JP6032614B2 - Vehicle transmission - Google Patents

Description

  The present invention provides a transmission input shaft connected to a drive source output shaft driven by a drive source via a dry first clutch, a transmission output shaft connected to a drive wheel, and the transmission input shaft. A transmission mechanism that can shift the driving force and transmit it to the transmission output shaft, and an auxiliary that is arranged in parallel to the transmission mechanism and can transmit the driving force between the driving source output shaft and the transmission output shaft A transmission mechanism, and the auxiliary transmission mechanism includes an input element that rotates integrally with the drive source output shaft, an output element connected to the transmission output shaft, and a transmission that connects the input element and the output element. The present invention relates to a vehicle transmission including elements.

  In the twin-clutch automatic manual transmission, the first and second clutches that selectively transmit the engine driving force to the first input shaft and the second input shaft are constituted by wet multi-plate clutches that share the clutch drum, The one that drives an oil pump with the clutch drum is known from Patent Document 1 below.

Japanese Patent No. 4821578

  By the way, when the transmission includes a clutch that is disengaged when the transmission mechanism is abnormal and interrupts transmission of the driving force from the engine to the transmission mechanism, the clutch is not frequently used, so the structure is simple and the lubricating oil It is desirable to use a dry clutch that does not have any drag resistance.

  On the other hand, since the movable parts such as the transmission mechanism other than the dry clutch need to be arranged in an environment where the lubricating oil exists, a dry region in which the dry clutch is arranged inside the transmission case, and a wet in which the transmission mechanism is arranged It is necessary to divide the area. In such a case, if there is a part that requires lubrication, such as an auxiliary transmission mechanism, in addition to the transmission mechanism, it is necessary to properly lay out the transmission mechanism, the auxiliary transmission mechanism, and the dry clutch. There is a possibility that the area and the wet area in which the auxiliary transmission mechanism is arranged are separated into two, and the number of seal members between the area and the dry area increases, resulting in an increase in the size of the transmission.

  The present invention has been made in view of the above circumstances, and an object thereof is to minimize the increase in the axial dimension of a transmission while disposing a dry clutch between a drive source output shaft and a transmission input shaft. .

  To achieve the above object, according to the first aspect of the present invention, a transmission input shaft connected to a drive source output shaft driven by a drive source via a dry first clutch, and a drive wheel A transmission output shaft connected to the transmission, a transmission mechanism capable of shifting the transmission force of the transmission input shaft and transmitting it to the transmission output shaft, and the drive source output arranged in parallel to the transmission mechanism An auxiliary transmission mechanism capable of transmitting a driving force between the shaft and the transmission output shaft, the auxiliary transmission mechanism being connected to the input element rotating integrally with the drive source output shaft and the transmission output shaft. A transmission element for connecting the input element and the output element, wherein the first clutch has one end connected to the drive source output shaft and the other end connected to the input. The clutch drum connected to the element and the front A friction surface provided on the inner surface of the clutch drum, a friction plate fixed to the transmission input shaft inside the clutch drum and facing the friction surface, and the friction plate inside the clutch drum And the pressure plate arranged so as to be pressed toward the friction surface, and the auxiliary transmission mechanism and the transmission mechanism are arranged by a seal member arranged between the transmission case, the clutch drum and the transmission input shaft. The first chamber is partitioned from the second chamber in which the first clutch is disposed, the first chamber is a wet space in which lubricating oil is present, and the second chamber is a dry space in which no lubricating oil is present. A vehicle transmission characterized by the above is proposed.

  According to the second aspect of the present invention, in addition to the configuration of the first aspect, a second clutch capable of releasing the connection between the output element and the transmission output shaft is provided. Is transmitted to the transmission output shaft through the speed change mechanism, and the second clutch is engaged when the vehicle is decelerated to drive the drive power of the transmission output shaft through the auxiliary transmission mechanism. A vehicular transmission is proposed, which is reversely transmitted to a drive source.

  According to a third aspect of the invention, in addition to the configuration of the first or second aspect, the transmission mechanism has a variable amount of eccentricity from the axis of the transmission input shaft, and the transmission An input side fulcrum that rotates together with the input shaft, a one-way clutch connected to the transmission output shaft, an output-side fulcrum provided on an input member of the one-way clutch, and both ends of the input-side fulcrum and the output-side fulcrum A vehicular transmission is proposed that includes a connecting rod that is connected and reciprocates, and a speed change actuator that changes an eccentric amount of the input side fulcrum.

  According to the invention described in claim 4, in addition to the configuration of any one of claims 1 to 3, a cylindrical shape is provided between the outer periphery of the transmission input shaft and the inner periphery of the clutch drum. An operation shaft is disposed, and the seal member seals between the transmission case and the clutch drum, between the clutch drum and the operation shaft, and between the operation shaft and the transmission input shaft. A vehicle transmission is proposed.

