JP4291082B2 - Power transmission structure - Google Patents

Description

  The present invention relates to a power transmission structure.

  The vehicle includes an engine, a clutch, and a transmission for traveling. Thus, an example of a schematic diagram of a power transmission structure in a conventional engine, clutch, and transmission is shown in FIG. 5, in which 1 is an engine, 2 is a clutch, and 3 is a transmission.

  A flywheel 5 is externally fitted and fixed to the front end side of the crankshaft 4 of the engine 1, and a clutch disc 8 having a clutch cover 7 is externally fitted and fixed to the rear end side of the input shaft 6 of the transmission 3. ing. Thus, the clutch mechanism 2 is formed by the flywheel 5, the clutch cover 7, the clutch disk 8, and the like.

  The clutch cover 7 is intermittently connected to the flywheel 5 via a clutch plate to which a not-shown facing is attached. That is, when the clutch pedal is not depressed, the clutch cover 7 and the flywheel 5 are connected and the power of the engine 1 is transmitted to the transmission 3. When the clutch pedal is depressed, the clutch cover 7 and the flywheel 5 are connected. Is disengaged and the power of the engine 1 is not transmitted to the transmission 3.

  The rear end portion of the main shaft 9 that is an output shaft is rotatably supported at the front end portion of the input shaft 6 via a bearing 10, and the shafts 6 and 9 are arranged in series. A propeller shaft 12 is connected to the tip of the main shaft 9 via a coupling 11 and the like, and a wheel is connected to the propeller shaft 12 via a differential gear and the like.

  A gear 13a is integrally provided on the distal end side of the input shaft 6, and a plurality of gears 13b, 13c, 13d, 13e, and 13f are externally fitted to the main shaft 9 via needle bearings.

  Further, the counter shaft 14 disposed in parallel with the input shaft 6 and the main shaft 9 is spline-coupled with a plurality of gears 15a, 15b, 15c, 15d, and 15f that mesh with the corresponding gears 13a, 13b, 13c, 13d, and 13f. In addition, a gear 15e meshing with an idler gear 17e attached to the intermediate shaft 16 is splined. The idler gear 17e meshes with the gear 13e. Thus, a gear group is formed by the gears 13a, 13b, 13c, 13d, 13e, 13f, the gears 15a, 15b, 15c, 15d, 15e, 15f and the idler gear 17e.

  Although not shown, the main shaft 9 is spline-coupled with a plurality of hubs on which shifter sleeves are fitted so as to be slidable in the axial direction. By operating the shift lever, the shifter sleeves are attached to each hub. It slides in the axial direction and is connected to one of the gears 13a, 13b, 13c, 13d, 13e, and 13f.

  Thus, when the gear 13 a of the input shaft 6 is connected to the shifter sleeve of the main shaft 9, the power from the crankshaft 4 of the engine 1 is transmitted from the clutch mechanism 2 to the input shaft 6 and directly from the input shaft 6. It is transmitted to the main shaft 9.

  When the gears 13b, 13c, 13d, and 13f are connected to the shifter sleeve of the main shaft 9, the power from the crankshaft 4 of the engine 1 is transmitted from the clutch mechanism 2 to the input shaft 6, and the gear of the input shaft 6 is transmitted. 13a is transmitted to the gear 15a of the countershaft 14, and is transmitted from any of the gears 15b, 15c, 15d, and 15f of the countershaft 14 to the corresponding gears 13b, 13c, 13d, and 13f of the main shaft 9, and the gears 13b and 13c are transmitted. , 13d, and 13f are transmitted to the main shaft 9.

  Further, when the gear 13e is connected to the shifter sleeve of the main shaft 9, the power transmitted from the crankshaft 4 to the counter shaft 14 is transmitted from the gear 15e to the gear 13e via the idler gear 17e, and from the gear 13e to the main shaft. 9 can be transmitted.

  The power transmitted to the main shaft 9 is transmitted to the wheel via the coupling 11 and the propeller shaft 12 so that the vehicle can move forward or backward at a predetermined speed corresponding to the number of gears.

