JP2018112209A - Power transmission device for vehicle - Google Patents

Abstract

PROBLEM TO BE SOLVED: To reduce load of a parking lock mechanism for restricting an output shaft of a crank-type continuously variable transmission to a casing.SOLUTION: A power transmission device for a vehicle includes: a forward/backward movement switching mechanism S in which a first element 43 is connected to an output shaft 13, a second element 45 is connected to a differential gear D, and a third element 44 can be connected to a casing 49 by an engagement switching mechanism 48; and a parking lock mechanism 52 capable of restricting a parking wheel 53 rotated integrally with the output shaft 13 by a parking pole 54. As the engagement switching mechanism 48 connects the third element 44 to the casing 49 when the parking lock mechanism 52 is operated, torque transmitted from a driving wheel W through the differential gear D in operation of the parking lock mechanism 52 is reduced by a planetary gear mechanism P1, and transmitted to the parking wheel 53, thus the load applied to the parking wheel 53 and the parking pole 54 is reduced, and the parking lock mechanism 52 can be miniaturized.SELECTED DRAWING: Figure 7

Description

  The present invention relates to a vehicle power transmission device including a forward / reverse switching mechanism between an output shaft and a differential gear of a crank type continuously variable transmission in which a plurality of transmission units are juxtaposed in an axial direction of an input shaft.

  In such a crank type continuously variable transmission, a sun gear and a ring gear of a forward / reverse switching mechanism including a planetary gear mechanism are integrally coupled by a first gear switching mechanism, and a carrier is coupled to a casing by a second gear switching mechanism. The one that establishes the parking range by doing so is known from Patent Document 1 below.

JP 2014-209021 A

  By the way, since the above-mentioned conventional one requires the first and second meshing switching mechanisms to establish the parking range, not only the structure becomes complicated and the number of parts increases, but also the parking range The torque transmitted from the drive wheel through the differential gear at the time of establishment needs to be transmitted to the casing as it is to support it, which increases the burden of the parking lock mechanism and causes an increase in weight and dimensions. was there.

  The present invention has been made in view of the above circumstances, and an object thereof is to reduce the load of a parking lock mechanism that restrains an output shaft of a crank type continuously variable transmission to a casing.

  In order to achieve the above object, according to the first aspect of the present invention, a plurality of transmission units for shifting the rotation of the input shaft connected to the drive source and transmitting it to the output shaft are provided in the axial direction of the input shaft. And each of the transmission units includes an eccentric cam that rotates integrally with the input shaft, an eccentric member formed with a ring gear that fits relative to the outer periphery of the eccentric cam, and a shaft that is coaxial with the input shaft. A transmission shaft disposed on the transmission shaft, a pinion provided on the transmission shaft and meshing with the ring gear, a differential mechanism for rotating the transmission shaft relative to the input shaft, and a one-way clutch provided on the output shaft And a connecting rod connected to the eccentric member and the outer member of the one-way clutch to reciprocate, and the differential mechanism rotates the transmission shaft relative to the input shaft. A vehicle power transmission device that changes a gear ratio by changing an eccentric amount of the eccentric member from the axis by changing a phase of the eccentric member with respect to the eccentric cam, wherein a first element is the output shaft. , The second element is connected to the differential gear, the third element can be coupled to the casing by the gear switching mechanism, and the parking wheel that rotates integrally with the output shaft can be restrained by the parking pole. There is proposed a vehicle power transmission device including a parking lock mechanism, wherein the engagement switching mechanism couples the third element to the casing when the parking lock mechanism is operated.

  According to the second aspect of the present invention, in addition to the configuration of the first aspect, auxiliary power transmission comprising a gear train that is arranged in parallel with the plurality of transmission units and connects the input shaft and the output shaft. There is proposed a vehicle power transmission device including a mechanism, and the parking wheel is provided integrally with a gear that is part of the gear train and is fixed to the output shaft.

  The eccentric disk 19 of the embodiment corresponds to the eccentric member of the present invention, the sun gear 43 of the embodiment corresponds to the first element of the present invention, and the carrier 44 of the embodiment corresponds to the third element of the present invention. Correspondingly, the ring gear 45 of the embodiment corresponds to the second element of the present invention, the dog clutch 48 of the embodiment corresponds to the gear switching mechanism of the present invention, and the engine E of the embodiment corresponds to the drive source of the present invention. Corresponding to

  According to the configuration of the first aspect, when the eccentric member rotates integrally with the input shaft, the connecting rod having one end connected to the eccentric member reciprocates, and the outer member to which the other end of the connecting rod is connected reciprocates. Move. The one-way clutch is engaged when the outer member swings in one direction, and the one-way clutch is disengaged when the outer member swings in the other direction. Communicated. When the eccentric amount of the eccentric member is changed by the differential mechanism, the reciprocating stroke of the connecting rod is changed to change the gear ratio of the power transmission device.