  According to the invention described in claim 5, in addition to the configuration of any one of claims 1 to 3, an operation shaft is arranged inside the transmission input shaft, and the seal member is A vehicular transmission is proposed that seals between the transmission case and the clutch drum, between the clutch drum and the transmission input shaft, and between the transmission input shaft and the operation shaft. .

  The input shaft main body 11A of the embodiment corresponds to the transmission input shaft of the present invention, the input shaft upstream portion 11B of the embodiment corresponds to the drive source output shaft of the present invention, and the output shaft of the embodiment. The downstream portion 12B corresponds to the transmission output shaft of the present invention, 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, The first one-way clutch 21 of the embodiment corresponds to the one-way clutch of the present invention, the first sprocket 26 of the embodiment corresponds to the input element of the present invention, and the second sprocket 27 of the embodiment corresponds to the output of the present invention. The endless chain 28 of the embodiment corresponds to the transmission element of the present invention, the auxiliary power transmission means 29 of the embodiment corresponds to the auxiliary transmission mechanism of the present invention, and the dry clutch 52 of the embodiment is First clutch of the present invention Correspondingly, the engine E of the embodiment corresponds to the drive source of the present invention, the second power transmission switching mechanism S2 of the embodiment corresponds to the second clutch of the present invention, and the transmission unit U of the embodiment This corresponds to the speed change mechanism of the invention.

  According to the configuration of claim 1, the transmission input shaft connected to the drive source output shaft driven by the drive source via the dry first clutch, the transmission output shaft connected to the drive wheels, A transmission mechanism that can shift the driving force of the machine input shaft and transmit it to the transmission output shaft, and an auxiliary that is arranged in parallel to the transmission mechanism and can transmit the driving force between the drive source output shaft and the transmission output shaft The auxiliary transmission mechanism includes an input element that rotates integrally with the drive source output shaft, an output element that is connected to the transmission output shaft, and a transmission element that connects the input element and the output element. When the transmission input shaft is stuck and cannot rotate, the first clutch is disengaged to disconnect the drive source output shaft from the transmission input shaft, and the driving force of the drive source is transmitted from the drive source output shaft as an auxiliary transmission. By transmitting to the transmission output shaft through the mechanism, It can be retracted drive the vehicle to a repair shop in power. In addition, since the first clutch is of a dry type, it is possible to prevent the drag resistance of the lubricating oil from being generated and increase the operation efficiency of the drive source.

  The first clutch includes a clutch drum having one end connected to the drive source output shaft and the other end connected to the input element, a friction surface provided on the inner surface of the clutch drum, and a transmission input shaft in the clutch drum. And a pressure plate arranged to be able to press the friction plate toward the friction surface inside the clutch drum. The transmission case, the clutch drum, and the speed change A seal member disposed between the machine input shafts separates the first chamber in which the auxiliary transmission mechanism and the speed change mechanism are disposed from the second chamber in which the first clutch is disposed, and the first chamber is dampened with lubricating oil. Since the second chamber is a dry space where there is no lubricating oil, the auxiliary transmission mechanism and the speed change mechanism are collectively arranged in the first chamber, and the first clutch is disposed in the auxiliary transmission device. By separating the first transmission chamber from the speed change mechanism in the second chamber, it is not necessary to separate the first chamber into a portion where the auxiliary transmission mechanism is disposed and a portion where the speed change mechanism is disposed. The directional dimension can be reduced.

  According to the second aspect of the present invention, since the second clutch capable of releasing the connection between the output element and the transmission output shaft is provided, the driving force of the drive source is transmitted to the transmission output shaft via the transmission mechanism when the vehicle is accelerated. When the vehicle is decelerating, the second clutch is engaged and the driving force of the transmission output shaft is reversely transmitted to the driving source via the auxiliary transmission mechanism, so that the driving source is driven by the driving wheels to engine brake. And regenerative braking can be enabled.

  According to the third aspect of the present invention, the speed change mechanism is connected to the input side fulcrum whose amount of eccentricity from the axis of the transmission input shaft is variable and rotates together with the transmission input shaft, and the transmission output shaft. A one-way clutch, an output-side fulcrum provided on an input member of the one-way clutch, a connecting rod connected to both ends of the input-side fulcrum and the output-side fulcrum, and a reciprocating movement; When the transmission input shaft is rotated by the drive source, the input side fulcrum rotates eccentrically, and when the connecting rod connected at one end to the input side fulcrum reciprocates, the output fulcrum connected to the other end of the connecting rod The transmission output shaft rotates intermittently through the one-way clutch and the transmission input shaft rotates according to the eccentric amount of the input side fulcrum. In is transmission is transmitted to the transmission output shaft. When the eccentric amount of the input side fulcrum is changed by the speed change actuator, the stroke of the reciprocating motion of the connecting rod changes and the stroke of the reciprocating motion of the output side fulcrum changes, thereby changing the intermittent rotation angle of the transmission output shaft. Thus, the speed ratio of the speed change mechanism can be changed steplessly.

