JP2016109169A - Power transmission device for vehicle - Google Patents

Abstract

PROBLEM TO BE SOLVED: To prevent a situation that a forward-reverse switching mechanism disposed at the downstream of a crank-type continuously variable transmission and composed of a dog clutch, is locked and cannot be operated.SOLUTION: In a power transmission device for a vehicle including a continuously variable transmission for changing rotation of an input shaft and transmitting the same to an output shaft, and a forward-reverse switching mechanism disposed between the output shaft and a driving wheel and composed of a dog clutch switching forward movement and reverse movement, when switching from a travel range to a non-travel range is instructed, eccentricity ε of an input-side fulcrum is increased, so that a one-way clutch is disengaged and torque accumulated in a power transmission passage at the downstream of the output shaft is released, and roller retaining means retains a roller 25 on a non-engagement position to prevent accumulation of torque thereafter, thus locking of the forward-reverse switching mechanism can be prevented.SELECTED DRAWING: Figure 17

Description

  The present invention relates to a forward / reverse switching comprising a continuously variable transmission that shifts the rotation of an input shaft connected to a drive source and transmits it to an output shaft, and a dog clutch that is disposed between the output shaft and drive wheels to switch forward and reverse. The present invention relates to a vehicle power transmission device including a mechanism.

  A forward / reverse switching mechanism having a dog clutch is arranged on the downstream side of the crank type continuously variable transmission, and the rotation direction of the output shaft of the crank type continuously variable transmission that can rotate only in one direction is switched by the forward / reverse switching mechanism. A vehicle power transmission device that enables forward travel and reverse travel is known from Patent Document 1 below.

WO2014 / 017438A1

  By the way, the vehicle power transmission device described in the above-mentioned Patent Document 1 is a crank type that includes a one-way clutch on an output shaft, as will be described in detail in the “Description of Embodiments” section of this specification. Due to the characteristics of the continuously variable transmission, the torque accumulated in the power transmission path on the downstream side of the output shaft is released, for example, when the drive wheel rides on the curb while driving in the drive range (“D” range). Even if an attempt is made to switch from the “D” range to the neutral range (“N” range), the dog teeth of the forward / reverse switching mechanism made up of a dog clutch cannot be disengaged with the accumulated torque, and “D” There was a possibility of not getting out of range.

  Similarly, when the drive wheel rides on the curb while driving in the reverse range (“R” range), it tries to switch from the “R” range to the “N” range or the parking range (“P” range). However, there is a possibility that the dog teeth of the forward / reverse switching mechanism will not come off while being engaged and will not come out of the “R” range.

  The present invention has been made in view of the above circumstances, and an object thereof is to avoid a situation in which a forward / reverse switching mechanism including a dog clutch disposed downstream of a crank type continuously variable transmission is locked and cannot be operated. To do.

  To achieve the above object, according to the first aspect of the present invention, a continuously variable transmission that shifts the rotation of the input shaft connected to the drive source and transmits the rotation to the output shaft, the output shaft, and the drive And a forward / reverse switching mechanism comprising a dog clutch that is arranged between the wheels to switch between forward and reverse, and the continuously variable transmission has an variable amount of eccentricity from the axis of the input shaft and rotates together with the input shaft A side fulcrum, a one-way clutch connected to the output shaft, an output fulcrum provided on an input member of the one-way clutch, and a connecting rod that reciprocates with both ends connected to the input fulcrum and the output fulcrum And a shift actuator that changes the amount of eccentricity of the input side fulcrum, and a four-bar link is configured by the input side fulcrum, the output side fulcrum, the input shaft, and the output shaft A power transmission device for a vehicle, comprising roller holding means for holding the roller of the one-way clutch in a non-engagement position where the roller is not caught between the outer member and the inner member. When the shift actuator increases the amount of eccentricity of the input side fulcrum and operates the roller holding means to complete the switching from the travel range to the non-travel range, the shift actuator A vehicle power transmission device is proposed in which the amount of eccentricity of the fulcrum is reduced and the roller holding means is deactivated.

  According to the second aspect of the present invention, in addition to the structure of the first aspect, the roller holding means rotates integrally with the inner member and faces the end surface of the roller, and the opposed member A first pin hole formed in the member, a pin slidably fitted into the first pin hole, an actuator capable of biasing the pin in a direction protruding from the first pin hole, and the roller A second pin hole engageable with the pin, and an elastic body accommodated in the second pin hole and capable of biasing the pin toward the opposing member, wherein the roller is in a non-engagement position. A vehicle power transmission device is proposed in which circumferential positions of the first pin hole and the second pin hole overlap each other.

  According to a third aspect of the invention, in addition to the configuration of the second aspect, at least one of the tip of the pin and the open end of the second pin hole is chamfered. A power transmission device is proposed.

  According to a fourth aspect of the present invention, in addition to the structure of the first aspect, the roller holding means rotates integrally with the inner member and faces the end surface of the roller, and the opposed member A first pin hole formed in the member; a pin slidably fitted into the first pin hole; an actuator capable of biasing the pin in a direction protruding from the first pin hole; An elastic body capable of being biased in a direction to be accommodated in the first pin hole, and when the pin protrudes from the first pin hole, the pin engages with an outer peripheral surface of the roller to move in the biting direction of the roller. A vehicular power transmission device is proposed, which is characterized by preventing movement.

  According to a fifth aspect of the present invention, in addition to the configuration of any one of the first to fourth aspects, the actuator includes an oil pump and a hydraulic pressure generated by the oil pump. A vehicular power transmission device including an oil passage for supplying a hole is proposed.

