission mode, (b) is the schematic which shows the power transmission device set to the fixed gear mode. It is a diagram which shows an example of the speed change characteristic map referred when setting a target gear ratio. (a) And (b) is the schematic which shows the power transmission device at the time of switching from fixed gear mode to continuously variable transmission mode.

  Hereinafter, embodiments of the present invention will be described in detail with reference to the drawings. FIG. 1 is a skeleton diagram showing a power transmission device 10 according to an embodiment of the present invention. As shown in FIG. 1, a power transmission device 10 mounted on a vehicle includes an engine 11, a torque converter 12, a forward / reverse switching mechanism 13, and drive wheels 14f and 14r. A torque converter 12 is connected to the crankshaft 15 of the engine 11, and a common input shaft 18 is connected to a turbine shaft 16 of the torque converter 12 via a gear train 17. The torque converter 12, the turbine shaft 16, the gear train 17, the common input shaft 18 and the like constitute an input path 19 connected to the engine 11. Further, a front / rear output shaft 22 is connected to the front wheel (drive wheel) 14f via a front wheel output shaft 20 and a gear train 21, and a rear wheel output shaft 23 and a transfer wheel are connected to the rear wheel (drive wheel) 14r. A forward / reverse output shaft 22 is connected via a clutch 24. Further, a common output shaft 25 is connected to the forward / reverse output shaft 22 via the forward / reverse switching mechanism 13. The front wheel output shaft 20, the gear train 21, the rear wheel output shaft 23, the transfer clutch 24, the forward / reverse output shaft 22, the forward / reverse switching mechanism 13, the common output shaft 25, and the like are connected to the front wheel 14f and the rear wheel 14r. The output path 26 is configured. A continuously variable transmission path 30 and a gear train path (fixed transmission path) 31 are provided in parallel between the input path 19 and the output path 26. Then, by controlling a mode clutch 50, which will be described later, the driving mode of the vehicle is changed through a continuously variable transmission path 30 to transmit power while being continuously transmitted through a gear train path 31 and a fixed transmission ratio. It is possible to switch to the fixed gear mode for transmitting power. The continuously variable transmission mode is set when the vehicle starts, and the continuously variable transmission mode is switched to the fixed gear mode in accordance with the subsequent driving situation.

  The continuously variable transmission path 30 includes a hollow primary shaft 32 that is rotatably disposed radially outward of the common input shaft 18 and a secondary shaft 33 that is disposed in parallel to the primary shaft 32. . A primary pulley (rotary body) 34 is provided on the primary shaft 32, and a primary oil chamber 35 is defined on the back side of the primary pulley 34. A secondary pulley (rotary body) 36 is provided on the secondary shaft 33, and a secondary oil chamber 37 is defined on the back side of the secondary pulley 36. A drive chain 38 is wound around the primary pulley 34 and the secondary pulley 36. Thus, the primary shaft 32 and the secondary shaft 33 are connected via the continuously variable transmission 39, and by controlling the oil pressure of the primary oil chamber 35 and the secondary oil chamber 37, the primary shaft 32 and the secondary shaft 33 are controlled. Is continuously variable. The continuously variable transmission path 30 includes a transmission output shaft 40 that is disposed in parallel to the secondary shaft 33 and that is coaxially disposed with respect to the common output shaft 25. The transmission output shaft 40 and the secondary shaft 33 are connected via a gear train 41. The gear train path 31 that is in parallel with the continuously variable transmission path 30 is disposed in parallel with the common output shaft 25, and has a gear shaft 42 that is disposed coaxially with the common input shaft 18. Have. A drive gear 43 is fixed to the gear shaft 42, and a driven gear 44 that meshes with the drive gear 43 is fixed to the common output shaft 25. The drive gear 43 and the driven gear 44 constitute a gear train 45 that transmits power from the gear shaft 42 to the common output shaft 25 at a fixed transmission ratio (a constant transmission ratio).

