JP5497895B2 - Power transmission device for vehicle - Google Patents

Description

  The present invention relates to a vehicle power transmission device in which two drive sources and two transmissions are connected to a common differential gear.

  A motor / generator is connected between the output shaft of the belt-type continuously variable transmission and the differential gear in a hybrid drive system that transmits the driving force of the engine to the left and right drive wheels via the belt-type continuously variable transmission and differential gear. This is known from Patent Document 1 below.

  Also, in a drive device that transmits engine driving force to the left and right drive wheels via a continuously variable transmission and a differential gear, a motor / generator disposed on the outer periphery of the input shaft of the continuously variable transmission is connected to the input shaft or the differential. A device that can be selectively connected to a gear is known from Patent Document 2 below.

  Further, in a hybrid vehicle that transmits the driving force of the engine to the left and right drive wheels via a belt-type continuously variable transmission and a differential gear, a motor / generator connected to the differential gear via a planetary gear reducer, It is known from Patent Document 3 below.

  A hybrid vehicle in which a rotor of a motor / generator is directly fixed to a drive shaft extending left and right from a differential gear to which the driving force of the engine is transmitted is known from Patent Document 4 below.

Japanese Unexamined Patent Publication No. 2009-1126 Japanese special table 2005-502543 gazette Japanese Unexamined Patent Publication No. 2005-306137 Japanese Patent No. 25582505

  However, since the continuously variable transmission and the motor / generator are arranged on one side with respect to the differential gear, those described in Patent Documents 1 and 2 not only have a poor weight balance in the lateral direction of the vehicle body, but also the engine and Since the driving force of the motor / generator is input to the differential gear from a common shaft, there is a problem that it is difficult to provide a clutch in each of the engine and the motor / generator. If the engine and the motor / generator are connected to the differential gear via separate shafts and clutches in order to solve this problem, the shafts have a multi-tube structure and the structure becomes complicated.

  In addition, in Patent Document 3, since the driving force of the engine is input to the differential gear from the radial direction via the small-diameter gear and the large-diameter gear, a radial load acts on the differential gear, and thus the differential gear. In addition, there is a problem that the bearings supporting the size increase. In addition, since only one of the engine and the motor / generator is provided with a clutch, there is a problem that the other drive source is dragged when the vehicle is driven by the drive source having the clutch.

  In addition, since the clutch described in Patent Document 4 is not provided between the left and right motor / generators and the differential gear, the motor / generator that is not driven when the vehicle travels is dragged to waste friction. There was a problem that occurred.

  The present invention has been made in view of the above circumstances, and can efficiently drive a drive source in accordance with the traveling state of a vehicle, and can provide a right and left weight balance of a differential gear and dynamic characteristics of power transmission. The purpose is to make it uniform.

  In order to achieve the above object, according to the present invention, a first transmission that shifts the rotation of a first drive source and a first input shaft connected to the first drive source and transmits the rotation to a first output shaft. A second drive source, a second transmission that shifts the rotation of the second input shaft connected to the second drive source and transmits the rotation to the second output shaft, and the driving force of the first output shaft A differential gear that is input via a power transmission cutoff clutch and a driving force of the second output shaft is input via a second power transmission cutoff clutch; and one drive wheel that extends from the differential gear to the left or right side A first drive shaft connected to the second drive shaft and a second drive shaft extending from the differential gear to the left and right other side and connected to the other drive wheel, the first transmission from the axis of the first input shaft The amount of eccentricity is variable A first input fulcrum that rotates with the first input shaft; a first one-way clutch connected to the first output shaft; a first output-side fulcrum provided on an input member of the first one-way clutch; A first connecting rod that is connected to both ends of the first input side fulcrum and the first output side fulcrum to reciprocate, and the second transmission has a variable amount of eccentricity from the axis of the second input shaft. A second input fulcrum that rotates together with the second input shaft, a second one-way clutch connected to the second output shaft, a second output fulcrum provided on an input member of the second one-way clutch, A power transmission device for a vehicle comprising: a second connecting rod that is connected to both ends of the second input side fulcrum and the second output side fulcrum and reciprocally moves, wherein the first output shaft disposed coaxially, First The driving force cutoff clutch and the first drive shaft, the second output shaft arranged coaxially, the second driving force cutoff clutch and the second drive shaft are arranged symmetrically across the differential gear. A vehicle power transmission device having the first feature is proposed.

