JP5825684B2 - Power transmission device for vehicle - Google Patents

Description

  The present invention provides a continuously variable transmission that shifts and transmits rotation of an input shaft connected to a drive source to an output shaft connected to a drive wheel, and the amount of eccentricity from the axis of the input shaft is variable. An input side fulcrum that rotates together with the input shaft, a one-way clutch connected to the output shaft, an output-side fulcrum provided on an input member of the one-way clutch, and both ends connected to the input-side fulcrum and the output-side fulcrum The present invention relates to a vehicle power transmission device including a connecting rod that reciprocally moves and a speed change actuator that changes an eccentric amount of the input side fulcrum.

  Continuously converting the rotation of the input shaft connected to the engine into a reciprocating motion of a plurality of connecting rods having mutually different phases, and converting the reciprocating motion of the plurality of connecting rods into a rotating motion of an output shaft by a plurality of one-way clutches. A vehicle power transmission device including a transmission is known from Patent Document 1 below.

JP-T-2005-502543

  Incidentally, since the continuously variable transmission described in Patent Document 1 has an irreversible power transmission path with a one-way clutch, the driving force is shifted from the drive wheel side (output shaft side) to the engine side (input shaft side). Cannot be transmitted in reverse, and the engine brake cannot be used when the vehicle decelerates.

  Also, when an oil pump is connected to the input shaft of a continuously variable transmission, if the engine is fuel cut when the vehicle is decelerated, the driving force cannot be transmitted back from the drive wheel side to the engine side for the reason described above. There is a problem that the oil pump connected to can not be driven. In order to avoid this problem, when an oil pump is connected to the output shaft of the continuously variable transmission, there is a problem that even if the engine is driven when the vehicle is stopped, the oil pump cannot be driven because the output shaft does not rotate.

  The present invention has been made in view of the above-described circumstances. In a vehicle power transmission device including a continuously variable transmission that transmits driving force from an input shaft to an output shaft via a one-way clutch, engine braking and regenerative braking are performed. An object of the present invention is to enable the oil pump to be driven regardless of the traveling state of the vehicle.

  To achieve the above object, according to the first aspect of the present invention, there is provided a continuously variable transmission that shifts and transmits the rotation of the input shaft connected to the drive source to the output shaft connected to the drive wheel. An input side fulcrum whose amount of eccentricity from the axis of the input shaft is variable and rotates together with the input shaft, a one-way clutch connected to the output shaft, and an output-side fulcrum provided on an input member of the one-way clutch An oil pump comprising: a connecting rod that is connected to both ends of the input-side fulcrum and the output-side fulcrum and reciprocates; and a transmission actuator that changes an eccentric amount of the input-side fulcrum. And a planetary gear mechanism including a first element, a second element, and a third element, and engagement means disposed between the first element and the third element, the first element being connected to the input shaft Connection The second element is connected to the oil pump, the third element is connected to the output shaft, and the engaging means is configured such that the rotational speed of the third element exceeds the rotational speed of the first element. A vehicular power transmission device is proposed, which is characterized by being engaged with the vehicle.

  According to the invention described in claim 2, in addition to the structure of claim 1, the planetary gear mechanism is a single pinion type, the first element is a ring gear, and the second element is a carrier. A vehicle power transmission device is proposed in which the third element is a sun gear.

  According to the invention described in claim 3, in addition to the configuration of claim 1, the planetary gear mechanism is a single pinion type, the first element is a sun gear, and the second element is a carrier. A vehicle power transmission device is proposed in which the third element is a ring gear.

  According to a fourth aspect of the present invention, in addition to the configuration of the first aspect, the planetary gear mechanism is a double pinion type, the first element is a carrier, and the second element is a ring gear. A vehicle power transmission device is proposed in which the third element is a sun gear.

  According to the invention described in claim 5, in addition to the structure of claim 1, the planetary gear mechanism is a double pinion type, the first element is a sun gear, and the second element is a ring gear. A vehicle power transmission device is proposed in which the third element is a carrier.

  According to the invention described in claim 6, in addition to the configuration of any one of claims 1 to 5, an intermediate shaft disposed between the input shaft and the output shaft is provided, and the planetary gear is provided. A vehicle power transmission device is proposed in which the gear mechanism and the oil pump are arranged on the intermediate shaft.