  As shown in FIG. 1, a mode clutch (input side clutch) 50 is provided between the continuously variable transmission path 30 and the gear train path 31 and the input path 19. The mode clutch 50 is configured by a synchromesh mechanism that is a meshing clutch. The mode clutch 50 includes a synchro hub 51 fixed to the common input shaft 18 and a synchro sleeve 52 that always meshes with the synchub 51. Further, the mode clutch 50 includes spline teeth 53 fixed to the primary shaft 32 and spline teeth 54 fixed to the gear shaft 42. By sliding the synchro sleeve 52 in the direction of arrow a by an electric actuator 84 to be described later, the synchro sleeve 52 and the spline teeth 53 are engaged with each other while the synchro sleeve 52 and the spline teeth 54 are disengaged. As a result, the mode clutch 50 is switched to the first engaged state, and the common input shaft 18 constituting the input path 19 and the primary shaft 32 constituting the continuously variable transmission path 30 are connected. On the other hand, by sliding the synchro sleeve 52 in the direction of the arrow b, the synchro sleeve 52 and the spline teeth 54 can be engaged with each other, while the synchro sleeve 52 and the spline teeth 53 can be disengaged. As a result, the mode clutch 50 is switched to the second engagement state, and the common input shaft 18 constituting the input path 19 and the gear shaft 42 constituting the gear train path 31 are connected. As shown in FIG. 1, the mode clutch 50 can be switched to the released state by stopping the synchro sleeve 52 between the spline teeth 53 and 54, and the primary shaft 32 and the gear shaft 42 can be switched from the common input shaft 18. It is also possible to separate both.

  A stop clutch 60 is provided between the continuously variable transmission path 30 and the output path 26. The stop clutch 60 is configured by a synchromesh mechanism that is a meshing clutch. The stop clutch 60 includes a synchro hub 61 that is fixed to the common output shaft 25, and a synchro sleeve 62 that always meshes with the sync hub 61. Further, the stop clutch 60 includes spline teeth 63 that are fixed to the transmission output shaft 40. The synchro sleeve 62 and the spline teeth 63 can be engaged with each other by sliding the synchro sleeve 62 in the direction of arrow a by an electric actuator 84 described later. As a result, the stop clutch 60 is switched to the engaged state, and the transmission output shaft 40 constituting the continuously variable transmission path 30 and the common output shaft 25 constituting the output path 26 are connected. On the other hand, the synchronization sleeve 62 and the spline teeth 63 can be disengaged by sliding the synchronization sleeve 62 in the direction of arrow b. As a result, the stop clutch 60 is switched to the disengaged state, and the shift output shaft 40 constituting the continuously variable transmission path 30 and the common output shaft 25 constituting the output path 26 are disconnected. The stop clutch 60 may be installed in the continuously variable transmission path 30 on the output path 26 side of the continuously variable transmission 39.

  The forward / reverse switching mechanism 13 provided in the output path 26 includes a planetary gear train 70. The planetary gear train 70 includes a ring gear 71 fixed to the common output shaft 25 and a sun gear 72 disposed radially inward thereof. A planetary pinion gear 73 that meshes with each other is provided between the ring gear 71 and the sun gear 72. The planetary pinion gear 73 is supported by a carrier 74, and the forward / reverse output shaft 22 is fixed to the sun gear 72. The forward / reverse switching mechanism 13 has a forward clutch (output side clutch) 75 between the common output shaft 25 and the sun gear 72. The forward clutch 75 is a hydraulic friction clutch, and is switched to the engaged state by supplying hydraulic oil to the fastening oil chamber 76, and is switched to the released state by discharging hydraulic oil from the fastening oil chamber 76. Further, the forward / reverse switching mechanism 13 has a reverse brake 78 between the housing 77 and the carrier 74. The reverse brake 78 is a hydraulic friction brake, and is switched to the engaged state by supplying hydraulic oil to the fastening oil chamber 79, and is switched to the released state by discharging hydraulic oil from the fastening oil chamber 79. By switching the reverse brake 78 to the released state and switching the forward clutch 75 to the engaged state, the rotation of the common output shaft 25 is transmitted to the forward / rearward output shaft 22 as it is, and the vehicle can travel forward. Further, by switching the forward clutch 75 to the released state and switching the reverse brake 78 to the engaged state, the carrier 74 can be fixed and the rotational direction of the forward / reverse output shaft 22 can be reversed, and the vehicle can be driven backward. It becomes possible. By switching the forward clutch 75 and the reverse brake 78 to the released state, the common output shaft 25 and the forward / reverse output shaft 22 are disconnected, and the forward / reverse switching mechanism 13 is in a neutral state in which no power is transmitted to the forward / reverse output shaft 22. It becomes.