  The first output shaft 12 of the embodiment corresponds to the output shaft of the present invention, the eccentric disk 18 of the embodiment corresponds to the input side fulcrum of the present invention, and the pin 19c of the embodiment corresponds to the output of the present invention. Corresponding to the side fulcrum, the outer member 22 of the embodiment corresponds to the input member of the present invention, and the first mesh switching mechanism 35 and the second mesh switching mechanism 51 of the embodiment correspond to the forward / reverse switching mechanism of the present invention. The return spring 77 of the embodiment corresponds to the elastic member of the present invention, and the engine E of the embodiment corresponds to the drive source of the present invention.

  According to the configuration of the first aspect, when the input side fulcrum rotates eccentrically together with the input shaft, the input member of the one-way clutch reciprocally swings via the connecting rod, and when the input member swings in one direction, the one-way clutch When the input member is engaged and the input member swings in the other direction, the one-way clutch is disengaged, so that the output shaft rotates in one direction. When the eccentric amount of the input side fulcrum is changed by the speed change actuator, the stroke of the reciprocating movement of the connecting rod is changed, and accordingly, the speed of the reciprocating swing of the input member is changed to change the speed ratio. By switching the rotation of the output shaft in one direction by the forward / reverse switching mechanism, the vehicle can move forward and backward.

  When the driving wheel rides on the curb, torque accumulates in the power transmission path on the downstream side of the one-way clutch, and the forward / reverse switching mechanism consisting of the dog clutch may lock and become inoperable. Roller holding means for holding the clutch roller in a non-engaged position where it does not engage between the outer member and the inner member is provided, and when the switching from the travel range to the non-travel range is commanded, the shift actuator Since the eccentric amount is increased and the roller holding means is operated, the outer member is rotated via the connecting rod by increasing the eccentric amount of the input side fulcrum to disengage the one-way clutch, and the power transmission path downstream of the output shaft The torque accumulated in the By preventing the accumulation, it is possible to prevent the locking of the forward-reverse switching mechanism in advance. When the switching from the travel range to the non-travel range is completed, the shift actuator reduces the eccentric amount of the input side fulcrum and releases the roller holding means. The operation of the step transmission is not affected.

  According to the second aspect of the present invention, the roller holding means rotates integrally with the inner member and opposes the end surface of the roller, the first pin hole formed in the opposing member, and the first pin hole. A pin that is slidably fitted, an actuator that can bias the pin in a direction protruding from the first pin hole, a second pin hole that is formed on a roller and that can be engaged with the pin, and is housed in the second pin hole And an elastic body capable of urging the pin toward the opposing member, and the circumferential positions of the first pin hole and the second pin hole overlap when the roller is in the non-engagement position. It can be reliably held in the engaged position.

  According to the third aspect of the present invention, since the chamfering is performed on at least one of the tip of the pin and the opening end of the second pin hole, the pin is smoothly inserted into the second pin hole while the roller is securely held by the pin. It becomes possible to fit.

  According to the fourth aspect of the present invention, the roller holding means rotates integrally with the inner member and faces the end surface of the roller, the first pin hole formed in the facing member, and the first pin hole. A pin that is slidably fitted, an actuator that can bias the pin in a direction protruding from the first pin hole, and an elastic body that can be biased in a direction to store the pin in the first pin hole. When the roller protrudes from the first pin hole, it engages with the outer peripheral surface of the roller to prevent the roller from moving in the biting direction, so that the roller is covered with the pin while making the roller solid and improving durability. It can be securely held in the engaged position.

  According to the fifth aspect of the present invention, since the actuator includes an oil pump and an oil passage that supplies the hydraulic pressure generated by the oil pump to the first pin hole, the roller holding means can be reliably operated with a simple structure. Can do.

The skeleton figure of the power transmission device for vehicles. (First embodiment) FIG. 2 is a detailed view of part 2 of FIG. 1. (First embodiment) FIG. 3 is a sectional view taken along line 3-3 in FIG. 2 (OD state). (First embodiment) FIG. 3 is a cross-sectional view taken along line 3-3 in FIG. 2 (GN state). (First embodiment) The action explanatory view in OD state. (First embodiment) The operation explanatory view in the GN state. (First embodiment) The skeleton figure of a selector apparatus and a differential gear. (First embodiment) The longitudinal cross-sectional view of a selector apparatus. (First embodiment) The engagement table | surface of a 1st, 2nd meshing switching mechanism. (First embodiment) The torque flow figure in a parking range. (First embodiment) The torque flow figure in a reverse range. (First embodiment) The torque flow figure in a neutral range. (First embodiment) The torque flow figure in a drive range. (First embodiment) Explanatory drawing of the reason a lock | rock generate | occur | produces in a mesh switching mechanism. (First embodiment) The figure which shows the structure of the roller holding means of a one-way clutch. (First embodiment) The flowchart explaining the effect | action of a roller holding means. (First embodiment) Action explanatory drawing of a roller holding means. (First embodiment) The figure which shows the structure of the roller holding means of a one-way clutch. (Second Embodiment) The figure which shows the structure of the roller holding means of a one-way clutch. (Third embodiment)

First embodiment

  Hereinafter, a first embodiment of the present invention will be described with reference to FIGS.

  As shown in FIG. 1, the vehicle power transmission device for transmitting the driving force of the engine E to the drive wheels W, W via the left and right axles 10, 10 includes a continuously variable transmission T, a selector device S, and a differential. Gear D is provided. The selector device S can switch between the “P” range, the “R” range, the “N” range, and the “D” range.