  Thus, in the case of the power transmission structure of FIG. 5, for example, the gears 13f and 15f of the transmission 3 are for the forward first stage, the gear 13e, the idler gear 17e and the gear 15e are for backward movement, and the gears 13d and 15d are the second forward stage. The gears 13c and 15c are for the third forward stage, the gears 13b and 15b are for the fourth forward stage, and the connection between the gear 13a of the input shaft 6 and the shifter sleeve of the main shaft 9 is for the fifth forward stage. In addition to the example shown in FIG.

  In the power transmission structure, when the clutch pedal is not depressed during normal vehicle travel, the flywheel 5 and the clutch cover 7 of the clutch mechanism 2 are connected. For this reason, the power from the crankshaft 4 of the engine 1 is transmitted from the clutch mechanism 2 to the input shaft 6, and the main shaft in the power transmission path associated with the selection of each gear corresponding to the shift lever switching position, that is, the number of gears. 9 is transmitted from the coupling 11 to the wheel via the propeller shaft 12. As a result, the vehicle travels forward at a speed corresponding to the gear speed.

  When shifting to a speed higher or lower by one stage while the vehicle is traveling forward, the clutch pedal is depressed to switch the shift lever to a position corresponding to the number of shift stages. Therefore, the flywheel 5 and the clutch cover 7 of the clutch mechanism 2 are disengaged, and the shifter sleeve of a predetermined hub that is spline-coupled to the main shaft 9 slides, so that the shifter sleeve and the predetermined gears 13a, 13b , 13c, 13d, 13f are connected.

  Therefore, when the depression of the clutch pedal is gradually released, the flywheel 5 of the clutch mechanism 2 and the clutch cover 7 are gradually connected, and the power from the crankshaft 4 of the engine 1 is transmitted to the clutch mechanism 2, the input shaft 6, the gears. 13a. The power transmitted to the gear 13a is transmitted directly from the shifter sleeve to the main shaft 9, or any one of the gear 13a to the gear 15a, the counter shaft 14, the gears 15b, 15c, 15d, and 15f is a corresponding gear. Any one of 13b, 13c, 13d, and 13f and any one of the gears 13b, 13c, 13d, and 13f are transmitted to the main shaft 9 through a shifter sleeve to which the gears are connected. The power transmitted to the main shaft 9 is transmitted from the coupling 11 to the propeller shaft 12 to drive the wheel, and the vehicle travels forward.

  When the vehicle is to be moved backward, the vehicle is once stopped, the clutch pedal is depressed, and the shift lever is switched to the reverse. Therefore, the flywheel 5 and the clutch cover 7 of the clutch mechanism 2 are disengaged, and the shifter sleeve of a predetermined hub that is spline-coupled to the main shaft 9 slides, so that the shifter sleeve and the gear 13e are connected. Become.

  Therefore, when the depression of the clutch pedal is gradually released, the flywheel 5 of the clutch mechanism 2 and the clutch cover 7 are gradually connected, and the power from the crankshaft 4 of the engine 1 is applied to the countershaft 14 as described above. The power transmitted from the counter shaft 14 to the main shaft 9 through the shifter sleeve to which the gear 15e, the idler gear 17e, the gear 13e, and the gear 13e are connected. The power transmitted to the main shaft 9 is transmitted from the coupling 11 to the propeller shaft. 12 is transmitted to the wheel to drive the vehicle backward.

In the power transmission structure described above, the power performance from the engine 1 is reduced every time a speed change operation is performed, but the prior art document of the power transmission structure that prevents the power performance from the engine from being lowered every time a speed change operation is performed. As information, there exists patent document 1, for example. In the device of Patent Document 1, the start of the internal combustion engine is performed in a state where the starting clutch is connected and the planetary gear mechanism is locked by the engagement of the tog clutch and the motor and the crankshaft are directly connected, but such a start is impossible. When the starting clutch is once disconnected, the transmission input shaft is rotated by the motor, and after charging the inertial energy, the starting clutch is reconnected and the engine is started again.
JP 2003-146114 A

  In the power transmission structure of FIG. 5, when shifting is performed while the vehicle is running, the clutch mechanism 2 is disengaged, so that transmission of power to the wheels is interrupted, and the vehicle speed is temporarily reduced to make the vehicle smooth. Therefore, there is a problem that the driver feels uncomfortable.