  FIG. 2 is a schematic view showing a part of the power transmission device 10 together with a control system. First, as shown in FIG. 1, the power transmission device 10 has an oil pump 82 connected to the engine 11 via a pump impeller 80 and a chain mechanism 81. As shown in FIG. 2, in order to supply and control the hydraulic oil to the primary oil chamber 35, the secondary oil chamber 37, the fastening oil chamber 76, the fastening oil chamber 79, etc., a plurality of solenoid valves are provided in the power transmission device 10. A valve unit 83 is provided. The oil pump 82 and the valve unit 83 are connected via an oil passage (not shown), and the hydraulic oil discharged from the oil pump 82 passes through the valve unit 83 to the continuously variable transmission 39, the forward / reverse switching mechanism 13 and the like. Supplied.

  As shown in FIG. 2, the power transmission device 10 includes an electric actuator 84 that switches the operating states of the mode clutch 50 and the stop clutch 60. The electric actuator 84 has a rod member 86 that can expand and contract with respect to the actuator body 85. A fork member 87 that engages with the sync sleeve 52 of the mode clutch 50 and a fork member 88 that engages with the sync sleeve 62 of the stop clutch 60 are fixed to the rod member 86. By pulling the rod member 86 of the electric actuator 84 in the direction of arrow a, the mode clutch 50 is switched to the first engaged state, and the stop clutch 60 is switched to the engaged state. On the other hand, by pushing the rod member 86 of the electric actuator 84 in the direction of arrow b, the mode clutch 50 is switched to the second engaged state, and the stop clutch 60 is switched to the released state.

  A driven gear 90 is fixed to the secondary shaft 33, and an electric motor 91 is provided in the vicinity of the driven gear 90. The electric motor 91 has a pinion gear 92 that meshes with the driven gear 90, and the pinion gear 92 is movable to a protruding position and a retracted position. By moving the pinion gear 92 to the protruding position indicated by the broken line, the pinion gear 92 can be meshed with the driven gear 90 and the secondary pulley 36 can be rotated using the electric motor 91. On the other hand, the pinion gear 92 and the driven gear 90 can be disengaged by moving the pinion gear 92 to the retracted position indicated by the solid line.

  A control unit 93 is provided in the power transmission device 10 in order to control the operating parts such as the continuously variable transmission 39, the forward / reverse switching mechanism 13, the electric actuator 84, the electric motor 91, and the like. The control unit 93 is connected to various sensors that detect the vehicle state. The various sensors connected to the control unit 93 include an accelerator pedal sensor 94 that detects the operation state of the accelerator pedal, a brake pedal sensor 95 that detects the operation state of the brake pedal, a vehicle speed sensor 96 that detects the vehicle speed, and an engine speed ( An engine speed sensor 97 for detecting the rotational speed of the crankshaft 15; an inhibitor switch 98 for detecting the operating position of the select lever; a primary speed sensor 99 for detecting the primary speed (the rotational speed of the primary shaft 32); and a secondary speed. There are a secondary rotational speed sensor 100 that detects the number (rotational speed of the secondary shaft 33), an input rotational speed sensor 101 that detects the input rotational speed (the rotational speed of the common input shaft 18), and the like. The control unit 93 includes a CPU that calculates control signals and the like, a ROM that stores control programs, arithmetic expressions, map data, and the like, and a RAM that temporarily stores data.