  Next, the structure of the continuously variable transmission T will be described with reference to FIGS.

  As shown in FIGS. 2 and 3, the continuously variable transmission T of the present embodiment is obtained by superimposing a plurality of (four in the embodiment) transmission units U having the same structure in the axial direction. These transmission units U are provided with a common input shaft 11 and a common first output shaft 12 arranged in parallel, and the rotation of the input shaft 11 is decelerated or increased and transmitted to the first output shaft 12. The

  Hereinafter, the structure of one transmission unit U will be described as a representative. The input shaft 11 connected to the engine E and rotates passes through the hollow rotating shaft 14a of the speed change actuator 14 such as an electric motor so as to be relatively rotatable. The rotor 14b of the speed change actuator 14 is fixed to the rotating shaft 14a, and the stator 14c is fixed to the casing. The rotation shaft 14 a of the speed change actuator 14 can rotate at the same speed as the input shaft 11, and can rotate relative to the input shaft 11 at a different speed.

  A first pinion 15 is fixed to the input shaft 11 passing through the rotation shaft 14 a of the speed change actuator 14, and a crank-shaped carrier 16 is connected to the rotation shaft 14 a of the speed change actuator 14 so as to straddle the first pinion 15. The Two second pinions 17, 17 having the same diameter as the first pinion 15 are supported via pinion pins 16 a, 16 a at positions forming an equilateral triangle in cooperation with the first pinion 15, respectively. The first pinion 15 and the second pinions 17, 17 mesh with a ring gear 18 a formed eccentrically inside a disc-shaped eccentric disk 18. A ring portion 19 b provided at one end of the rod portion 19 a of the connecting rod 19 is fitted to the outer peripheral surface of the eccentric disk 18 via a ball bearing 20 so as to be relatively rotatable.

  The one-way clutch 21 provided on the outer periphery of the first output shaft 12 is disposed inside the outer member 22 and a ring-shaped outer member 22 pivotally supported via a pin 19 c on the rod portion 19 a of the connecting rod 19. An inner member 23 fixed to the first output shaft 12, a wedge-shaped space formed between an inner circular arc surface of the outer member 22 and an outer peripheral plane of the inner member 23, are attached by springs 24. And a biased roller 25.

  As is apparent from FIG. 2, the four transmission units U... Share the crank-shaped carrier 16, but the phases of the eccentric discs 18 supported by the carrier 16 via the second pinions 17 and 17 are respectively. The transmission unit U is different by 90 °. For example, in FIG. 2, the eccentric disk 18 of the leftmost transmission unit U is displaced upward in the figure with respect to the input shaft 11, and the eccentric disk 18 of the third transmission unit U from the left is illustrated with respect to the input shaft 11. The eccentric disks 18 and 18 of the second and fourth transmission units U and U from the left are positioned in the middle in the vertical direction.

  Next, the structure of the selector device S and the differential gear D will be described with reference to FIGS.

  The selector device S includes a cylindrical second output shaft 31 fitted to the outer circumference of the axle 10 in addition to the cylindrical first output shaft 12 fitted to the outer circumference of the axle 10 so as to be relatively rotatable. The second output shaft 31 is provided with a cylindrical third output shaft 32 fitted to the outer periphery so as to be relatively rotatable. A first outer peripheral spline 12 a is formed at the right end of the first output shaft 12. A first connecting member 34 is spline-coupled 33 to the left end of the second output shaft 31, and a second outer peripheral spline 34 a is formed at the tip end of the first connecting member 34 extending axially leftward and radially outward. A third outer peripheral spline 32 a is formed at a position extending radially outward from the left end in the axial direction of the third output shaft 32. The reason why the second output shaft 31 and the first connection member 34 are divided into separate members is for assembly, and the second output shaft 31 and the first connection member 34 are formed as a single member. A second outer peripheral spline 34 a may be formed directly on 31.

  The first outer peripheral spline 12a, the second outer peripheral spline 34a, and the third outer peripheral spline 32a constituting the first meshing switching mechanism 35 including the dog clutch are aligned in the axial direction. The outer diameters are equal to each other and smaller than the outer diameter of the first outer peripheral spline 12a. The sleeve 36 of the first mesh switching mechanism 35 includes a first inner peripheral spline 36a having a large outer diameter and a second inner peripheral spline 36b having a small outer diameter. The first inner peripheral spline 36a is a first outer peripheral spline 36a. The second inner peripheral spline 36b is always engaged with the third outer peripheral spline 32a, and the second inner peripheral spline 36b is engaged with the second outer peripheral spline 34a only during the left movement shown in FIG. That is, when the sleeve 36 moves to the right from the left movement state shown in FIG. 8 with the fork 37, the engagement between the second inner peripheral spline 36b and the second outer peripheral spline 34a is released.

  A ball bearing 39 is disposed between the casing 38 and the first output shaft 12, and a needle bearing 40 is disposed between the casing 38 and the flange portion 34b of the first connecting member 34. A needle bearing 41 is disposed between 34 and the third output shaft 32.

  The planetary gear mechanism 42 includes a sun gear 43 as a first element, a carrier 44 as a third element, a ring gear 45 as a second element, and a plurality of supports supported on the carrier 44 via a needle bearing 46 so as to be relatively rotatable. , And the pinions 47 mesh with the sun gear 43 and the ring gear 45. The left end of the sun gear 43 is spline-coupled to the right end of the third output shaft 32, and the ring gear 45 is connected to the outer periphery of a second connection member 49 that extends radially outward from the right end of the second output shaft 31.