  In addition, the device of Patent Document 1 requires a motor in addition to the internal combustion engine as a driving means, and also requires a planetary gear mechanism, which complicates the structure of the device and increases the size of the device, resulting in an increase in cost. There is a problem.

  In view of the above circumstances, the present invention provides a power transmission structure that prevents a driver from feeling uncomfortable by preventing a decrease in vehicle speed at the time of shifting during traveling of a vehicle by a simple and inexpensive device. It was made for the purpose of doing.

The power transmission means of claim 1 of the present invention comprises:
First intermittent means for intermittently connecting the shaft body of the internal combustion engine and the shaft body of the vehicle transmission means;
Power transmission means adapted to transmit power from the shaft of the internal combustion engine on the input side of the intermittent means;
A predetermined shaft for transmitting the power transmitted from the power transmission means via a route different from the traveling gear group of the vehicle transmission means;
Second intermittent means for intermittently connecting the shaft body of the vehicle transmission means and another shaft body arranged in series on the output side of the shaft body;
A speed ratio corresponding to the number of gears that is externally fitted to the other shaft body so that the power from the predetermined shaft body can be transmitted to the other shaft body on the output side of the second intermittent means. And a variable speed power transmission means having an endless belt wound around the pulley and a pulley attached to the predetermined shaft body .
When shifting is not performed when the vehicle is running, both the first intermittent means and the second intermittent means are connected, and when shifting is performed when the vehicle is traveling, the first intermittent means and the second intermittent means Both are configured to be separated.

The power transmission structure according to claim 2 of the present invention is obtained by providing tensioning means which is adapted to apply tension to the belt.

  According to the present invention, at the time of shifting the vehicle, the power of the internal combustion engine is transmitted to the other shaft body through the shaft body of the internal combustion engine, the power transmission means, the predetermined shaft body, and the variable speed power transmission means. It is transmitted to the wheel via. Therefore, the vehicle is not decelerated at the time of shifting.

According to the power transmission structure according to claim 1, wherein the present invention, at the time of shifting of the vehicle, the power of the internal combustion engine, first, not via the second disconnecting means, the shaft of the internal combustion engine, power transmission means , Because it is transmitted to the other shaft body through the predetermined shaft body and variable speed power transmission means, and transmitted to the wheel through the other shaft body, the vehicle will not be decelerated at the time of shifting while the vehicle is running. The driver can comfortably drive at the time of shifting without feeling uncomfortable, and since the device structure is simple, downsizing is possible and the cost is low.

Embodiments of the present invention will be described below with reference to the accompanying drawings.
1 to 4 show an example of an embodiment of the present invention. In the figure, the same components as those shown in FIG.
In the illustrated example, a subshaft 18 that is rotatable in parallel with the countershaft 14 and the like of the transmission 3 is disposed, and a gear 19 is externally fitted to the end of the clutch shaft 2 in the axial direction of the subshaft 18. The pulley 20 is externally fitted and fixed to the end of the propeller shaft 12 side.

  A gear 21 is externally fitted and fixed in the vicinity of the end of the crankshaft 4 on the clutch mechanism 2 side, and between the gear 21 and the gear 19, it is externally fitted and fixed to the intermediate shaft 22 so that the gears 21 and 19 are fixed. Is provided.

  As shown in FIG. 2, an output shaft 25 is rotatably supported via a bearing 24 at the end of the main shaft 9 that protrudes outside the transmission housing 3a, and the shafts 9 and 25 are arranged in series. A propeller shaft 12 is connected to the tip of the output shaft 25 via a coupling 11 or the like, and a wheel is connected to the propeller shaft 12 via a differential gear or the like.

  A coupling mechanism between the main shaft 9 and the output shaft 25 is provided with a clutch mechanism 26 for connecting and disconnecting the main shaft 9 and the output shaft 25. The output shaft 25 includes a variable speed pulley mechanism main body 27 and a pressure cylinder. A variable speed pulley mechanism 29 having a mechanism 28 is disposed.

  Details of the clutch mechanism 26 are shown in FIGS. That is, a flange 9a is integrally attached to an end portion of the main shaft 9 protruding from the transmission housing 3a toward the output shaft 25, and the flange 9a surrounds the vicinity of the end portion of the output shaft 25 on the main shaft 9 side. At the same time, a hat-shaped clutch cover 30 having a hooked cross section is attached in a lateral direction so that the output shaft 25 penetrates the side plate 30a in the axial direction.