  A first element is connected to the output shaft, a second element is connected to the differential gear, a third element is a forward / reverse switching mechanism that can be coupled to the casing by a gear switching mechanism, and a parking wheel that rotates integrally with the output shaft. A parking lock mechanism that can be restrained by a parking pole, and when the parking lock mechanism is operated, the engagement switching mechanism couples the third element to the casing, so that when the parking lock mechanism is operated, it is transmitted from the drive wheel via the differential gear. By reducing the torque to be transmitted by the planetary gear mechanism and transmitting it to the parking wheel, it is possible to reduce the load imposed on the parking wheel and the parking pole and reduce the size of the parking lock mechanism.

  According to the second aspect of the present invention, since the auxiliary power transmission mechanism including the gear train that is arranged in parallel with the plurality of transmission units and connects the input shaft and the output shaft is provided, the output from the differential gear side when the vehicle is decelerated is provided. The driving force transmitted back to the shaft side is transmitted to the input shaft through the auxiliary power transmission mechanism, and the engine brake and the regenerative brake can be operated without any trouble. In addition, since the parking wheel is integrally provided on the gear that constitutes a part of the gear train and is fixed to the output shaft, the number of parts and the number of assembly steps can be reduced.

The figure which shows the frame | skeleton 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. (First embodiment) The front view and sectional drawing of an eccentric disk. (First embodiment) The figure which shows the relationship between the eccentric amount of an eccentric disk, and a gear ratio. (First embodiment) FIG. 6 is a detailed view of part 6 of FIG. 1 (N range). (First embodiment) The figure (R range) corresponding to FIG. (First embodiment) The figure (D range) corresponding to FIG. (First embodiment) The figure which shows the frame | skeleton of the power transmission device for vehicles. (Second Embodiment) The figure corresponding to FIG. (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 crank type continuously variable transmission T and a forward / reverse switching. A mechanism S and a differential gear D are provided.

  As shown in FIGS. 2 to 4, the input shaft 12 and the output shaft 13 are supported in parallel with each other on the pair of side walls 11 a and 11 b of the transmission case 11 of the continuously variable transmission T and connected to the engine E. The rotation of the input shaft 12 is transmitted to the drive wheels W and W through the six transmission units 14..., The output shaft 13, the forward / reverse switching mechanism S and the differential gear D. A variable speed shaft 15 sharing an axis L with the input shaft 12 is fitted into the hollow formed input shaft 12 via seven needle bearings 16 so as to be relatively rotatable.

  Since the structure of the six transmission units 14 is substantially the same, the structure will be described below with one transmission unit 14 as a representative.

  The transmission unit 14 includes a pinion 17 provided on the outer peripheral surface of the transmission shaft 15, and the pinion 17 is exposed from an opening 12 a (see FIG. 3) formed in the input shaft 12. A disc-shaped eccentric cam 18 divided into two in the direction of the axis L is splined to the outer periphery of the input shaft 12 so as to sandwich the pinion 17. The center O1 of the eccentric cam 18 is eccentric with respect to the axis L of the input shaft 12 by a distance d. In addition, the six eccentric cams 18 of the six transmission units 14 are offset in phase by 60 ° from each other.

  On the outer peripheral surface of the eccentric cam 18, a pair of eccentric recesses 19 a and 19 a formed on both end surfaces in the axis L direction of the disc-shaped eccentric disk 19 are rotatably supported via a pair of needle bearings 20 and 20. . The center O1 of the eccentric recesses 19a, 19a (that is, the center O1 of the eccentric cam 18) is shifted from the center O2 of the eccentric disk 19 by a distance d. That is, the distance d between the axis L of the input shaft 12 and the center O1 of the eccentric cam 18 and the distance d between the center O1 of the eccentric cam 18 and the center O2 of the eccentric disk 19 are the same.