  An inner peripheral spline 52a formed on the sleeve 52 of the second meshing switching mechanism 51 formed of a dog clutch meshes with the outer peripheral spline 44a formed on the outer peripheral portion of the carrier 44 and the outer peripheral spline 50a formed on the casing 50. Therefore, when the sleeve 52 is moved leftward by the fork 53 to the position shown in FIG. 8, the carrier 44 is disconnected from the casing 50, and when the sleeve 52 is moved rightward from the position shown in FIG. Is done.

  A differential case 54 that forms the outline of the differential gear D is rotatably supported by a ball bearing 57 that is fixed to the mission case 50 by a bolt 55 and a bearing holder 56. The left end of the differential case 54 is splined 58 to the right end of the second output shaft 31. The differential gear D includes a pair of pinions 60 and 60 rotatably supported by a pinion shaft 59 fixed to the differential case 54, and side gears 61 fixed to the ends of the axles 10 and 10 and meshed with the pinions 60 and 60. 61.

  Next, the operation of one transmission unit U of the continuously variable transmission T will be described.

  When the rotation shaft 14 a of the speed change actuator 14 is rotated relative to the input shaft 11, the carrier 16 rotates about the axis L <b> 1 of the input shaft 11. At this time, the center O of the carrier 16, that is, the center of the equilateral triangle formed by the first pinion 15 and the two second pinions 17, 17 rotates around the axis L 1 of the input shaft 11.

  3 and 5 show a state in which the center O of the carrier 16 is on the opposite side of the first output shaft 12 with respect to the first pinion 15 (that is, the input shaft 11). At this time, the eccentric disk with respect to the input shaft 11 is shown. The eccentric amount of 18 is maximized, and the ratio of the continuously variable transmission T is in an OD (overdrive) state. 4 and 6 show a state in which the center O of the carrier 16 is on the same side as the first output shaft 12 with respect to the first pinion 15 (that is, the input shaft 11). At this time, the eccentric disk with respect to the input shaft 11 is shown. The amount of eccentricity 18 is minimized, and the ratio of the continuously variable transmission T is in an infinite GN (geared neutral) state.

  In the OD state shown in FIG. 5, when the input shaft 11 is rotated by the engine E and the rotation shaft 14 a of the speed change actuator 14 is rotated at the same speed as the input shaft 11, the input shaft 11, the rotation shaft 14 a, the carrier 16, With the one pinion 15, the two second pinions 17 and 17, and the eccentric disk 18 being integrated, the pinion 15 rotates eccentrically around the input shaft 11 (see arrow A). While rotating from FIG. 5A through FIG. 5B to the state of FIG. 5C, the ring portion 19b is supported on the outer periphery of the eccentric disk 18 via the ball bearing 20 so as to be relatively rotatable. The connecting rod 19 rotates the outer member 22 pivotally supported by a pin 19c at the tip of the rod portion 19a in the counterclockwise direction (see arrow B). 5A and 5C show both ends of rotation of the outer member 22 in the arrow B direction.

  When the outer member 22 rotates in the arrow B direction in this way, the rollers 25. Therefore, the first output shaft 12 rotates counterclockwise (see arrow C).

  When the input shaft 11 and the first pinion 15 further rotate, the eccentric disk 18 in which the ring gear 18a is engaged with the first pinion 15 and the second pinion 17, 17 rotates eccentrically in the counterclockwise direction (see arrow A). While rotating from the state shown in FIG. 5C to the state shown in FIG. 5A, the ring portion 19b is supported on the outer periphery of the eccentric disk 18 via the ball bearing 20 so as to be relatively rotatable. The connecting rod 19 rotates the outer member 22 pivotally supported by a pin 19c at the tip of the rod portion 19a in the clockwise direction (see arrow B ′). FIG. 5C and FIG. 5A show both ends of the rotation of the outer member 22 in the arrow B ′ direction.

  Thus, when the outer member 22 rotates in the direction of the arrow B ′, the rollers 25 are pushed out from the wedge-shaped space between the outer member 22 and the inner member 23 while compressing the springs 24. Slips with respect to the inner member 23 and the first output shaft 12 does not rotate.

  As described above, when the outer member 22 reciprocates, the first output shaft 12 rotates counterclockwise (see arrow C) only when the outer member 22 rotates counterclockwise (see arrow B). The first output shaft 12 rotates intermittently.

  FIG. 6 shows the operation when the continuously variable transmission T is operated in the GN state. At this time, since the position of the input shaft 11 coincides with the center of the eccentric disk 18, the eccentric amount of the eccentric disk 18 with respect to the input shaft 11 becomes zero. In this state, when the input shaft 11 is rotated by the engine E and the rotating shaft 14a of the speed change actuator 14 is rotated at the same speed as the input shaft 11, the input shaft 11, the rotating shaft 14a, the carrier 16, the first pinion 15, 2 In a state where the second pinions 17 and 17 and the eccentric disk 18 are integrated, the input pin 11 is rotated eccentrically in the counterclockwise direction (see arrow A). However, since the eccentric amount of the eccentric disk 18 is zero, the stroke of the reciprocating motion of the connecting rod 19 is also zero, and the first output shaft 12 does not rotate.

  Therefore, if the speed change actuator 14 is driven and the position of the carrier 16 is set between the OD state of FIG. 3 and the GN state of FIG. 4, operation at an arbitrary ratio between an infinite ratio and a predetermined ratio becomes possible. Become.