  According to the seventh aspect of the invention, in addition to the configuration of the sixth aspect, the vehicle includes the intermediate shaft and the oil pan below a plane connecting the input shaft and the output shaft. A power transmission device is proposed.

  According to the invention described in claim 8, in addition to the configuration of any one of claims 1 to 7, the vehicle speed detected by the vehicle speed sensor during engagement of the engaging means is equal to or less than a predetermined value. In such a case, a vehicle power transmission device is proposed in which the engagement means is forcibly released from engagement.

  The eccentric disk 18 of the embodiment corresponds to the input side fulcrum of the present invention, the pin 19c of the embodiment corresponds to the output side fulcrum of the present invention, and the outer member 22 of the embodiment corresponds to the input member of the present invention. The engine E of the embodiment corresponds to the drive source of the present invention.

  According to the configuration of claim 1, when the input shaft connected to the drive source rotates, the input side fulcrum rotates eccentrically, and when the connecting rod having one end connected to the input side fulcrum reciprocates, the other end of the connecting rod is The output shaft rotates through the connected one-way clutch. When the eccentric amount of the input side fulcrum with respect to the input shaft is changed by the speed change actuator, the reciprocating stroke of the connecting rod changes, whereby the rotation angle of the output shaft changes and the ratio is changed. An oil pump, a planetary gear mechanism including a first element, a second element, and a third element, and an engaging means disposed between the first element and the third element, the first element being connected to the input shaft The second element is connected to the oil pump, the third element is connected to the output shaft, and the engaging means is engaged when the rotational speed of the third element exceeds the rotational speed of the first element, so that the vehicle Engagement means engages during deceleration to reversely transmit the driving force from the drive wheel side (output shaft side) to the drive source side (input shaft side) without going through the continuously variable transmission, thereby enabling engine braking and regenerative braking. Can be made possible. In addition, the engaging means is disengaged when the vehicle is accelerating, cruising and stopping, and the oil pump is driven via the planetary gear mechanism by the driving force of the drive source, and the engaging means is engaged when the vehicle is decelerated. Thus, the planetary gear mechanism is locked, and the oil pump can be driven integrally with the planetary gear mechanism by the driving force transmitted back from the driving wheel to the driving source.

  According to the second aspect of the present invention, the planetary gear mechanism is a single pinion type, the first element is a ring gear, the second element is a carrier, and the third element is a sun gear. Alternatively, the oil pump can be driven in a predetermined rotation direction when the oil pump is driven by any driving force of the output shaft. In addition, the number of rotations of the oil pump (the number of rotations of the carrier) is more susceptible to the number of rotations of the ring gear (the number of rotations of the input shaft) than the number of rotations of the sun gear (the number of rotations of the output shaft). The amount can follow the change in the rotational speed of the drive source without delay.

  According to the third aspect of the present invention, the planetary gear mechanism is a single pinion type, the first element is a sun gear, the second element is a carrier, and the third element is a ring gear. Alternatively, the oil pump can be driven in a predetermined rotation direction when the oil pump is driven by any driving force of the output shaft. Moreover, the number of rotations of the oil pump (the number of rotations of the carrier) is more susceptible to the number of rotations of the ring gear (the number of rotations of the output shaft) than the number of rotations of the sun gear (the number of rotations of the input shaft). Since the fluctuation is smaller than the rotation speed fluctuation of the drive source due to the large inertia of the vehicle body, it is possible to suppress the fluctuation in the rotation speed of the oil pump and increase the discharge efficiency.

  According to the fourth aspect of the present invention, the planetary gear mechanism is a double pinion type, the first element is a carrier, the second element is a ring gear, and the third element is a sun gear. Alternatively, the oil pump can be driven in a predetermined rotation direction when the oil pump is driven by any driving force of the output shaft. In addition, the number of rotations of the oil pump (the number of rotations of the ring gear) is more susceptible to the number of rotations of the carrier (the number of rotations of the input shaft) than the number of rotations of the sun gear (the number of rotations of the output shaft). The amount can follow the change in the rotational speed of the drive source without delay.