  According to the invention, in addition to the first feature, the first transmission includes the first input fulcrum, the first output fulcrum, the first connecting rod, and the first one-way clutch. The first connecting rod is composed of a plurality of first speed change units whose phases of reciprocating motion are different from each other, and the second transmission includes the second input side fulcrum, the second output side fulcrum, and the second connecting point. Proposed is a vehicle power transmission device comprising a plurality of second speed change units each having a rod and the second one-way clutch and having different phases of reciprocating motion of the second connecting rod. The

  The first and second dog clutches C and C ′ of the embodiment correspond to the first and second power transmission cutoff clutches of the present invention, respectively. The first and second engines E and E ′ of the embodiment are the main clutches. Corresponding to the first and second drive sources of the invention, the first and second continuously variable transmissions T and T 'of the embodiment correspond to the first and second transmissions of the invention, and the eccentricity of the embodiment. The disks 18 and 18 'correspond to the first and second input side fulcrums of the present invention, and the pins 19c and 19c' of the embodiment correspond to the first and second output side fulcrums of the present invention. The outer members 22, 22 'correspond to the input member of the present invention.

  According to the first feature of the present invention, the first and second transmissions have a variable amount of eccentricity from the axis of the first and second input shafts and rotate together with the first and second input shafts. 1, first input side fulcrum, first and second one-way clutches connected to first and second output shafts, and first and second output sides provided on input members of the first and second one-way clutches Since the first and second connecting rods are connected to both ends of the fulcrum and the first and second input fulcrums and the first and second output fulcrums to reciprocate, the first and second drive sources are driven. The force can be shifted and output to the first and second output shafts.

  Further, since the driving forces of the first and second driving sources are independently input to the differential gear via the first and second driving force cutoff clutches, either the first or second driving source is selected according to the traveling state of the vehicle. By driving only one or both of them, it is possible to drive the drive source in an efficient state, which can contribute to the reduction of fuel consumption. In addition, when the vehicle travels only with the first drive source, the second drive force cutoff clutch is disengaged to prevent the second transmission from being dragged, and when the vehicle travels only with the second drive source, By disengaging the driving force cutoff clutch, it is possible to prevent dragging of the first transmission, thereby enabling further reduction in fuel consumption.

  The first output shaft, the first driving force cutoff clutch and the first drive shaft arranged coaxially, and the second output shaft, the second driving force cutoff clutch and the second drive shaft arranged coaxially are a differential gear. Because it is arranged symmetrically with the left and right sides in between, it can not only improve the stability of the vehicle by improving the left and right weight balance, but also accelerate by equalizing the dynamic characteristics of the transmission system of the driving force to the left and right drive shafts Stability during time and deceleration can be increased.

  According to a second aspect of the present invention, the first transmission including the first input fulcrum, the first output fulcrum, the first connecting rod, and the first one-way clutch has a phase of the reciprocating motion of the first connecting rod. And a second transmission including a second input side fulcrum, a second output side fulcrum, a second connecting rod, and a second one-way clutch, wherein the second transmission rod reciprocates. Since it is composed of a plurality of second speed change units having different motion phases, the reciprocating motion of the first and second connecting rods can be converted into smooth continuous rotation of the first and second output shafts. The driving force is evenly transmitted from the outer periphery of the first and second output shafts via the first and second one-way clutches, and a radial load is applied to the differential gear. It can be made smaller and lighter the differential gear to prevent the.