  In the continuously variable transmission T, the phases of the eccentric disks 18 of the four transmission units U arranged in parallel are shifted from each other by 90 °, so that the four transmission units U alternately transmit the driving force. In other words, any one of the four one-way clutches 21 is always in an engaged state, so that the first output shaft 12 can be continuously rotated.

  Next, the operation of the selector device S that switches between the “P” range, the “R” range, the “N” range, and the “D” range will be described.

  As shown in FIGS. 9 and 10, the sleeve 36 of the first mesh switching mechanism 35 is moved to the left, and the first output shaft 12, the second output shaft 31, and the third output shaft 32 are coupled together, and the second When the sleeve 52 of the mesh switching mechanism 51 is moved to the right to couple the carrier 44 of the planetary gear mechanism 42 to the casing 50, the “P” range is established.

  In the “P” range, the second output shaft 31 integrated with the differential case 54 is coupled to the ring gear 45 of the planetary gear mechanism 42 via the second connection member 49, and the second output shaft 31 is connected to the first connection member. 34, the first mesh switching mechanism 35 and the third output shaft 32 are connected to the sun gear 43 of the planetary gear mechanism 42, and the carrier 44 of the planetary gear mechanism 42 is coupled to the casing 50 via the second mesh switching mechanism 51. Is done. As a result, the planetary gear mechanism 42 is locked, and the drive wheels W, W connected to the planetary gear mechanism 42 via the differential gear D are restrained so as not to rotate.

  As shown in FIGS. 9 and 11, the sleeve 36 of the first mesh switching mechanism 35 is moved to the right, the first output shaft 12 and the third output shaft 32 are coupled to disconnect the second output shaft 31, and the second When the sleeve 52 of the mesh switching mechanism 51 is moved to the right to couple the carrier 44 of the planetary gear mechanism 42 to the casing 50, the “R” range is established.

  In the “R” range, the driving force output from the continuously variable transmission T to the first output shaft 12 is the first mesh switching mechanism 35 → the third output shaft 32 → the sun gear 43 → the carrier 44 → the ring gear 45 → the second connecting member. The vehicle is transmitted to the differential case 54 through the route 49 and simultaneously decelerated and reversely rotated in the planetary gear mechanism 42, thereby allowing the vehicle to travel backward.

  As shown in FIGS. 9 and 12, the sleeve 36 of the first meshing switching mechanism 35 is moved to the right, the first output shaft 12 and the third output shaft 32 are coupled to disconnect the second output shaft 31, and the second When the sleeve 52 of the mesh switching mechanism 51 is moved to the left to disconnect the carrier 44 of the planetary gear mechanism 42 from the casing 50, the “N” range is established.

  In the “N” range, the carrier 44 of the planetary gear mechanism 42 is disconnected from the casing 50, so that the ring gear 45 and the second connection member 49 can freely rotate, and the first connection member 34 has the first meshing switching mechanism 35. Therefore, the second output shaft 31 can freely rotate, the second connecting member 49 and the differential case 54 connected to the second output shaft 31 can freely rotate, and the drive wheels W and W can be rotated. The state is not restrained. In this state, the driving force of the engine E is transmitted from the continuously variable transmission T to the sun gear 43 through the path of the first output shaft 12 → the first meshing switching mechanism 35 → the third output shaft 32, but the carrier 44 is restrained. As a result, the planetary gear mechanism 42 idles and the driving force is not transmitted to the differential gear D.

  As shown in FIGS. 9 and 13, the sleeve 36 of the first mesh switching mechanism 35 is moved to the left, and the first output shaft 12, the second output shaft 31, and the third output shaft 32 are coupled together, and the second When the sleeve 52 of the mesh switching mechanism 51 is moved to the left to disconnect the carrier 44 of the planetary gear mechanism 42 from the casing 50, the “D” range is established.

  In the “D” range, the first connection member 34 connected to the ring gear 45 of the planetary gear mechanism 42 via the second connection member 49 and the second output shaft 31, and the first connection member 34 connected to the sun gear 43 of the planetary gear mechanism 42. Since the three output shafts 32 are coupled by the first meshing switching mechanism 35, the planetary gear mechanism 42 is in a state where it can rotate integrally. As a result, the driving force output from the continuously variable transmission T to the first output shaft 12 passes through the first mesh switching mechanism 35 → the first connection member 34 → the second output shaft 31 or the first mesh switching mechanism 35. The third output shaft 32, the sun gear 43, the carrier 44, the ring gear 45, and the second connecting member 49 are transmitted to the differential case 54 through a route so that the vehicle can travel forward.

  As described above, the first output shaft 12 of the transmission T according to the present embodiment can rotate only in the forward traveling direction because the driving force is transmitted through the one-way clutch 21. By disposing the selector device S having a switching function on the downstream side of the first output shaft 12, it is possible to drive the vehicle in the reverse direction without providing a reverse drive electric motor and making it hybrid.

  Next, the cause of the lock generated in the first mesh switching mechanism 35 and the second mesh switching mechanism 51 made of a dog clutch will be described.

  As shown in FIG. 14 (A), when the continuously variable transmission T transmits torque, the outer member 22 of the one-way clutch 21 pushed by the connecting rod 19 rotates in the direction of the arrow p, and the outer member 22 and the inner member Torque is transmitted by the roller 25 being engaged between the two. When the driving wheels W, W are stopped on the curb during forward traveling in the “D” range, the inner member 23 is twisted in the arrow q ′ direction by the torque in the arrow p direction input to the outer member 22. The power transmission members arranged in the power transmission path from the first output shaft 12 to the drive wheels W, W are elastically deformed, and torque is accumulated there. This torque accumulation occurs particularly when the first output shaft 12 is twisted in the direction of the arrow q 'and elastically deformed.