  A pair of crescent-shaped guide portions 18 a and 18 a are provided coaxially with the center O 1 of the eccentric cam 18 on the outer periphery of the split surface of the eccentric cam 18 divided into two in the axis L direction. The tooth tips of the ring gear 19b formed so as to communicate between the bottoms of the eccentric recesses 19a and 19a slidably contact the outer peripheral surfaces of the guide portions 18a and 18a of the eccentric cam 18. Then, the pinion 17 of the transmission shaft 15 meshes with the ring gear 19b of the eccentric disk 19 through the opening 12a of the input shaft 12.

  The right end side of the input shaft 12 is directly supported by the right side wall 11 a of the mission case 11 via a ball bearing 21. A cylindrical portion 18b (see FIG. 2) provided integrally with one eccentric cam 18 located on the left end side of the input shaft 12 is supported on the left side wall 11b of the transmission case 11 via a ball bearing 22. The left end side of the input shaft 12 splined to the inner periphery of the eccentric cam 18 is indirectly supported by the transmission case 11.

  The connecting rod 33 includes a large end portion 33 a, a rod portion 33 b, and a small end portion 33 c, and the large end portion 33 a is supported on the outer periphery of the eccentric disk 19 via the roller bearing 32.

  The output shaft 13 is supported on a pair of side walls 11a and 11b of the mission case 11 by a pair of ball bearings 34 and 35, and a one-way clutch 36 is provided on the outer periphery thereof. The one-way clutch 36 includes a swing link 42 pivotally supported by a small end 33c of the connecting rod 33 via a pin 37, a ring-shaped outer member 38 fixed to the inner periphery of the swing link 42, an outer member A ring-shaped inner member 39 disposed inside the shaft 38 and fixed to the output shaft 13, and a wedge-shaped space formed between the inner peripheral surface of the outer member 38 and the outer peripheral surface of the inner member 39. And a plurality of rollers 41 urged by a plurality of springs 40.

  A differential mechanism 23 for changing the gear ratio of the continuously variable transmission T is provided at the shaft ends of the input shaft 12 and the transmission shaft 15 opposite to the engine E. The differential mechanism 23 is operated by the driving force of the electric motor 24 and increases or decreases the eccentric amount ε of the eccentric disks 19 by rotating the transmission shaft 15 relative to the input shaft 12.

  Next, the structure of the forward / reverse switching mechanism S will be described with reference to FIGS.

  The forward / reverse switching mechanism S includes a planetary gear mechanism P1 disposed between the output shaft 13 and the differential gear D. The planetary gear mechanism P1 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 pinions 46 supported by the carrier 44 so as to be relatively rotatable. The sun gear 43 is fixed to the right end of the output shaft 13, and the ring gear 45 is fixed to the differential case 47. The planetary gear mechanism P1 includes a dog clutch 48. An outer peripheral spline 44a formed integrally with the carrier 44, an outer peripheral spline 45a formed integrally with the ring gear 45, an outer peripheral spline 49a formed on the casing 49, and a fork 50 The inner peripheral spline 51a formed on the sleeve 51 driven by the above can be engaged. When the sleeve 51 is in the left movement position shown in FIG. 6, the carrier 44 and the ring gear 45 are both disconnected from the casing 49, and when the sleeve 51 is in the center position shown in FIG. When the sleeve 45 is separated from the casing 49 and the sleeve 51 is in the rightward movement position shown in FIG. 8, the carrier 44 and the ring gear 45 are integrally coupled and separated from the casing 49.

  The parking lock mechanism 52 that restrains the output shaft 13 so as not to rotate is operated by a parking wheel 53 fixed to the output shaft 13 and an electrically operated actuator or a manually operated cable. And an engaging parking pole 54.

  Next, the operation of one transmission unit 14 of the continuously variable transmission T will be described.

  3 and 5A to 5D, when the input shaft 12 is rotated by the engine E when the center O2 of the eccentric disk 19 is eccentric with respect to the axis L of the input shaft 12. When the large end portion 33a of the connecting rod 33 rotates eccentrically around the axis L, the connecting rod 33 reciprocates.