FIG. 1 is a skeleton diagram of a traveling power unit for a vehicle. (First embodiment) FIG. 2 is a detailed view of part 2 of FIG. (First embodiment) 3 is a cross-sectional view (TOP state) taken along line 3-3 in FIG. (First embodiment) 4 is a cross-sectional view (LOW state) taken along line 3-3 in FIG. (First embodiment) FIG. 5 is a diagram for explaining the operation in the TOP state. (First embodiment) FIG. 6 is an explanatory diagram of the operation in the LOW state. (First embodiment) FIG. 7 is a detailed view of part 7 of FIG. (First embodiment) FIG. 8 is an enlarged view of part 8 of FIG. (First embodiment)

10, 10 'first and second transmission units 11, 11' first and second input shafts 12, 12 'first and second output shafts 18, 18' eccentric discs (first and second input side fulcrums)
19, 19 'first and second connecting rods 19c, 19c' pins (first and second output fulcrums)
21, 21 'first and second one-way clutches 22, 22' outer member (input member)
C, C 'first and second dog clutches (first and second power transmission cutoff clutches)
D differential gears E and E 'first and second engines (first and second drive sources)
S, S 'first and second drive shafts T, T' first and second continuously variable transmissions (first and second transmissions)
W drive wheel

  Hereinafter, embodiments of the present invention will be described with reference to FIGS.

First embodiment

  As shown in FIG. 1, the vehicle power transmission device for driving the left and right drive wheels W, W of the vehicle has a symmetrical structure with respect to the center plane of the vehicle body. The first and second engines E, E ', The first and second continuously variable transmissions T and T', the first and second dog clutches C and C ', the common differential gear D, and the first and second drive shafts S and S'. Prepare. Note that the reference numerals of the components on the right side of the vehicle corresponding to the components on the left side of the vehicle are obtained by adding “′” to the reference numerals of the components on the left side of the vehicle. Hereinafter, the structure of the vehicle power transmission device will be described with the left side of the vehicle body as a representative.

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

  As shown in FIGS. 2 and 3, the first continuously variable transmission T of the present embodiment has a plurality of (four in the embodiment) first transmission units 10. The first transmission units 10 are provided with a common first input shaft 11 and a common first output shaft 12 arranged in parallel, and the rotation of the first input shaft 11 is decelerated or accelerated. And transmitted to the first output shaft 12.

  Hereinafter, the structure of one first transmission unit 10 will be described as a representative. The first input shaft 11 that is connected to the first engine E and rotates passes through the hollow rotary 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 first input shaft 11, and can rotate relative to the first input shaft 11 at a different speed.

  A first pinion 15 is fixed to the first input shaft 11 passing through the rotation shaft 14 a of the speed change actuator 14, and a crank-shaped carrier 16 is placed on the rotation shaft 14 a of the speed change actuator 14 so as to straddle the first pinion 15. Connected. 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 first 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 first one-way clutch 21 provided on the outer periphery of the first output shaft 12 includes a ring-shaped outer member 22 pivotally supported by a rod portion 19a of the first connecting rod 19 via a pin 19c, and an inner portion of the outer member 22 Arranged in a wedge-shaped space formed between the inner member 23 fixed to the first output shaft 12 and the inner peripheral arc surface of the outer member 22 and the outer peripheral plane of the inner member 23. And rollers 25 urged by 24.

  As is apparent from FIG. 2, the four first transmission units 10 share the crank-shaped carrier 16, but the phase of the eccentric disk 18 supported by the carrier 16 via the second pinions 17 and 17. Is different by 90 ° for each first transmission unit 10. For example, in FIG. 2, the eccentric disk 18 of the first transmission unit 10 at the left end is displaced upward in the figure with respect to the first input shaft 11, and the eccentric disk 18 of the first transmission unit 10 third from the left is the first. The eccentric discs 18 and 18 of the first and second transmission units 10 and 10 from the left are positioned in the middle in the vertical direction.