  An annular pressure plate 31 that is loosely fitted to the outer periphery of the output shaft 25 is accommodated in the hook-shaped clutch cover 30 with a flange, and the pressure plate 31 and the side plate 30a of the clutch cover 30 In between, a plurality of pressure springs 32 are provided so as to bias the pressure plate 31 toward the flange 9a.

  A plurality of annular disks 33 are loosely fitted between the flange 9a and the pressure plate 31 at intervals with respect to the outer periphery of the output shaft 25. There are no facings. The outer diameter of the disk 33 is smaller than the outer diameter of the pressure plate 31. A boss 34 is fitted to the spline portion 25 a of the output shaft 25 so as to be located in the clutch cover 30, and a membrane-like drive plate 35 is connected to the outer periphery of the boss 34 and the disk 33.

  The flange 9a is provided with a plurality of air chambers 36 at predetermined intervals in the circumferential direction, and a slidable push piston 37 is fitted into the air chamber 36. The push piston 37 is parallel to the output shaft 25, and the tip protruding from the air chamber 36 is in contact with the disk 33 side surface of the pressure plate 31 through the outer periphery of the disk 33.

  The flange 9a is provided with an air introduction hole 70 that communicates with the air chamber 36 and extends radially outward to open to the outer side. Further, an air introduction ring 38 that is prevented from rotating even if the flange 9a rotates is fitted to the outer periphery of the flange 9a, and the inner periphery of the air introduction ring 38 communicates with the air introduction hole 70. An annular air introduction groove 38a is formed. Air A from a conduit 39 connected to the outer periphery of the air introduction ring 38 can be introduced into the air introduction groove 38a.

  A cylindrical housing 3 b that surrounds the clutch cover 30 and the air introduction ring 38 is fixed to the transmission housing 3 a substantially concentrically with respect to the output shaft 25. The end of the housing 3b is located on the side away from the transmission housing 3a with respect to the side plate 30a of the clutch cover 30. Thus, the pulley body 40 is fitted on the spline portion 25a of the output shaft 25, and the surface of the outer periphery of the pulley body 40 on the housing 3b side is a thrust washer or a roller bearing disposed at the tip of the housing 3b. The support means 41 is supported.

  A pulley main body 42 is disposed on the spline portion 25a of the output shaft 25 so as to be positioned on the side farther from the transmission housing 3a than the pulley main body 40 so as to face the pulley main body 40 and to slide in the axial direction. It is fitted.

  One pulley 43 is formed by the pulley main bodies 40 and 42, and the cross-sectional shape of the opposing portion on the outer peripheral side of the pulley main bodies 40 and 42 is formed in a substantially V shape. Thus, an endless V-belt 44 is looped over a groove having a V-shaped section of the pulley 43 formed by the pulley bodies 40 and 42 and a groove having a V-shaped section of the pulley 20.

  On the axial center side of the pulley main bodies 40, 42, concave holes 40a, 42a are formed concentrically with the pulley main bodies 40, 42 so as to face each other. The concave holes 40a, 42a are wound around the output shaft 25. The return spring 45 is accommodated, and the pulley body 42 can be biased toward the side where the interval W of the V-shaped groove between the pulley bodies 40 and 42 is widened by elastic force. Thus, the variable speed pulley mechanism main body 27 is formed by the pulley main bodies 40 and 42 and the return spring 45.

  A cylinder casing 46 of the pressure cylinder mechanism 28 is installed on the opposite side of the clutch mechanism 26 with respect to the variable speed pulley mechanism main body 27 so as to be fixed to the housing 47. A variable speed pulley mechanism 29 is formed by the pressure cylinder mechanism 28. Thus, the output shaft 25 is passed through the center of the cylinder casing 46 so as not to hinder the rotation.

  A plurality of oil chambers 48 are formed in the cylinder casing 46 so as to be located concentrically with respect to the axis of the output shaft 25, and a slidable push piston 49 is fitted in the oil chamber 48. Has been. The push piston 49 is parallel to the output shaft 25, and the tip protruding from the oil chamber 48 is fitted into a recess 42b provided on the back surface of the pulley body 42 and is in contact with the bottom thereof.