  According to the fifth aspect of the present invention, the planetary gear mechanism is a double pinion type, the first element is a sun gear, the second element is a ring gear, and the third element is a carrier. Alternatively, the oil pump can be driven in a predetermined rotation direction when the oil pump is driven by any driving force of the output shaft. Moreover, the rotational speed of the oil pump (the rotational speed of the ring gear) is more susceptible to the rotational speed of the carrier (the rotational speed of the output shaft) than the rotational speed of the sun gear (the rotational speed of the input shaft). Since the fluctuation is smaller than the rotation speed fluctuation of the drive source due to the large inertia of the vehicle body, it is possible to suppress the fluctuation in the rotation speed of the oil pump and increase the discharge efficiency.

  According to the configuration of claim 6, the intermediate shaft disposed between the input shaft and the output shaft is provided, and the planetary gear mechanism and the oil pump are disposed on the intermediate shaft, so that the oil pump interferes with the output shaft. Can be avoided.

  According to the seventh aspect of the invention, since the intermediate shaft and the oil pan are provided below the plane connecting the input shaft and the output shaft, the height of the oil pump from the oil pan is minimized and the pump efficiency is increased. be able to.

  According to the eighth aspect of the present invention, the engagement means is forcibly released when the vehicle speed detected by the vehicle speed sensor during engagement of the engagement means falls below a predetermined value. Therefore, it is possible to prevent the vibration from being generated by driving the drive source at a low speed by the driving force transmitted in reverse.

The skeleton figure of the power transmission device for vehicles. [First Embodiment] FIG. 2 is an enlarged view of part 2 of FIG. 1. [First Embodiment] FIG. 3 is a sectional view taken along line 3-3 in FIG. 2 (TOP state). [First Embodiment] FIG. 3 is a sectional view taken along line 3-3 in FIG. 2 (LOW state). [First Embodiment] The action explanatory view in the TOP state. [First Embodiment] The action explanatory view in the LOW state. [First Embodiment] FIG. 7 is a view in the direction of arrow 7 in FIG. 1. [First Embodiment] The skeleton figure of the power transmission device for vehicles. [Second Embodiment] The skeleton figure of the power transmission device for vehicles. [Third Embodiment] The skeleton figure of the power transmission device for vehicles. [Fourth Embodiment] The skeleton figure of the power transmission device for vehicles. [Fifth Embodiment] Flowchart showing control at low vehicle speed [sixth embodiment]

First embodiment

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

  As shown in FIG. 1, the vehicle power transmission device for transmitting the driving force of the engine E to the drive wheels W, W via the left and right axles 10, 10 includes a continuously variable transmission T, a differential gear D, an oil And a pump drive mechanism P. The continuously variable transmission T according to the present embodiment is obtained by superimposing a plurality (four in the embodiment) of transmission units U having the same structure in the axial direction, and these transmission units U are arranged in parallel. The common input shaft 11 and the common output shaft 12 are provided, and the rotation of the input shaft 11 is decelerated or increased and transmitted to the output shaft 12.

  Hereinafter, the structure of one transmission unit U will be described as a representative.

  As shown in FIGS. 2 to 4, the input shaft 11 connected to the engine E and rotates penetrates the inside of a hollow rotating shaft 14 a of a speed change actuator 14 made of, for example, an electric motor so as to be relatively rotatable. The rotor 14b of the speed change actuator 14 is fixed to the rotating shaft 14a, and the stator 14c is fixed to the casing. The rotation shaft 14 a of the speed change actuator 14 can rotate at the same speed as the input shaft 11 and can rotate relative to the input shaft 11 at a different speed.

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

  A one-way clutch 21 provided on the outer periphery of the output shaft 12 is arranged inside the outer member 22 with a ring-shaped outer member 22 pivotally supported by a rod portion 19a of a connecting rod 19 via a pin 19c. 12, a roller disposed in a wedge-shaped space formed between an inner member 23 fixed to 12 and an arc surface on the inner periphery of the outer member 22 and a flat surface on the outer periphery of the inner member 23, and urged by springs 24. 25.

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

  Next, the structure of the oil pump drive mechanism P will be described with reference to FIG.

  The oil pump drive mechanism P includes an intermediate shaft 13 disposed in parallel between the input shaft 11 and the output shaft 12, and a single pinion planetary gear mechanism 31 and an oil pump 32 are disposed on the axis of the intermediate shaft 13. Is done. The planetary gear mechanism 31 includes a ring gear 33 as a first element, a carrier 34 as a second element, and a sun gear 35 as a third element, and a plurality of pinions 36 supported on the carrier 34 include the ring gear 33 and Simultaneously meshes with the sun gear 35.