  The structure of the second continuously variable transmission T ′ is the same as the structure of the first continuously variable transmission T described above.

  Next, the structure around the first and second output shafts S and S ′, the first and second dog clutches C and C ′, and the differential gear D will be described with reference to FIGS. 7 and 8.

  The planetary gear type differential gear D includes a differential case 33 rotatably supported by a pair of ball bearings 32 and 32 ′ on a mission case 31 and 31 ′. The differential case 33 is configured by integrally connecting a left case body 34 and a right case cover 35 with bolts 36. The differential case 33 constitutes a carrier of the planetary gear mechanism, and a plurality of first pinions 37 and a plurality of second pinions 37 'are rotatably supported thereon. The first pinions 37 are meshed with a first sun gear 39 splined to the right end of the first drive shaft S, and the second pinions 37 'are spline a coupled to the left end of the second drive shaft S'. 2 meshes with the sun gear 39 '.

  A sleeve-like first output shaft 12 that is coaxially fitted to the outer periphery of the first drive shaft S is a clutch housing in which the left end is rotatably supported by the mission case 31 by a ball bearing 40 and is splined to the right end. 41 is rotatably supported by the mission case 31 via a ball bearing 42. The inner members 23 of the four first one-way clutches 21 are splined to the outer periphery of the first output shaft 12.

  The clutch piston 44 is spline-coupled e so as to be axially slidable and non-rotatable in the piston guide 43 that is spline-coupled to the inside of the clutch housing 41. When the clutch piston 44 moves to the right while compressing the return spring 46 with the hydraulic pressure supplied to the oil chamber 45, the dog teeth 44a mesh with the dog teeth 33a of the differential case 33, and the first output shaft 12 is engaged with the clutch housing 41. The clutch case 44 is coupled to the differential case 33 via the clutch piston 44.

  Similarly, the sleeve-like second output shaft 12 ′ coaxially fitted on the outer periphery of the second drive shaft S ′ is rotatably supported by the transmission case 31 ′ with a ball bearing 40 ′ and splined at the right end. The coupled clutch housing 41 'is rotatably supported by the transmission case 31' via a ball bearing 42 '. The inner members 23 'of the four second one-way clutches 21' are splined to the outer periphery of the second output shaft 12 '.

  The clutch piston 44 'is spline-coupled e so as to be axially slidable and non-rotatable relative to the piston guide 43' spline-coupled to the clutch housing 41 '. When the clutch piston 44 'moves left while compressing the return spring 46' with the hydraulic pressure supplied to the oil chamber 45 ', the dog teeth 44a' ... mesh with the dog teeth 33a '... of the differential case 33, and the second output shaft. 12 'is coupled to the differential case 33 via a clutch housing 41' and a clutch piston 44 '.

  Next, the operation of the embodiment of the present invention having the above configuration will be described.

  First, the operation of one first transmission unit 10 of the first continuously variable transmission T will be described. When the rotation shaft 14 a of the speed change actuator 14 is rotated relative to the first input shaft 11, the carrier 16 rotates around the axis L <b> 1 of the first 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 first 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 first input shaft 11). 11, the eccentric amount of the eccentric disk 18 is maximized, and the ratio of the first continuously variable transmission T is in the TOP 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). The eccentric amount of the eccentric disk 18 is minimized, and the ratio of the first continuously variable transmission T is in the LOW state.

  In the TOP state shown in FIG. 5, when the first input shaft 11 is rotated by the first engine E and the rotation shaft 14a of the speed change actuator 14 is rotated at the same speed as the first input shaft 11, the first input shaft 11, The rotating shaft 14a, the carrier 16, the first pinion 15, the two second pinions 17 and 17, and the eccentric disk 18 are integrated with each other in the counterclockwise direction (see the arrow A) around the first input shaft 11. Eccentric rotation. 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 direction of arrow B in this way, the rollers 25... Bite into the wedge-shaped space between the outer member 22 and the inner member 23 of the first one-way clutch 21, and the rotation of the outer member 22 is the inner member 23. Therefore, the first output shaft 12 rotates counterclockwise (see arrow C).