  Next, a procedure for switching between a continuously variable transmission mode set when the vehicle starts and a fixed gear mode set in accordance with a subsequent driving situation will be described. FIG. 3A is a schematic diagram showing the power transmission device 10 set to the continuously variable transmission mode, and FIG. 3B is a schematic diagram showing the power transmission device 10 set to the fixed gear mode. 3A and 3B show the power transmission device 10 during forward travel. FIG. 4 is a diagram showing an example of a shift characteristic map referred to when setting the target gear ratio. As described above, the traveling mode when the vehicle starts is set to the continuously variable transmission mode in which power is transmitted via the continuously variable transmission 39. As shown in FIG. 3A, in the continuously variable transmission mode, the mode clutch 50 is switched to the first engagement state, and the stop clutch 60 is switched to the engagement state. As a result, the input path 19 and the output path 26 are connected via the continuously variable transmission path 30, so that the speed is changed from the input path 19 to the output path 26 via the continuously variable transmission 39 as indicated by the white arrow. Transmitted power is transmitted. In this continuously variable transmission mode, the target speed ratio of the continuously variable transmission 39 is determined by referring to the transmission characteristic map of FIG. 4 based on the vehicle speed and the accelerator opening (depressing amount of the accelerator pedal) at predetermined time intervals. .

  As shown in FIG. 4, a characteristic line Low indicating the maximum speed ratio and a characteristic line High indicating the minimum speed ratio are set in the speed change characteristic map. In the shift characteristic map, a plurality of characteristic lines A1 to A8 corresponding to the accelerator opening are set between the characteristic lines Low and High. The characteristic line A1 is referred to when the accelerator opening is fully closed, the characteristic lines A2 to A7 are referred to as the accelerator opening increases, and the characteristic line A8 is referred to when the accelerator opening is fully open. The control unit 93 refers to such a speed change characteristic map based on the vehicle speed and the accelerator opening, and determines a target primary rotational speed that is a target rotational speed of the primary pulley 34. Next, the control unit 93 calculates the target speed ratio of the continuously variable transmission 39 based on the actual secondary speed detected by the secondary speed sensor 100 and the target primary speed obtained from the speed change characteristic map. . The control unit 93 sets a primary pressure supplied to the primary oil chamber 35 and a secondary pressure supplied to the secondary oil chamber 37 in order to control the continuously variable transmission 39 toward the target gear ratio, and a valve unit. A control signal is output to 83.

  In such a continuously variable transmission mode, for example, when the accelerator pedal is operated at a predetermined value or less in a high vehicle speed range, the situation where the target transmission ratio is set to the minimum transmission ratio (characteristic line High) is continued. The control unit 93 determines switching from the continuously variable transmission mode to the fixed gear mode. When switching from the continuously variable transmission mode to the fixed gear mode, as shown in FIG. 3B, the mode clutch 50 is switched to the second engaged state and the stop clutch 60 is switched to the released state. Thereby, since the input path 19 and the output path 26 are connected via the gear train path 31, the fixed transmission ratio from the input path 19 to the output path 26 via the gear train 45 is indicated by a white arrow. Power is transmitted at. Here, the gear ratio of the gear train 45 provided in the gear train path 31 is set to the same gear ratio as the minimum gear ratio of the continuously variable transmission 39. That is, in the continuously variable transmission mode, when the continuously variable transmission 39 is controlled to the minimum speed ratio (characteristic line High), the rotation of the gear shaft 42 with respect to the rotational speed of the common input shaft 18 (synchro sleeve 52). The speed is synchronized. For this reason, the mode clutch 50 can be smoothly switched from the first engagement state to the second engagement state by simply sliding the synchro sleeve 52.

  As shown in FIG. 3B, in the fixed gear mode, the mode clutch 50 is switched to the second engaged state and the stop clutch 60 is switched to the released state, so that the input path 19 and the output path 26 It is possible to disconnect the continuously variable transmission path 30 from both of these. Thus, even during traveling in the fixed gear mode, the rotation of the primary pulley 34 and the secondary pulley 36 can be stopped, and the amount of hydraulic oil supplied to the continuously variable transmission 39 can be greatly reduced. Therefore, the load on the oil pump 82 can be significantly reduced, and the fuel consumption of the engine 11 that drives the oil pump 82 can be suppressed. Further, the mode clutch 50 and the stop clutch 60 are constituted by meshing clutches that do not require hydraulic pressure to maintain the operating state, and it is possible to suppress the fuel consumption of the engine 11 from this point. . In the state where the continuously variable transmission 39 is controlled to the minimum speed ratio, the continuously variable transmission path 30 is disconnected from the input path 19 and the output path 26, and therefore the continuously variable transmission 39 that stops in the fixed gear mode. Is stopped at the minimum gear ratio. Further, in order to improve the responsiveness when returning to the continuously variable transmission mode, a small amount of hydraulic oil is supplied to the continuously variable transmission 39 so that the primary oil chamber 35 and the secondary oil chamber 37 are filled with the hydraulic oil even in the fixed gear mode. ing.