  An input side drive sprocket 37 fixed to the input shaft 11 and an input side driven sprocket 39 fixed to a sleeve 38 integrated with the ring gear 33 are connected via an input endless chain 40 and fixed to the output shaft 12. The output side drive sprocket 41 and the output side driven sprocket 42 fixed to the intermediate shaft 13 integral with the sun gear 35 are connected via an output side endless chain 43. The pump shaft 44 of the oil pump 32 is directly connected to the carrier 34.

A one-way clutch 45 is arranged between the sleeve 38 and the intermediate shaft 13, and when the vehicle travels with the driving force of the engine E, that is, the driving force is applied from the input shaft 11 side to the output shaft 12 side of the continuously variable transmission T. When transmitted, the one-way clutch 45 is disengaged and the planetary gear mechanism 31 performs a differential function. Conversely, when the vehicle travels with inertia during deceleration, that is, when the driving force is reversely transmitted from the output shaft 12 connected to the drive wheels W, W to the input shaft 11 connected to the engine E, the one way The planetary gear mechanism 31 is locked when the clutch 45 is engaged.
As shown in FIG. 7, the output shaft 12 is positioned slightly below the input shaft 11 of the continuously variable transmission T, and the intermediate shaft 13 is between the input shaft 11 and the output shaft 12, It is located below a plane p connecting the input shaft 11 and the output shaft 12. The oil pan 46 disposed at the bottom of the continuously variable transmission T is located directly below the intermediate shaft 13 coaxial with the oil pump 32.

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

  First, the operation of one transmission unit U of the continuously variable transmission T will be described. When the rotation shaft 14 a of the speed change actuator 14 is rotated relative to the input shaft 11, the carrier 16 rotates about the axis L <b> 1 of the input shaft 11. At this time, the center O of the carrier 16, that is, the center of the equilateral triangle formed by the first pinion 15 and the two second pinions 17, 17 rotates around the axis L 1 of the input shaft 11.

  3 and 5 show a state in which the center O of the carrier 16 is on the opposite side of the output shaft 12 with respect to the first pinion 15 (that is, the input shaft 11). The eccentricity is maximized and the ratio of the 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 output shaft 12 with respect to the first pinion 15 (that is, the input shaft 11). At this time, the eccentric disk 18 with respect to the input shaft 11 The amount of eccentricity is minimized and the ratio of the continuously variable transmission T is in the LOW state.

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

  When the outer member 22 rotates in the arrow B direction in this way, the rollers 25... Bite into the wedge-shaped space between the outer member 22 and the inner member 23 of the one-way clutch 21, and the rotation of the outer member 22 passes through the inner member 23. Therefore, the output shaft 12 rotates counterclockwise (see arrow C).

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

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

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

  FIG. 6 shows the operation when the continuously variable transmission T is operated in the LOW state. At this time, since the position of the input shaft 11 coincides with the center of the eccentric disk 18, the eccentric amount of the eccentric disk 18 with respect to the input shaft 11 becomes zero. In this state, when the input shaft 11 is rotated by the engine E and the rotating shaft 14a of the speed change actuator 14 is rotated at the same speed as the input shaft 11, the input shaft 11, the rotating shaft 14a, the carrier 16, the first pinion 15, 2 In a state where the second pinions 17 and 17 and the eccentric disk 18 are integrated, the input pin 11 is rotated eccentrically in the counterclockwise direction (see arrow A). However, since the eccentric amount of the eccentric disk 18 is zero, the stroke of the reciprocating motion of the connecting rod 19 is also zero, and the 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 an infinite ratio and a predetermined ratio becomes possible. Become.

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

  Next, the operation of the oil pump drive mechanism P will be described.