  Even if the eccentric amount ε of the eccentric disk 18 is set to zero in this state and transmission of the driving force from the input shaft 11 to the first output shaft 12 is stopped, the accumulated torque is held without being released. That is, when the inner member 23 rotates in the direction of the arrow q with the restoring torque that the first output shaft 12 that has been elastically deformed by being twisted by the torque in the direction of the arrow q ′ is rotated in the direction of the arrow q, the roller 25 is moved to the outer member 22. Further, the outer member 22 rotates in the direction of the arrow p ′ to push the connecting rod 19 toward the input shaft 11 side.

  At this time, as shown in FIG. 14B, the eccentricity ε of the eccentric disk 18 is zero. The connecting rod 19 pushed in the direction of the arrow r cannot be locked and moved, and the rotation of the outer member 22 in the direction of the arrow p ′ is prevented and the first output shaft 12 cannot return to the original state. The accumulated torque is held without being released.

  As shown in FIG. 14C, when the eccentric disk 18 is eccentric with respect to the input shaft 11 by an eccentric amount ε, if the engine E and the input shaft 11 are separated by means such as a clutch, the eccentric disk 18 is eccentric. The disk 18 and the input shaft 11 rotate in the direction of the arrow s. However, when the eccentric disk 18 reaches the external dead center, the disk 18 and the input shaft 11 cannot rotate any more, so the accumulated torque is held without being completely released.

  The single transmission unit U has been described above, but the case where a plurality of transmission units U... As shown in FIG. 14D, when the two connecting rods 19, 19 of the two transmission units U, U are pushed out in the direction of the arrow r, the input shaft 11 is moved in the direction of the arrow s by one of the connecting rods 19. However, since the input shaft 11 tries to rotate in the direction of the arrow s' by the other connecting rod 19, they cancel each other and the input shaft 11 cannot rotate, and the accumulated torque is eventually Retained without being released.

  For the reasons described above, when the drive wheels W, W get on the curb and stop while traveling forward in the “D” range, the torque accumulated downstream of the first output shaft 12 is not released and is maintained. Will be. Similarly, when the drive wheels W and W stop on the curb during reverse travel in the “R” range, the torque accumulated downstream of the first output shaft 12 is similarly maintained without being released. Will be.

Since the power transmission path shown in FIG. 13 is established in the “D” range, the first inner peripheral spline 36 a of the sleeve 36 of the first meshing switching mechanism 35 is moved to the first output shaft 12 by the accumulated torque. The sleeve 36 is strongly engaged with the outer peripheral spline 12a, and the second inner peripheral spline 36b of the sleeve 36 is strongly engaged with the second outer peripheral spline 34a of the first connecting member 34 and the third outer peripheral spline 32a of the third output shaft 32. May lock immovably. When the sleeve 36 is locked so as not to move in this manner, it is possible to shift from the “D” range to the “R” range through the “N” range, and to move backward from the curb to prevent the “D” range from being removed. Have sex,
Further, since the power transmission path shown in FIG. 11 is established in the “R” range, the first inner peripheral spline 36 a of the sleeve 36 of the first meshing switching mechanism 35 is connected to the first output shaft 12 by the accumulated torque. The second inner peripheral spline 36b of the sleeve 36 strongly engages with the third outer peripheral spline 32a of the third output shaft 32, and further the inner peripheral spline 52a of the sleeve 52 of the second engagement switching mechanism 51. Strongly engages the outer peripheral spline 50a of the casing 50 and the outer peripheral spline 44a of the carrier 44, so that the sleeves 36 and 52 may be locked so as not to move. When the sleeves 36 and 52 are locked so as to be immovable in this way, they shift from the “R” range to the “D” range through the “N” range, and if they move forward and leave the curb, they will come out of the “R” range. There is a possibility of disappearing. Similarly, even if an attempt is made to shift from the “R” range to the “P” range, there is a possibility that the “R” range cannot be removed.

  In this embodiment, in order to avoid a situation where the “D” range or the “R” range cannot be removed as described above, in the present embodiment, each roller 25 of the one-way clutch 21 is disengaged by the roller holding means 71 shown in FIG. It is supposed to hold on. The non-engagement position of the roller 25 is a position where the roller 25 does not bite between the outer member 22 and the inner member 23, and preferably a standby position immediately before the roller 25 bites between the outer member 22 and the inner member 23. (Daytam Point).

As shown in FIG. 15, the one-way clutch 21 is disposed between the inner member 23 that rotates integrally with the first output shaft 12, the outer member 22 disposed on the outer periphery of the inner member 23, and the inner member 23 and the outer member 22. And a pair of opposing members 72 and 72 that rotate integrally with the inner member 23 so as to face both end surfaces in the axial direction of the rollers 25. The opposing member 72 in the present embodiment is an inner ring of a ball bearing 74 that holds the outer member 22 coaxially via a plurality of balls 73 on the outer periphery of the inner member 23.
A first pin hole 72a and a second pin hole 25a are respectively formed on one end surface of the opposing member 72 and the one end surface of the roller 25 facing each other. When the roller 25 is at the daytime point, The openings of the first pin hole 72a and the second pin hole 25a can overlap on the same straight line. An oil passage 72a connected to the oil pump 76 is opened in the oil chamber 72b formed at the bottom of the first pin hole 72a into which the pin 75 is slidably fitted. The pin 75 can be urged in a direction protruding from the first pin hole 72a by the hydraulic pressure supplied to the oil chamber 72b. On the other hand, a return spring 77 is disposed in the second pin hole 25a of the roller 25, and the pin 75 protruding from the first pin hole 72a and fitted in the second pin hole 25a is pushed out from the second pin hole 25a. Energize to. The oil pump 76, the oil passage 23a, and the oil chamber 72b constitute an actuator 78 that operates the roller holding means 71.