  As shown in detail in FIG. 4, a tension applying device 50 for applying tension to the V belt 44 is disposed in the middle in the longitudinal direction of the V belt 44 wound around the pulleys 20 and 43. That is, an idler pulley 52 is pivotally supported by the lever 51 pivotally supported by the bracket so as to be parallel to the pulleys 20 and 43, and the piston rod 55 is fitted to the piston 54 that is fitted in the air cylinder 53 so as to be able to move forward and backward. Are connected, and the tip of the piston rod 55 is pivotally attached to the intermediate portion of the lever 51.

  Thus, by introducing the air A into the air chamber 53a formed on the head side of the air cylinder 53, the piston rod 55 can be pressed in the protruding direction via the piston 54. In the chamber 53b formed on the rod side of 53, a return spring 56 is housed in order to urge the piston rod 55 in the backward direction through the piston 54.

  In FIG. 1, 57 is a shift lever, 58 is a clutch pedal, 59 is a depression start detection switch for the clutch pedal 58, 60 is a depression completion detection switch for the clutch pedal 58, and 61 is a shift position detection switch for a shifter sleeve in the transmission 3. , 62 is a vehicle speed sensor that detects the vehicle speed from the rotational speed of the output shaft 25, and 63 is a control computer.

  Thus, the shift signal 57 from the shift lever 57, the start signal V2 from the step start detection switch 58, the step completion signal V3 from the step completion detection switch 60, and the shift position signal from the shift position detection switch 61. V4 and V5 and a vehicle speed signal V6 from the vehicle speed sensor 62 can be supplied to the control computer 63, respectively.

  64 is an air tank, 65 is an electromagnetic valve provided in the middle of a conduit 39 for supplying the air A from the air tank 64 to the air chamber 36 of the clutch mechanism 26 shown in FIG. 2, and 66 is the air A from the air tank 64. It is a solenoid valve provided in the middle part of the pipe line 67 which feeds into the air chamber 53a in the air cylinder 53 of the tension | tensile_strength provision apparatus 50 shown in FIG.

  Thus, the electromagnetic valve 65 is switched by the command signal V7 from the control computer 63, and the electromagnetic valve 66 is switched by the command signal V8. The oil pump 68 can be driven by a command signal V9 from the control computer 63, and the oil O from the oil pump 68 is supplied from the pipe 69 to the oil chamber 48 of the pressurizing cylinder mechanism 28 shown in FIG. It can be introduced.

Next, the operation of the illustrated example will be described.
In the above power transmission structure, the clutch mechanism 2 is connected during normal vehicle travel without shifting, and the power of the engine 1 is transmitted from the crankshaft 4 to the input shaft 6 via the clutch mechanism 2. 6 to the main shaft 9 through a predetermined power transmission path by a combination of predetermined gears at a gear number corresponding to the switching position of the shift lever 57.

  The power of the engine 1 is always rotated through the gear 21, the intermediate shaft 22, and the gear 19 attached to the crankshaft 4, and the pulley 20 is rotated by the rotation of the subshaft 18.

  On the other hand, since the oil O is not supplied from the oil pump 68 to the oil chamber 48 of the pressurizing cylinder mechanism 28, the pressure in the oil chamber 48 is reduced. For this reason, the pulley body 42 is pressed by the elastic force of the return spring 45 and is separated from the pulley body 40.

  The electromagnetic valve 66 is switched so that the air A cannot be supplied to the air chamber 53a of the air cylinder 53 in the tension applying device 50, and the pressure in the air chamber 53a is reduced. Therefore, the piston 54 is pressed by the elastic force of the return spring 56 and the piston rod 55 is retracted. Accordingly, the idler pulley 52 is separated from the V-belt 44, and no tension is applied to the V-belt 44, and power is transmitted from the V-belt 44 to the pulley 43 even if the V-belt 44 is rotated by the rotation of the pulley 20. It is never transmitted.

  Further, the electromagnetic valve 65 is switched so that the air A cannot be supplied to the air chamber 36 of the clutch mechanism 26, and the pressure in the air chamber 36 is reduced. For this reason, the pressure plate 31 is pressed by the elastic force of the pressure spring 32 to press the disc 33 against the flange 9a of the main shaft 9, and the clutch mechanism 26 is connected. Accordingly, the power transmitted to the main shaft 9 is transmitted from the flange 9a, the disk 33, the drive plate 35, and the boss 34 to the output shaft 25.