  When the first 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 first 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 first continuously variable transmission T is operated in the LOW state. At this time, since the position of the first input shaft 11 coincides with the center of the eccentric disk 18, the eccentric amount of the eccentric disk 18 with respect to the first input shaft 11 becomes zero. In this state, when the first input shaft 11 is rotated by the first engine E and the rotating shaft 14a of the speed change actuator 14 is rotated at the same speed as the first input shaft 11, the first input shaft 11, the rotating shaft 14a, the carrier 16, the first pinion 15, the two second pinions 17 and 17, and the eccentric disk 18 are integrated, and rotate eccentrically about the first input shaft 11 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 first 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 TOP state of FIG. 3 and the LOW state of FIG. 4, operation at an arbitrary ratio between the zero ratio and the predetermined ratio becomes possible.

  In the first continuously variable transmission T, the phases of the eccentric disks 18 of the four first transmission units 10 arranged in parallel are shifted by 90 ° from each other, so that the four first transmission units 10 are alternately arranged. The first output shaft 12 can be continuously rotated by transmitting the driving force to the shaft, that is, by ensuring that any of the four first one-way clutches 21 is in an engaged state. In this way, the driving force of the first engine E is shifted by the first continuously variable transmission T and output to the first output shaft 12, and the driving force of the second engine E ′ is changed by the second continuously variable transmission T ′. The speed is changed and output to the second output shaft 12 '.

  When hydraulic pressure is supplied to the oil chamber 45 of the first dog clutch C, the clutch piston 44 moves to the right in the figure, and the dog teeth 44a... Engage with the dog teeth 33a of the differential case 33, thereby rotating the first output shaft 12. Is transmitted to the differential case 33 of the differential gear D through the clutch housing 41, the piston guide 43 and the clutch piston 44. When hydraulic pressure is supplied to the oil chamber 45 ′ of the second dog clutch C ′, the clutch piston 44 ′ moves to the left in the figure, and the dog teeth 44 a ′ engage with the dog teeth 33 a ′ of the differential case 33, thereby The rotation of the two output shafts 12 'is transmitted to the differential case 33 of the differential gear D through the clutch housing 41', the piston guide 43 'and the clutch piston 44'.

  The rotation of the differential case 33 is transmitted to the first drive shaft S via the first pinions 37... And the first sun gear 39, and also the second drive shaft S via the second pinions 37 ′ and the second sun gear 39 ′. ′ To drive the left and right drive wheels W, W. Further, the first drive shaft S is connected to the second drive shaft S ′ via the first sun gear 39, the first pinion 37, the differential case 33, the second pinion 37 ′, and the second sun gear 39 ′. The differential between the left and right drive wheels W is allowed.

  As described above, the differential case 33 rotates even when both the first engine E and the second engine E ′ are driven, only the first engine E is driven, or only the second engine E ′ is driven. Therefore, the vehicle can be driven. Therefore, by driving only one or both of the first and second engines E and E ′ in accordance with the running state of the vehicle, it is possible to drive the engine in an efficient state and contribute to saving fuel consumption. can do. In addition, the second dog clutch C ′ is disengaged when traveling only with the first engine E, so that the drag of the second continuously variable transmission T ′ can be prevented, and the vehicle travels only with the second engine E ′. Sometimes, the first dog clutch C is disengaged to prevent the first continuously variable transmission T from being dragged, thereby enabling further reduction in fuel consumption.