  Next, the operation of the roller holding means 71 will be described based on the flowchart of FIG.

  First, in step S1, when the vehicle speed is zero and the vehicle is stopped, in step S2, when the driver operates the shift column from the “D” range or “R” range, which is the travel range, the vehicle does not travel in step S3. Until the shift to the “N” range or “P” range, which is the range, is completed, the actuator 78 is driven to supply hydraulic pressure to the oil chamber 72b of the opposing member 72 in step S4, and the transmission actuator 14 is turned on in step S5. By driving, the eccentric amount ε of the eccentric disk 18 is increased from zero.

  Due to the increase in the eccentric amount ε, the connecting rod 19 is reciprocated by the engine E that is idling and the one-way clutch 21 is intermittently engaged, whereby the roller 25 that has been engaged between the outer member 22 and the inner member 23 is engaged. Is pushed out toward the daytime point, the pin 75 of the roller holding means 71 urged by hydraulic pressure engages with the second pin hole 25a of the roller 25, and the roller 25 is held at the daytime point. The roller 25 held at the daytime point is not re-engaged between the outer member 22 and the inner member 23, and when all the rollers 25 are held at the daytime point, the inner member 23 moves against the outer member 22. The relative rotation is enabled, and the torque accumulated downstream of the first output shaft 12 is released.

  As a result, when the transition to the “N” range or “P” range, which is the non-traveling range, is completed in step 3, the hydraulic pressure is released from the oil chamber 72b of the opposing member 72 in step S6, and the elasticity of the return spring 77 is restored. Then, the pin 75 is pushed back from the second pin hole 25a of the roller 25 to the first pin hole 72a of the opposing member 72 to release the holding of the roller 25, and the eccentric amount ε of the eccentric disk 18 is returned to zero in step S7. Thereby, after the torque accumulated downstream of the first output shaft 12 is released and the switching to the non-traveling range is completed, the operation of the continuously variable transmission T is prevented from being affected.

  The above operation will be described in more detail based on the operation explanatory diagram of FIG. When the driving wheels W, W are on the curb while the shift range is in the “D” range or “R” range, the driving force of the engine E is transmitted through the one-way clutch 21. The torque is accumulated in the downstream power transmission path, and the roller 25 of the one-way clutch 24 is engaged between the outer member 22 and the inner member 23 with the first output shaft 12 twisted by a predetermined angle by the torque (FIG. 17 ( A)).

  When the eccentric amount ε of the eccentric disk 18 is increased in a state where the hydraulic pressure is supplied to the oil chamber 72b of the roller holding means 71 and the pin 75 is biased toward the end face of the roller 25, the driving force of the engine E that performs idling operation is increased. As the connecting rod 19 reciprocates, the outer member 22 of the one-way clutch 21 reciprocally swings, and the swing angle of the reciprocating swing of the outer member 22 increases as the eccentricity ε increases (see FIG. 17B). ).

  When the outer member 22 swings in the disengagement direction, the roller 25 is pushed back toward the daytime point. When the roller 25 eventually reaches the daytime point, the pin 75 that is urged by hydraulic pressure is the second pin of the roller 25. The roller 25 engages with the hole 25a and is held at the daytime point (see FIG. 17C).

  Once the roller 25 is held at the daytime point, the roller 25 will not be re-engaged between the outer member 22 and the inner member 23 even if the outer member 22 swings in the engaging direction. If the engine speed is 1000 rpm, the connecting rod 19 reciprocates once every 0.06 seconds. Therefore, even if the pin 75 does not engage with the second pin hole 25a at one time, the connecting rod 19 is engaged in a short time. It is possible to fulfill a match.

  As described above, when all the rollers 25 of the one-way clutches 21 of the plurality of transmission units U are held at the daytime point, the twisted angle of the first output shaft 12 disappears and the accumulated torque is released. Therefore, it is possible to prevent the sleeves 36 and 52 of the first mesh switching mechanism 35 and the second mesh switching mechanism 51 from being locked so as not to move due to the accumulated torque (see FIG. 17D).

Second embodiment

  Next, a second embodiment of the present invention will be described with reference to FIG.

  In the second embodiment, a chamfer 75a is formed at the tip of the pin 75 (a portion facing the end surface of the roller 25), and a chamfer 25b is formed at the opening of the second pin hole 25a of the roller 25. is there. In the first embodiment, in order for the pin 75 to engage with the second pin hole 25a, it is necessary that the axis of the pin 75 and the axis of the second pin hole 25a completely coincide with each other. In this embodiment, the chamfer 75a of the pin 75 and the chamfer 25b of the second pin hole 25a are engaged with each other to guide the other party (see FIGS. 18A and 18B). Even if the axis is deviated, the pin 75 smoothly engages with the second pin hole 25a, and after the engagement, the outer peripheral surface of the pin 75 contacts the inner peripheral surface of the second pin hole 25a so that the two axes coincide with each other. (See FIG. 18C).