  When the vehicle is running with the driving force of the engine E, the ring gear 33 which is the first element of the planetary gear mechanism 31 is connected to the input shaft 11 → the input side drive sprocket 37 → the input side endless chain 40 → the input side driven sprocket 39. → The driving force is transmitted through the path of the sleeve 38, and the output shaft 12 → the output side drive sprocket 41 → the output side endless chain 43 → the output side driven sprocket 42 → intermediate to the sun gear 35 as the third element of the planetary gear mechanism 31 A driving force is transmitted along the path of the shaft 13. While the ratio of the continuously variable transmission T changes while the vehicle is traveling, the ratio of the continuously variable transmission T, the input side drive sprocket 37, and the input are set so that the rotational speed of the ring gear 33 necessarily exceeds the rotational speed of the sun gear 35. Since the ratio between the side driven sprocket 39 and the ratio between the output side drive sprocket 41 and the output side driven sprocket 42 are set, the one-way clutch 45 is disengaged and the planetary gear mechanism 31 exhibits a differential function. To do. As a result, as shown in the velocity diagram (A) of FIG. 1, the carrier 34 as the second element rotates at a rotational speed corresponding to the rotational speed of the ring gear 33 and the rotational speed of the sun gear 35, thereby causing the oil pump 32. Can be driven.

  At this time, as apparent from the velocity diagram (A) of FIG. 1, the rotation speed of the oil pump 32 (the rotation speed of the carrier 34) is larger than the rotation speed of the sun gear 35 (the rotation speed of the output shaft 12). Therefore, according to the present embodiment, the discharge amount of the oil pump 32 can follow the change in the engine speed without delay.

  Further, even when the ratio of the continuously variable transmission T is infinite and the vehicle is stopped with the input shaft 11 rotating and the output shaft 12 stopped, as shown in the velocity diagram (B) of FIG. The oil pump 32 can be driven by the carrier 34 connected to the oil pump 32 rotating at a rotational speed corresponding to the rotational speed of the ring gear 33 connected to the input shaft 11.

  By the way, this type of continuously variable transmission T has a structure in which the driving force of the connecting rods 19 is transmitted to the output shaft 12 via the one-way clutch 21. There is a problem that the driving force cannot be transmitted back to the side, and therefore the engine brake cannot be operated.

  However, according to the present embodiment, when the driver returns the accelerator pedal and the vehicle enters a decelerating state, the rotation speed of the sun gear 35 connected to the drive wheels W, W is set to the ring gear 33 connected to the engine E. Since the one-way clutch 45 is engaged and the sun gear 35 and the ring gear 33 are integrated, the planetary gear mechanism 31 is locked. As a result, the oil pump 32 is driven by the driving force transmitted from the drive wheels W, W to the output shaft 12, and the driving force of the output shaft 12 is transmitted to the engine E via the input shaft 11, The engine brake is activated.

  As described above, according to the present embodiment, the oil pump 32 is driven by the driving force transmitted from the input shaft 11 when the vehicle is accelerating, cruising and stopping, and is transmitted from the output shaft 12 when the vehicle is decelerated. Since the oil pump 32 can be driven by the driving force that is required, a special electric motor or the like for driving the oil pump 32 becomes unnecessary. In any of the above cases, since the rotation direction of the oil pump 32 does not change, the function of the oil pump 32 can be exhibited without hindrance. Moreover, the engine brake can be operated without any trouble by reversely transmitting the driving force from the output shaft 12 side to the input shaft 11 side using the oil pump drive mechanism P during deceleration of the vehicle.

  Further, since the intermediate shaft 13 and the oil pan 46 are provided below the plane p connecting the input shaft 11 and the output shaft 12 (see FIG. 7), the oil pump 32 and the oil pan 46 disposed on the intermediate shaft 13 are provided. Can be minimized. As a result, the oil pump 32 can easily pump oil from the oil pan 46, and the pump efficiency can be increased.

Second embodiment

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

  The second embodiment differs from the first embodiment in the structure of the oil pump drive mechanism P. That is, in the first embodiment, the planetary gear mechanism 31 is of a single pinion type, but in the second embodiment, the planetary gear mechanism 31 is of a double pinion type and the carrier that is the first element is used. 47 is connected to the input side driven sprocket 39 via the sleeve 38, the ring gear 48 as the second element is connected to the oil pump 32, and the sun gear 49 as the third element is connected to the output side driven sprocket 42 via the intermediate shaft 13. Connected to.

  According to the second embodiment, not only can the effects similar to those of the first embodiment described above be achieved, but as is apparent from the velocity diagram (A) of FIG. Is more susceptible to the rotational speed of the carrier 47 (engine rotational speed) than the rotational speed of the sun gear 49 (rotational speed of the output shaft 12). According to this, the discharge amount of the oil pump 32 can follow the change of the engine speed without delay.