  As a result, when the connecting rod 33 is reciprocated and pushed to the right in the figure, the outer member 38 swings counterclockwise in FIG. 3 together with the swing link 42 and is urged by the springs 40. .. Bite into a wedge-shaped space between the outer member 38 and the inner member 39, and the outer member 38 and the inner member 39 are coupled via rollers 41, so that the one-way clutch 36 is engaged and the connecting rod 33 The movement is transmitted to the output shaft 13. On the other hand, when the connecting rod 33 is pulled back and forth in the process of reciprocating movement, the outer member 38 swings clockwise in FIG. 3 together with the swing link 42, and the roller 41. When the outer member 38 and the inner member 39 are pushed out of the wedge-shaped space between the member 38 and the inner member 39 and slip, the one-way clutch 36 is disengaged and the movement of the connecting rod 33 is transmitted to the output shaft 13. It will not be done.

  Thus, since the rotation of the input shaft 12 is transmitted to the output shaft 13 for a predetermined time while the input shaft 12 rotates once, the output shaft 13 rotates intermittently when the input shaft 12 rotates continuously. The eccentric amounts ε of the eccentric disks 19 of the six transmission units 14 are all the same, but the phases in the eccentric direction are shifted by 60 ° from each other, so that the six transmission units 14 of the input shaft 12 By alternately transmitting the rotation to the output shaft 13, the output shaft 13 rotates continuously.

  At this time, as the eccentric amount ε of the eccentric disk 19 increases, the reciprocating stroke of the connecting rod 33 increases, and the one-time rotation angle of the output shaft 13 increases, and the transmission ratio of the continuously variable transmission T decreases. Conversely, the smaller the eccentric amount ε of the eccentric disk 19, the smaller the reciprocating stroke of the connecting rod 33, the smaller the rotation angle of the output shaft 13, and the higher the gear ratio of the continuously variable transmission T. When the eccentric amount ε of the eccentric disk 19 becomes zero, the connecting rod 33 stops moving even when the input shaft 12 rotates, so the output shaft 13 does not rotate, and the gear ratio of the continuously variable transmission T is maximized ( Infinity).

  When the transmission shaft 15 does not rotate relative to the input shaft 12, that is, when the input shaft 12 and the transmission shaft 15 rotate at the same speed, the transmission ratio of the continuously variable transmission T is maintained constant. When the transmission shaft 15 is rotated relative to the input shaft 12 by the differential mechanism 23, the eccentric recesses 19 a and 19 a of the eccentric disk 19 in which the ring gear 19 b is engaged with the pinion 17 of each transmission unit 14 are integrated with the input shaft 12. The eccentric amount of the center O2 of the eccentric disk 19 with respect to the axis L of the input shaft 12 changes by being guided by the guide portions 18a and 18a of the eccentric cam 18 and rotating.

  FIG. 5A shows a state where the speed ratio is minimum (speed ratio: TD). At this time, the eccentric amount ε of the center O2 of the eccentric disk 19 with respect to the axis L of the input shaft 12 is the axis L of the input shaft 12. To a center O1 of the eccentric cam 18 and a maximum value equal to 2d, which is the sum of the distance d from the center O1 of the eccentric cam 18 to the center O2 of the eccentric disk 19. When the transmission shaft 15 rotates relative to the input shaft 12, the eccentric disk 19 rotates relative to the eccentric cam 18 integral with the input shaft 12, as shown in FIGS. 5B and 5C. Furthermore, the eccentric amount ε of the center O2 of the eccentric disk 19 with respect to the axis L of the input shaft 12 is gradually decreased from the maximum value 2d, and the transmission ratio is increased. When the transmission shaft 15 further rotates relative to the input shaft 12, the eccentric disk 19 further rotates relative to the eccentric cam 18 integrated with the input shaft 12, and finally, as shown in FIG. The center O2 of the eccentric disk 19 overlaps the axis L of the input shaft 12, the eccentricity ε becomes zero, the transmission gear ratio is maximized (infinite) (transmission ratio: UD), and power is transmitted to the output shaft 13. Blocked.

  Next, the operation of the forward / reverse switching mechanism S that switches between the “N” range, the “R” range, and the “D” range will be described.

  As shown in FIG. 6, when the sleeve 51 of the dog clutch 48 is moved to the left movement position and both the carrier 44 and the ring gear 45 are separated from the casing 49, the rotation of the output shaft 13 causes the differential gear D from the ring gear 45 by the carrier 44 idling. Is not transmitted to the "N" range.

  7, when the sleeve 51 of the dog clutch 48 is set to the center position, the carrier 44 is coupled to the casing 49 and the ring gear 45 is separated from the casing 49, the rotation of the sun gear 43 is reversed via the pinions 46. In addition, the “R” range is established by being decelerated and transmitted to the ring gear 45.