  For this reason, during normal vehicle travel, the power transmitted to the main shaft 9 as described above is transmitted from the main shaft 9 to the output shaft 25 via the clutch mechanism 26, and from the output shaft 25 to the coupling 11, It is transmitted to the wheel via the propeller shaft 12. As a result, the vehicle travels forward at a speed corresponding to the gear speed.

  Although the pulley 43 is also rotated by the rotation of the output shaft 25, power is not transmitted from the V belt 44 to the pulley 43 as described above, so there is no problem even if the pulley 43 rotates.

  In the above power transmission structure, when shifting to a speed one step higher or lower during forward traveling of the vehicle, the clutch pedal 58 is depressed to switch the shift lever 57 to a position corresponding to the number of shift stages. For this reason, the clutch mechanism 2 is disengaged, the power of the crankshaft 4 of the engine 1 is not transmitted to the input shaft 6, and the rotational speed of the main shaft 9 decreases. Even if the clutch mechanism 2 is disengaged, the power of the engine 1 is transmitted from the crankshaft 4 to the subshaft 18 through the above-described path.

  Further, when the shift lever 57 is switched, a switching signal V1 from the shift lever 57, a depression start signal V2 detected by the depression start detection switch 59, a depression completion signal V3 detected by the depression completion detection switch 60, and a shift position detection switch 61. The detected shift position signals V4 and V5 and the vehicle speed signal V6 detected by the vehicle speed sensor 62 are respectively supplied to the control computer 63.

  The control computer 63 gives command signals V7 and V8 to the solenoid valves 65 and 66 to switch the solenoid valves 65 and 66, and gives a command signal V9 to the oil pump 68 to drive the oil pump 68. . For this reason, the air A from the air tank 64 is introduced into the air chamber 36 of the clutch mechanism 26 from the conduit 39 through the air introduction groove 38a and the air introduction hole 70, the push piston 37 is pushed out by air pressure, and the pressure plate 31 is pressurized. The spring 32 overcomes the resilience of the spring 32 and moves away from the disk 33. Accordingly, the clutch mechanism 26 is disengaged and the main shaft 9 and the output shaft 25 are disconnected.

  The oil O from the oil pump 68 is introduced into the oil chamber 48 of the pressurizing cylinder mechanism 28 from the pipe 69 to cause the push piston 49 to protrude by hydraulic pressure, and the pulley body 42 overcomes the elastic force of the return spring 45. It is pressed toward the pulley body 40 side. For this reason, the interval W between the pulley bodies 40 and 42 is changed, and the belt operating diameter of the pulley 43 is adjusted to a predetermined diameter so as to have a speed ratio corresponding to the number of gears.

  Further, the air A in the air tank 64 is introduced from the pipe 67 into the air chamber 53a of the air cylinder 53 to advance the piston 54 overcoming the resilience of the return spring 56, so that the piston rod 55 protrudes and the lever 51 rotates. The idler pulley 52 is pressed against the V-belt 44, and tension is applied to the V-belt 44. Therefore, the power transmitted to the sub shaft 18 through the above-described path is transmitted from the V belt 44 through the pulley 43 to the output shaft 25, and from the output shaft 25 through the coupling 11 and the propeller shaft 12 to the wheel.

  Therefore, even if the clutch mechanism 2 is disengaged at the time of shifting the vehicle, the transmission of power to the wheels is not interrupted, and the current vehicle speed is maintained, so that the vehicle speed can be prevented from temporarily decreasing. Therefore, the vehicle can be shifted smoothly, and the driver can feel comfortable and drive comfortably. Further, since a driving device such as a motor other than the engine 1 and a planetary gear mechanism are not required, the device structure is simple, the size is not increased, and the price is low.

  When the shift is completed, the clutch mechanism 2 is completely connected, and the air valve 36 is switched so that the air A is not supplied to the air chamber 36 of the clutch mechanism 26. For this reason, the pressure plate 31 is pressed toward the disk 33 by the elastic force of the pressure spring 32, and the disk 33 is firmly sandwiched between the pressure plate 31 and the flange 9a, whereby the clutch mechanism 26 is connected. The main shaft 9 and the output shaft 25 are connected.