  Next, a procedure for switching from the fixed gear mode to the continuously variable transmission mode will be described. Here, FIGS. 5A and 5B are schematic views showing the power transmission device 10 when switching from the fixed gear mode to the continuously variable transmission mode. In the fixed gear mode, for example, when the vehicle speed decreases to a low vehicle speed region or the accelerator pedal is depressed beyond a predetermined value, the control unit 93 determines to switch from the fixed gear mode to the continuously variable transmission mode. That is, in the shift characteristic map of FIG. 4, when the traveling state in which the target transmission ratio of the continuously variable transmission 39 is set to be larger than the minimum transmission ratio, switching from the fixed gear mode to the continuously variable transmission mode is determined. Then, as shown in FIG. 5 (a), the control unit 93 switches the forward clutch 75 to the disengaged state and controls auxiliary machinery (not shown) of the engine 11 to reduce the engine speed. Further, the control unit 93 moves the pinion gear 92 of the electric motor 91 to the protruding position and rotationally drives the pinion gear 92 of the electric motor 91 until the rotation speed of the primary shaft 32 reaches the rotation speed of the common input shaft 18. Thus, after rotating the secondary pulley 36 and the primary pulley 34 using the electric motor 91 and synchronizing the rotation speeds of the common input shaft 18 and the primary shaft 32, the control unit 93 sets the mode clutch 50 to the first mode clutch 50. While switching to the engaged state, the stop clutch 60 is switched to the engaged state. When the switching of the mode clutch 50 and the stop clutch 60 is completed, the pinion gear 92 of the electric motor 91 moves to the retracted position and stops, and the forward clutch 75 is switched to the engaged state again.

  As described above, when returning from the fixed gear mode to the continuously variable transmission mode, the primary pulley 34 and the secondary pulley 36 are rotated using the electric motor 91, so that the mode clutch 50 or The stop clutch 60 can be switched. That is, in order to improve the fuel efficiency of the vehicle, the continuously variable transmission 39 is stopped in the fixed gear mode. However, when returning to the continuously variable transmission mode, the electric motor 91 is used to synchronize the rotation. The clutch 50 and the stop clutch 60 can be switched smoothly, and the durability and operation quality of the power transmission device 10 can be ensured. Further, when synchronizing the rotation using the electric motor 91, the forward clutch 75 is released and the engine speed is reduced. Thereby, since the rotational speed of the common input shaft 18 can be reduced, the target value for increasing the rotational speed of the primary shaft 32 by the electric motor 91 can be reduced. That is, the primary shaft 32 can be quickly synchronized with the common input shaft 18 and can be quickly switched from the fixed gear mode to the continuously variable transmission mode.

  In the above description, the gear ratio of the gear train 45 incorporated in the gear train path 31 is set to the minimum gear ratio of the continuously variable transmission 39. However, the present invention is not limited to this. For example, the gear ratio of the gear train 45 incorporated in the gear train path 31 may be set to the maximum gear ratio (characteristic line Low) of the continuously variable transmission 39, which is larger than the maximum gear ratio of the continuously variable transmission 39. The gear ratio may be set. As a result, for example, in a power transmission device in which an extra row is set for luggage loading or uphill traveling, the fixed gear mode can be executed when the extra row is selected. The gear ratio of the gear train 45 incorporated in the gear train path 31 may be set to a gear ratio smaller than the minimum gear ratio of the continuously variable transmission 39. The maximum gear ratio and the minimum gear shift of the continuously variable transmission 39 may be set. You may set to the gear ratio between ratios.