  Further, as shown in FIG. 8, when the sleeve 51 of the dog clutch 48 is moved to the right position, the carrier 44 and the ring gear 45 are integrally coupled and separated from the casing 49, the planetary gear mechanism P1 is locked and the sun gear 43 rotates. Is directly transmitted to the ring gear 45 to establish the “D” range.

  As described above, the output shaft 13 to which the driving force of the engine E is transmitted through the one-way clutch 36 can rotate only in the forward travel direction, but the forward / reverse switching mechanism S is placed downstream of the output shaft 13. By arranging it, the vehicle can be driven backward without providing an electric motor for backward driving and without being hybridized.

  When the vehicle is stopped and the parking lock is activated, as shown in FIG. 7, the parking lock mechanism 52 is driven in a state where the forward / reverse switching mechanism S establishes the “R” range, and the parking pole 54 is moved to the parking wheel 53. And the output shaft 13 is restrained so as not to rotate. In the state in which the forward / reverse switching mechanism S has established the “R” range, the planetary gear mechanism P1 has a large reduction ratio from the output shaft 13 side toward the differential gear D side, and conversely, from the differential gear D side to the output shaft 13 The torque transmitted to the side decreases according to the reduction ratio. Therefore, the load of the parking lock mechanism 52 that receives the torque transmitted from the differential gear D side is reduced because the forward / reverse switching mechanism S establishes the “R” range, and the parking wheel 53 and the parking pole are correspondingly reduced. By reducing the load of 54, the parking lock mechanism 52 can be downsized.

Second embodiment

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

  In the second embodiment, an auxiliary power transmission mechanism A is disposed between the input shaft 12 and the output shaft 13 in parallel with the continuously variable transmission T. The auxiliary power transmission mechanism A is a planetary gear mechanism P2. And a clutch 61.

  The planetary gear mechanism P2 includes a sun gear 62, a ring gear 63, a carrier 64, and a plurality of pinions 65 supported by the carrier 64 and meshed with the sun gear 62 and the ring gear 63.

  A carrier shaft 67 is coaxially fitted to the outer periphery of the ring gear shaft 66 connected to the ring gear 63, and the carrier shaft 67 is connected to the carrier 64 via a drum member 68 that bypasses the outer periphery of the ring gear 63 and is connected to the sun gear 62. The sun gear shaft 69 can be fixed to the casing 49 via the clutch 61. The first gear 70 provided on the output shaft 13 meshes with the second gear 71 provided on the carrier shaft 67, and the third gear 72 provided on the ring gear shaft 66 engages with the fourth gear 73 provided on the input shaft 12. Match.

  A parking wheel 53 of the parking lock mechanism 52 is integrally provided on a side surface of the first gear 70 fixed to the output shaft 13, and the parking wheel 53 can be restrained by a casing 49 by a parking pole 54. Since the first gear 70 also serves as the inner peripheral portion of the parking wheel 53, the parking wheel 53 is provided only with the outer peripheral portion with which the parking pole 54 meshes.

  Next, the operation of the auxiliary power transmission mechanism A will be described.

  The transmission unit 14 of the continuously variable transmission T is provided with a one-way clutch 36 on the outer periphery of the output shaft 13. When the vehicle is decelerated, the one-way clutch 36 is disengaged from the output shaft 13 side to the input shaft 12 side. Since the reverse transmission of the driving force is prevented, it is impossible to operate the engine brake as it is.

  However, according to the present embodiment, when the clutch 61 of the auxiliary power transmission mechanism A is engaged during deceleration of the vehicle, the driving force of the drive wheels W, W is changed from the axles 10, 10 → the differential gear D → the forward / reverse switching mechanism. S → output shaft 13 → first gear 70 → second gear 71 → carrier shaft 67 → drum member 68 → carrier 64 → pinion 65... → ring gear 63 → ring gear shaft 66 → third gear 72 → fourth gear 73 → input shaft The engine 12 is reversely transmitted to the engine E through 12 routes, and the engine brake is operated.

  Note that when the vehicle travels by transmitting the driving force of the engine E from the input shaft 12 to the output shaft 13 via the transmission units 14..., The clutch 61 is disengaged. To the output shaft 13 via the auxiliary power transmission mechanism A.

  According to the present embodiment, since the parking wheel 53 is provided by using the side surface of the first gear 70 of the auxiliary transmission mechanism A fixed to the output shaft 13, the number of parts and the number of assembling steps can be reduced.