  Further, since the oil O from the oil pump 68 is not supplied to the oil chamber 48 of the pressurizing cylinder mechanism 28, the pulley body 42 is separated from the pulley body 40 by the elastic force of the return spring 45 in the variable speed pulley mechanism body 27. Thus, the gap W between the V-shaped grooves between the pulley bodies 40 and 42 is widened, and the solenoid valve 66 is switched, so that the air A is not supplied to the air chamber 53a of the air cylinder 53 in the tension applying device 50. The idler pulley 52 is separated from the V belt 44 by the elastic force of the return spring 56. Therefore, the power from the engine 1 transmitted from the crankshaft 4 to the subshaft 18 via the gear 21, the intermediate shaft 22, and the gear 19 is not transmitted to the output shaft 25.

  Accordingly, the vehicle returns to the normal running state, and the power from the engine 1 is transmitted from the crankshaft 4 to the input shaft 6 via the clutch mechanism 2 and each gear corresponding to the shift lever switching position, that is, the number of shift stages. Is transmitted to the output shaft 25 through the main shaft 9 and the clutch mechanism 26 through the power transmission path in accordance with the selection of the motor, and is transmitted from the output shaft 25 to the wheel through the coupling 11 and the propeller shaft 12. As a result, the vehicle travels forward at a speed corresponding to the gear speed.

  The power transmission structure of the present invention is not limited to the above-described embodiment, and various changes can be made without departing from the scope of the present invention.

It is a schematic diagram which shows an example of the power transmission structure of this invention in an engine, a clutch, and a transmission. FIG. 2 is a detailed sectional view of portions of a clutch mechanism, a variable speed pulley mechanism, and a pressure cylinder mechanism provided on the transmission output side of FIG. 1. It is a III-III direction arrow directional view of FIG. FIG. 2 is a detailed cross-sectional view of a tension applying device for applying tension to a V-belt for transmitting power from a sub shaft of FIG. 1 to a pulley of an output shaft. It is a schematic diagram which shows the example of the power transmission structure in the conventional engine, a clutch, and a transmission.

Explanation of symbols

1 engine (internal combustion engine)
2 Clutch mechanism (first intermittent means)
3 Transmission (Vehicle transmission means)
4 Crankshaft (shaft of internal combustion engine )
6 Input shaft (shaft of vehicle transmission means )
9 Main shaft (shaft of vehicle transmission means )
18 Subshaft ( predetermined shaft)
19 Gear (Power transmission means)
20 pulley (variable speed power transmission means)
21 Gear (Power transmission means)
23 idler gear (power transmission means)
25 Output shaft ( other shafts)
26 Clutch mechanism (second intermittent means)
27 Variable speed pulley mechanism body (variable speed power transmission means)
29 Variable speed pulley mechanism (variable speed power transmission means)
40 Pulley body (variable speed power transmission means)
42 Pulley body (variable speed power transmission means)
43 pulley (variable speed power transmission means)
44 belt (variable speed power transmission means)
50 Tension applying device (tension applying means)

Claims (2)

First intermittent means for intermittently connecting the shaft body of the internal combustion engine and the shaft body of the vehicle transmission means;
Power transmission means adapted to transmit power from the shaft of the internal combustion engine on the input side of the intermittent means;
A predetermined shaft for transmitting the power transmitted from the power transmission means via a route different from the traveling gear group of the vehicle transmission means;
Second intermittent means for intermittently connecting the shaft body of the vehicle transmission means and another shaft body arranged in series on the output side of the shaft body;
A speed ratio corresponding to the number of gears that is externally fitted to the other shaft body so that the power from the predetermined shaft body can be transmitted to the other shaft body on the output side of the second intermittent means. And a variable speed power transmission means having an endless belt wound around the pulley and a pulley attached to the predetermined shaft body .
When shifting is not performed when the vehicle is running, both the first intermittent means and the second intermittent means are connected, and when shifting is performed when the vehicle is traveling, the first intermittent means and the second intermittent means A power transmission structure characterized in that both are configured to be detached. 2. The power transmission structure according to claim 1, further comprising tension applying means configured to apply tension to the belt .

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