  It goes without saying that the present invention is not limited to the above-described embodiment, and various modifications can be made without departing from the scope of the invention. For example, in the above description, the gear train path 31 provided with the gear train 45 is provided as the fixed transmission path. However, the present invention is not limited to this, and power is transmitted at a fixed transmission ratio by winding the chain around the sprocket. It may be a fixed transmission path that transmits power at a fixed transmission ratio by winding a belt around a pulley. In the above description, the electric motor 91 in which the pinion gear 92 is moved between the projecting position and the retracted position is used. However, the present invention is not limited to this. For example, a driven gear is incorporated by incorporating a one-way clutch. An electric motor in which the pinion gear 92 is always meshed with 90 may be used.

  In the above description, when the rotation is synchronized using the electric motor 91, the forward clutch 75 is released and the engine speed is reduced. However, the present invention is not limited to this, and the forward clutch 75 is engaged. The forward clutch 75 may be controlled to be in a sliding state, and the engine speed may be maintained. In the above description, the mode clutch 50 and the stop clutch 60 are configured by the synchromesh mechanism. However, the mode clutch 50 and the stop clutch 60 are configured by using a dog clutch or a friction clutch. May be. In the above description, the forward clutch 75 is a friction clutch. However, the forward clutch 75 is not limited to this, and the forward clutch 75 may be configured using a synchromesh mechanism or a dog clutch.

  In the above description, the secondary shaft 33 is driven by the electric motor 91, but the present invention is not limited to this, and the primary shaft 32 may be driven by the electric motor 91. In the above description, the synchronization state is determined from the difference between the rotational speeds of the mode clutch 50 before and after. However, the present invention is not limited to this, and the synchronization state is determined from the rotational speed difference of the stop clutch 60 before and after. Also good. In the above description, the mode clutch 50 and the stop clutch 60 are operated by one electric actuator 84. However, the present invention is not limited to this, and the mode clutch 50 and the stop clutch 60 are operated by separate electric actuators. You may do it. Further, the mode is not limited to the electric actuator 84, and the mode clutch 50 and the stop clutch 60 may be operated by a hydraulic actuator.

  The illustrated continuously variable transmission 39 is a belt drive type continuously variable transmission. However, the present invention is not limited to this, and the present invention is applied to a power transmission device including a toroidal continuously variable transmission. It may be applied. The illustrated power transmission device 10 is a power transmission device for a four-wheel drive vehicle, but is not limited thereto, and the present invention is applied to a power transmission device for a forward drive vehicle and a rear wheel drive vehicle. May be applied.

10 Power transmission device 11 Engine 14f Front wheel (drive wheel)
14r Rear wheel (drive wheel)
19 input path 26 output path 30 continuously variable speed path 31 gear train path (fixed transmission path)
34 Primary pulley (rotary body)
36 Secondary pulley (rotary body)
39 Continuously variable transmission 50 Mode clutch (input side clutch, meshing clutch)
60 Stop clutch (meshing clutch)
75 Forward clutch (output side clutch)
91 Electric motor

Claims (5)

A power transmission device comprising an input path connected to an engine and an output path connected to a drive wheel,
A continuously variable transmission path that is provided between the input path and the output path and transmits power from the input path to the output path via a continuously variable transmission;
A fixed transmission path that is provided between the input path and the output path and transmits power from the input path to the output path at a fixed transmission ratio;
A first fastening state that is provided between the continuously variable transmission path and the fixed transmission path and the input path, and connects the input path and the continuously variable transmission path; and the input path and the fixed transmission path. An input side clutch that is switched to a second engaged state to be connected;
An electric motor for rotating the rotating body of the continuously variable transmission when the input side clutch is switched from the second engagement state to the first engagement state. The power transmission device according to claim 1,
A stop clutch is provided between the continuously variable transmission and the output path, and is switched to a released state when the input side clutch is in a second engagement state, and stops the continuously variable transmission. Power transmission device. The power transmission device according to claim 1 or 2,
An output side which is provided between the continuously variable transmission path and the fixed transmission path and the driving wheel, and is switched to a released state when the rotating body is rotated by the electric motor, and separates the engine and the driving wheel. A power transmission device comprising a clutch. In the power transmission device according to any one of claims 1 to 3,
The power transmission device, wherein the input side clutch is a meshing clutch. In the power transmission device according to any one of claims 2 to 4,
The power transmission device, wherein the stop clutch is a meshing clutch.

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