Third embodiment

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

  The third embodiment differs from the first embodiment shown in FIG. 6 in the structure of the planetary gear mechanism P1. That is, the planetary gear mechanism P1 of the third embodiment includes a dog wheel 55 provided on the output shaft 13 and rotating integrally with the sun gear 43, and an outer peripheral spline 55a is formed on the outer periphery thereof.

  When the sleeve 51 of the dog clutch 48 is in the illustrated position, the sun gear 43 and the carrier 44 are both separated from the casing 49, so that the rotation of the output shaft 13 is not transmitted from the ring gear 45 to the differential gear D when the carrier 44 idles. , “N” range is established.

  When the dog clutch 48 moves left one step from the position shown in the figure and only the carrier 44 is coupled to the casing 49, the rotation of the sun gear 43 is reversely rotated via the pinions 46 and the ring gear 45, and is decelerated and transmitted to the differential gear D. And the “R” range is established.

  When the dog clutch 48 further moves to the left to couple the carrier 44 and the dog wheel 55 together, the carrier 44 and the sun gear 43 are united to bring the planetary gear mechanism P1 into a locked state, and the rotation of the sun gear 43 is directly applied from the ring gear 45 to the differential gear. Is transmitted to D and the “D” range is established.

  As described above, also in the present embodiment, by operating the parking lock mechanism 52 when the “R” range is established, the load on the parking lock mechanism 52 can be reduced as in the first embodiment. .

  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, the structure of the auxiliary power transmission mechanism A is not limited to the embodiment.

  The drive source of the present invention is not limited to the engine E of the embodiment, and may be another drive source such as an electric motor.

12 Input shaft 13 Output shaft 14 Transmission unit 15 Transmission shaft 17 Pinion 18 Eccentric cam 19 Eccentric disc (eccentric member)
19b Ring gear 23 Differential mechanism 33 Connecting rod 36 One-way clutch 38 Outer member 43 Sun gear (first element)
44 Carrier (third element)
45 Ring gear (second element)
48 dog clutch (mesh switching mechanism)
49 Casing 52 Parking lock mechanism 53 Parking wheel 54 Parking pole 70 First gear (gear)
A Auxiliary power transmission mechanism D Differential gear E Engine (drive source)
L Input shaft axis S Forward / reverse switching mechanism ε Eccentricity of eccentric member

Claims (2)

A plurality of transmission units (14) for shifting the rotation of the input shaft (12) connected to the drive source (E) and transmitting the rotation to the output shaft (13) are juxtaposed in the direction of the axis (L) of the input shaft (12). And
Each of the transmission units (14)
An eccentric cam (18) rotating integrally with the input shaft (12);
An eccentric member (19) formed with a ring gear (19b) that fits on the outer periphery of the eccentric cam (18) in a relatively rotatable manner;
A transmission shaft (15) disposed coaxially with the input shaft (12);
A pinion (17) provided on the transmission shaft (15) and meshing with the ring gear (19b);
A differential mechanism (23) for rotating the transmission shaft (15) relative to the input shaft (12);
A one-way clutch (36) provided on the output shaft (13);
A connecting rod (33) connected to the eccentric member (19) and the outer member (38) of the one-way clutch (36) to reciprocate;
By rotating the transmission shaft (15) relative to the input shaft (12) by the differential mechanism (23) to change the phase of the eccentric member (19) with respect to the eccentric cam (18), A vehicular power transmission device for changing a gear ratio by changing an eccentric amount (ε) of the eccentric member (19) from an axis (L),
The first element (43) is connected to the output shaft (13), the second element (45) is connected to the differential gear (D), and the third element (44) is connected to the casing ( 49) and a forward / reverse switching mechanism (S) that can be coupled to the output shaft (13), and a parking lock mechanism (52) that can restrain the parking wheel (53) that rotates integrally with the output shaft (13) by a parking pole (54). When the parking lock mechanism (52) is operated, the engagement switching mechanism (48) couples the third element (44) to the casing (49). A part of the gear train is provided with an auxiliary power transmission mechanism (A) including a gear train that is arranged in parallel with the plurality of transmission units (14) and connects the input shaft (12) and the output shaft (13). The vehicle power transmission device according to claim 1, wherein the parking wheel (53) is provided integrally with a gear (70) configured to be fixed to the output shaft (13).

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