  The left first output shaft 12, the first drive shaft S and the first dog clutch C arranged coaxially, and the right second output shaft 12 ', the second drive shaft S' and the second dog clutch arranged coaxially. Since C ′ is arranged symmetrically with respect to the differential gear D as a center, the left and right weight balance can be improved and the stability of the vehicle can be improved. In addition, the length of the left first drive shaft S and the first output shaft 12 and the length of the right second drive shaft S 'and the second output shaft 12' can be made equal, that is, the left and right drive wheels W, The dynamic characteristics of the transmission system of the driving force to W can be made equal, thereby improving the stability during acceleration and deceleration.

  Also, if the final drive gear is meshed with the final driven gear provided on the outer periphery of the differential case 33 and a driving force is input from the final drive gear to the differential case 33 via the final driven gear, a differential load in the radial direction is applied to the differential case 33. However, according to the present embodiment, the first and second one-way clutches 21, 21 ′ arranged on the outer periphery of the first and second output shafts 12, 12 ′ provided coaxially with the differential gear D are used. Since the driving force is input, a differential load in the radial direction is not applied to the differential gear D, and the differential gear D can be reduced in size and weight.

  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, in the embodiment, the first and second drive sources are constituted by the first and second engines E and E ′, but one of them may be constituted by a motor / generator, and both of them may be constituted by the motor / generator. You may comprise.

  The first and second continuously variable transmissions T and T ′ of the present invention are not limited to the reciprocating continuously variable transmission of the embodiment, and may be other continuously variable transmissions or stepped transmissions. good.

Claims (2)

A first drive source (E);
A first transmission (T) for shifting the rotation of the first input shaft (11) connected to the first drive source (E) and transmitting it to the first output shaft (12);
A second drive source (E ′);
A second transmission (T ′) for shifting the rotation of the second input shaft (11 ′) connected to the second drive source (E ′) and transmitting it to the second output shaft (12 ′);
The driving force of the first output shaft (12) is input via the first power transmission cutoff clutch (C), and the driving force of the second output shaft (12 ') is input to the second power transmission cutoff clutch (C' ) Through the differential gear (D) input via
A first drive shaft (S) extending from the differential gear (D) to the left and right and connected to one drive wheel (W);
A second drive shaft (S ′) extending from the differential gear (D) to the left and right other side and connected to the other drive wheel (W),
The first transmission (T)
A first input fulcrum (18) that is variable in eccentricity from the axis of the first input shaft (11) and rotates together with the first input shaft (11);
A first one-way clutch (21) connected to the first output shaft (12);
A first output fulcrum (19c) provided on an input member (22) of the first one-way clutch (21);
A first connecting rod (19) reciprocatingly connected to both ends of the first input fulcrum (18) and the first output fulcrum (19c);
The second transmission (T ′)
A second input fulcrum (18 ') that is variable in eccentricity from the axis of the second input shaft (11') and rotates together with the second input shaft (11 ');
A second one-way clutch (21 ') connected to the second output shaft (12');
A second output fulcrum (19c ') provided on an input member (22') of the second one-way clutch (21 ');
A vehicle power transmission device comprising: a second connecting rod (19 ') that is connected to both ends of the second input fulcrum (18') and the second output fulcrum (19c ') and reciprocates.
The first output shaft (12) arranged coaxially, the first driving force cutoff clutch (C) and the first drive shaft (S), the second output shaft (12 ') arranged coaxially, The vehicular power transmission device, wherein the second driving force cutoff clutch (C ') and the second drive shaft (S') are arranged symmetrically with respect to the differential gear (D).   The first transmission (T) includes the first input fulcrum (18), the first output fulcrum (19c), the first connecting rod (19), and the first one-way clutch (21). The first connecting rod (19) is composed of a plurality of first transmission units (10) whose phases of reciprocating motions are different from each other, and the second transmission (T ′) has the second input fulcrum (18 ′ ), The second output side fulcrum (19c '), the second connecting rod (19') and the second one-way clutch (21 '), and the phase of the reciprocating motion of the second connecting rod (19') is The vehicle power transmission device according to claim 1, comprising a plurality of second transmission units (10 ′) different from each other.

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