Third embodiment

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

  The third embodiment is a modification of the first embodiment. In the first embodiment, the crankshaft 11 of the engine E is connected to the ring gear 33 of the planetary gear mechanism 31, and the output of the continuously variable transmission T is shown. Although the shaft 12 is connected to the sun gear 35 of the planetary gear mechanism 31, in the third embodiment, the connection relationship is reversed, and the crankshaft 11 of the engine E is connected to the sun gear 35 of the planetary gear mechanism 31. The output shaft 12 of the continuously variable transmission T is connected to the ring gear 33 of the planetary gear mechanism 31.

  As a result, as is apparent from the velocity diagram of FIG. 9A, the rotational speed of the oil pump 32 (the rotational speed of the carrier 34) is higher than the rotational speed of the sun gear 35 (engine rotational speed). It becomes easy to be influenced by (the rotational speed of the output shaft 12). The rotation speed fluctuation of the output shaft 12 connected to the drive wheels W, W is smaller than the fluctuation of the engine rotation speed due to the large inertia of the vehicle body. Therefore, according to the present embodiment, the rotation of the oil pump 32 is reduced. It is possible to increase the discharge efficiency while suppressing the number fluctuation. Other functions and effects of the present embodiment are the same as those of the first embodiment.

Fourth embodiment

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

  The fourth embodiment is a modification of the second embodiment. In the second embodiment, the crankshaft 11 of the engine E is connected to the carrier 47 of the planetary gear mechanism 31, and the output of the continuously variable transmission T is obtained. The shaft 12 is connected to the sun gear 49 of the planetary gear mechanism 31. However, in the fourth embodiment, the connection relationship is reversed, and the crankshaft 11 of the engine E is connected to the sun gear 49 of the planetary gear mechanism 31, The output shaft 12 of the continuously variable transmission T is connected to the carrier 47 of the planetary gear mechanism 31.

  As a result, as is apparent from the velocity diagram of FIG. 10A, the rotation speed of the oil pump 32 (the rotation speed of the ring gear 48) is higher than the rotation speed of the sun gear 49 (engine rotation speed). It becomes easy to be influenced by (the rotational speed of the output shaft 12). The rotation speed fluctuation of the output shaft 12 connected to the drive wheels W, W is smaller than the fluctuation of the engine rotation speed due to the large inertia of the vehicle body. Therefore, according to the present embodiment, the rotation of the oil pump 32 is reduced. It is possible to increase the discharge efficiency while suppressing the number fluctuation. Other functions and effects of the present embodiment are the same as those of the second embodiment.

Fifth embodiment

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

  The fifth embodiment is a modification of the above-described first embodiment, and the planetary gear mechanism 31 is disposed on the output shaft 12 by eliminating the intermediate shaft 13 of the first embodiment.

  Therefore, the sun gear 35 as the third element of the planetary gear mechanism 31 is fixed to the output shaft 12, and the output side drive sprocket 41, the output side driven sprocket 42, and the output side endless chain 43 are eliminated. As in the first embodiment, the oil pump 32 is driven by the carrier 34 that is the second element of the planetary gear mechanism 31, but in order to avoid the oil pump 32 from interfering with the output shaft 12, The pump 32 is disposed at an eccentric position with respect to the output shaft 12, and the drive gear 50 provided on the carrier 34 and the driven gear 51 provided on the pump shaft 44 are engaged with each other.

  According to the fifth embodiment, the output-side drive sprocket 41, the output-side driven sprocket 42, and the output-side endless chain 43 are unnecessary, but the drive gear 50 and the driven gear 51 are newly required. Other functions and effects of the third embodiment are the same as those of the first embodiment.

Sixth embodiment

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

  As described in the above embodiments, when the vehicle is decelerated, the engine E is idling stopped by the fuel cut control, and the driving force of the driving wheels W and W is transmitted back to the engine E by engaging the one-way clutch 45. Therefore, the engine speed in the engine braking state decreases as the vehicle speed decreases. If the engine speed decreases, the fluctuation of the engine friction increases and unpleasant vibration may occur. Therefore, the generation of the vibration is prevented by performing the following control.