  As described above, according to the second embodiment, not only can the pin 75 be smoothly engaged with the second pin hole 25a, but also the bit 75 is caught between the outer member 22 and the inner member 23. In the process of moving the roller 25 toward the daytime point, the chamfering 75a of the pin 75 and the chamfering 25b of the second pin hole 25a are engaged with each other, and a load is applied to bias the roller 25 toward the daytime point. The one-way clutch 24 can be disengaged more reliably with this load.

Third embodiment

  Next, a third embodiment of the present invention will be described with reference to FIG.

  In the third embodiment, the roller 25 does not include the second pin hole 25a, and the return spring 77 that pushes back the pin 75 is accommodated in the first pin hole 72a of the facing member 72. When the roller 25 is at the daytime point, the pin 75 protruding from the first pin hole 72a comes into contact with the outer peripheral surface of the roller 25 to prevent the roller 25 from moving in the biting direction, and the roller 25 is not engaged. Allow movement to.

  As described above, according to the third embodiment, since it is not necessary to form the second pin hole 25a in the roller 25, the strength of the roller 25 is increased and the durability is improved.

  The embodiments of the present invention have been described above, but various design changes can be made without departing from the scope of the present invention.

  For example, it can be arbitrarily selected whether the connecting rod 19 of the continuously variable transmission T is a push type or a pull type.

  In the embodiment, the roller holding means 71 holds the roller 25 at the daytime point. However, if the roller 25 is held at the non-engagement position, the roller holding means 71 need not always be at the daytime point.

  Further, the actuator of the present invention is not limited to the one using hydraulic pressure, and any structure can be adopted as long as the urging force of the pin 75 can be controlled.

11 Input shaft 12 First output shaft (output shaft)
14 Shifting actuator 18 Eccentric disc (input side fulcrum)
19 Connecting rod 19c Pin (Output side fulcrum)
21 One-way clutch 22 Outer member (input member)
23 inner member 23a oil passage 25 roller 25a second pin hole 25b chamfer 35 first meshing switching mechanism (forward / reverse switching mechanism)
51 Second meshing switching mechanism (forward / reverse switching mechanism)
71 Roller holding means 72 Opposing member 72a First pin hole 72b Oil chamber 75 Pin 75a Chamfer 76 Oil pump 77 Return spring (elastic member)
78 Actuator E Engine (drive source)
T continuously variable transmission W drive wheel ε eccentricity

Claims (5)

A continuously variable transmission (T) for shifting the rotation of the input shaft (11) connected to the drive source (E) and transmitting it to the output shaft (12);
A forward / reverse switching mechanism (35, 51) comprising a dog clutch disposed between the output shaft (12) and the drive wheel (W) for switching between forward and reverse;
The continuously variable transmission (T) is:
An input side fulcrum (18) that is variable in eccentricity (ε) from the axis of the input shaft (11) and rotates together with the input shaft (11);
A one-way clutch (21) connected to the output shaft (12);
An output fulcrum (19c) provided on an input member (22) of the one-way clutch (21);
A connecting rod (19) reciprocatingly connected at both ends to the input side fulcrum (18) and the output side fulcrum (19c);
A shift actuator (14) for changing the amount of eccentricity (ε) of the input side fulcrum (18),
A vehicle power transmission device comprising a four-bar link by the input side fulcrum (18), the output side fulcrum (19c), the input shaft (11) and the output shaft (12),
Roller holding means (71) for holding the roller (25) of the one-way clutch (21) in a non-engaging position where the roller (25) is not caught between the outer member (22) and the inner member (23);
When the switching from the travel range to the non-travel range is commanded, the shift actuator (14) increases the eccentric amount (ε) of the input fulcrum (18) and operates the roller holding means (71). When the switching from the travel range to the non-travel range is completed, the shift actuator (14) reduces the eccentric amount (ε) of the input fulcrum (18) and releases the roller holding means (71). A vehicle power transmission device.   The roller holding means (71) rotates integrally with the inner member (23) and opposes the end surface of the roller (25), and a first member formed on the opposing member (72). A pin hole (72a), a pin (75) slidably fitted into the first pin hole (72a), and the pin (75) biased in a direction protruding from the first pin hole (72a) A movable actuator (78), a second pin hole (25a) formed in the roller (25) and engageable with the pin (75), and the pin accommodated in the second pin hole (25a). (75) and an elastic body (77) capable of biasing the counter member (72) toward the opposing member (72), and when the roller (25) is in a non-engagement position, the first pin hole (72a) and the The circumferential positions of the second pin holes (25a) overlap. The vehicle power transmission according to claim 1.   The vehicular power transmission device according to claim 2, wherein chamfering (75a, 25b) is applied to at least one of a tip of the pin (75) and an opening end of the second pin hole (25a).   The roller holding means (71) rotates integrally with the inner member (23) and opposes the end surface of the roller (25), and a first member formed on the opposing member (72). A pin hole (72a), a pin (75) slidably fitted into the first pin hole (72a), and the pin (75) biased in a direction protruding from the first pin hole (72a) And an elastic body (77) capable of urging the pin (75) in the direction of storing the pin (75) in the first pin hole (72a), the pin (75) being the first pin The vehicle according to claim 1, characterized in that when the roller (25a) protrudes from the hole (72a), the roller (25) engages with an outer peripheral surface to prevent the roller (25) from moving in the biting direction. Power transmission device.   The actuator (78) includes an oil pump (76) and an oil passage (23a) for supplying the oil pressure generated by the oil pump (76) to the oil chamber (72b) of the first pin hole (72a). The power transmission device for a vehicle according to any one of claims 1 to 4, wherein the power transmission device is for a vehicle.

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