  That is, when the vehicle speed detected by the vehicle speed sensor during deceleration of the vehicle becomes a predetermined value (for example, 5 km / h to 10 km / h) or less (step S1), the engaged one-way clutch 45 is forcibly released. (Step S2). As a result, the driving force of the driving wheels W, W is prevented from being transmitted back to the engine E during idling stop, and unpleasant vibrations due to fluctuations in engine friction can be prevented.

  In order to forcibly disengage the one-way clutch 45, the one-way clutch 45 itself may be provided with a disengagement mechanism, or in a power transmission path from the drive wheels W, W to the engine E via the one-way clutch 45. A clutch mechanism that interrupts transmission of the driving force may be provided.

  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 drive source of the present invention is not limited to the engine E of the embodiment, and may be an electric motor. In this case, the electric motor can be regeneratively braked instead of the engine brake when the vehicle is decelerated.

  In the embodiment, the input shaft 11 and the output shaft 12 and the planetary gear mechanism 31 are connected by the endless chains 40 and 43, but can be connected by any transmission means such as a gear.

11 Input shaft 12 Output shaft 13 Intermediate shaft 14 Shifting actuator 18 Eccentric disc (input side fulcrum)
19 Connecting rod 19c Pin (Output side fulcrum)
21 One-way clutch 22 Outer member (input member)
31 planetary gear mechanism 32 oil pump 33 ring gear (first element or third element)
34 Carrier (second element)
35 Sun gear (3rd or 1st element)
45 One-way clutch (engagement means)
46 Oil pan 47 Carrier (first element or third element)
48 Ring gear (second element)
49 Sun gear (third or first element)
E Engine (drive source)
T continuously variable transmission W drive wheel p plane

Claims (8)

A continuously variable transmission (T) that shifts and transmits the rotation of the input shaft (11) connected to the drive source (E) to the output shaft (12) connected to the drive wheels (W),
An input side fulcrum (18) that is variable in eccentricity from the axis of the input shaft (11) and rotates together with the input shaft (11);
A one-way clutch (21) connected to the output shaft (12);
An output fulcrum (19c) provided on an input member (22) of the one-way clutch (21);
A connecting rod (19) reciprocatingly connected at both ends to the input side fulcrum (18) and the output side fulcrum (19c);
A vehicular power transmission device including a speed change actuator (14) for changing an eccentric amount of the input side fulcrum (18),
An oil pump (32), a planetary gear mechanism (31) including a first element, a second element, and a third element; and an engagement means (45) disposed between the first element and the third element. Prepared,
The first element is connected to the input shaft (11), the second element is connected to the oil pump (32), the third element is connected to the output shaft (12), and the engaging means ( 45) A vehicle power transmission device that engages when the rotational speed of the third element exceeds the rotational speed of the first element.   The planetary gear mechanism (31) is a single pinion type, the first element is a ring gear (33), the second element is a carrier (34), and the third element is a sun gear (35). The vehicle power transmission device according to claim 1, wherein:   The planetary gear mechanism (31) is a single pinion type, the first element is a sun gear (35), the second element is a carrier (34), and the third element is a ring gear (33). The vehicle power transmission device according to claim 1, wherein:   The planetary gear mechanism (31) is a double pinion type, the first element is a carrier (47), the second element is a ring gear (48), and the third element is a sun gear (49). The vehicle power transmission device according to claim 1, wherein:   The planetary gear mechanism (31) is a double pinion type, the first element is a sun gear (49), the second element is a ring gear (48), and the third element is a carrier (47). The vehicle power transmission device according to claim 1, wherein:   An intermediate shaft (13) disposed between the input shaft (11) and the output shaft (12) is provided, and the planetary gear mechanism (31) and the oil pump (32) are disposed on the intermediate shaft (13). The vehicle power transmission device according to any one of claims 1 to 5, wherein the vehicle power transmission device is provided.   The vehicle according to claim 6, comprising the intermediate shaft (13) and an oil pan (46) below a plane (p) connecting the input shaft (11) and the output shaft (12). Power transmission device.   The engagement means (45) is forcibly released when the vehicle speed detected by the vehicle speed sensor during engagement of the engagement means (45) falls below a predetermined value. The vehicular power transmission device according to any one of claims 1 to 7.

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