  According to the fourth aspect of the present invention, the cylindrical operation shaft is disposed between the outer periphery of the transmission input shaft and the inner periphery of the clutch drum, and the seal member is provided between the transmission case and the clutch drum, and between the clutch drum and the operation of the clutch drum. Since the gap between the shafts and between the operation shaft and the transmission input shaft are sealed, the pressure plate can be operated from the first chamber side with the operation shaft while oil-tightly partitioning the first chamber and the second chamber.

  According to the fifth aspect of the present invention, the operation shaft is disposed inside the transmission input shaft, and the seal member is disposed between the transmission case and the clutch drum, between the clutch drum and the transmission input shaft, and the transmission input shaft. Since the space between the operation shafts is sealed, the pressure plate can be operated from the first chamber side with the operation shaft while oil-tightly partitioning the first chamber and the second chamber.

The skeleton figure of the power transmission device for vehicles. (First embodiment) FIG. 2 is a detailed view of part 2 of FIG. 1. (First embodiment) FIG. 3 is a sectional view taken along line 3-3 in FIG. 2 (OD state). (First embodiment) FIG. 3 is a cross-sectional view taken along line 3-3 in FIG. 2 (GN state). (First embodiment) The action explanatory view in OD state. (First embodiment) The operation explanatory view in the GN state. (First embodiment) FIG. 7 is a detailed view of part 7 of FIG. 1. (First embodiment) The engagement table | surface of a 1st, 2nd meshing switching mechanism. (First embodiment) The torque flow figure in a parking range. (First embodiment) The torque flow figure in a reverse range. (First embodiment) The torque flow figure in a neutral range. (First embodiment) Torque flow diagram in the drive range (normal driving state). (First embodiment) Torque flow diagram in the drive range (engine brake state). (First embodiment) Torque flow diagram in the drive range (idling stop state). (First embodiment) Torque flow diagram in the drive range (fail state). (First embodiment) FIG. 16 is a detailed view of 16 part of FIG. 1. (First embodiment) The figure corresponding to FIG. (Second Embodiment) The figure corresponding to FIG. (Third embodiment)

First embodiment

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

  As shown in FIG. 1, the vehicle power transmission device for transmitting the driving force of the engine E to the drive wheels W, W via the left and right axles 10, 10 includes a continuously variable transmission T and a first power transmission switching mechanism. S1, 2nd power transmission switching mechanism S2, and differential gear D are provided. The first power transmission switching mechanism S1 can switch between a parking range, a reverse range, a neutral range, and a drive range. The second power transmission switching mechanism S2 can switch between a normal running / engine braking state, an idling stop state, and a fail state.

  Next, the structure of the vehicle power transmission device will be described with reference to FIGS.

  As shown in FIG. 1, the input shaft 11 includes an input shaft main body 11A and an input shaft upstream portion 11B on the upstream side in the driving force transmission direction (engine E side) than the input shaft main body 11A. The part 11A is connected to the continuously variable transmission T, and the input shaft upstream part 11B is connected to the engine E. A damper 51 and a dry clutch 52 are provided between the input shaft upstream portion 11B and the input shaft main body portion 11A. The dry clutch 52 is normally maintained in an engaged state, but is disengaged when an input shaft main body 11A described later is fixed, and the input shaft main body 11A and the input shaft upstream portion 11B are disconnected.

  The first output shaft 12 includes an output shaft main body portion 12A and an output shaft downstream portion 12B downstream of the output shaft main body portion 12A in the driving force transmission direction (driving wheels W, W side). 12A is connected to the continuously variable transmission T, and the output shaft downstream portion 12B is connected to the second power transmission switching mechanism S2. The output shaft main body 12A and the output shaft downstream portion 12B are always integrated.

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

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

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

  The first one-way clutch 21 provided on the outer periphery of the first output shaft 12 is disposed inside the outer member 22 and a ring-shaped outer member 22 pivotally supported on the rod portion 19a of the connecting rod 19 via a pin 19c. The inner member 23 fixed to the first output shaft 12 and a spring 24 disposed in a wedge-shaped space formed between the inner circular arc surface of the outer member 22 and the outer peripheral plane of the inner member 23. And rollers 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.

  As is apparent from FIG. 1, the continuously variable transmission T includes an auxiliary power transmission path capable of transmitting a driving force through a path different from the six transmission units U. That is, the first sprocket 26 provided on the downstream side of the damper 51 and the second sprocket 27 provided on the transmission shaft 13 that is fitted to the outer periphery of the output shaft downstream portion 12B on the downstream side of the output shaft main body portion 12A so as to be relatively rotatable. Are connected by an endless chain 28, and these first sprocket 26, second sprocket 27 and endless chain 28 constitute auxiliary power transmission means 29.

  As apparent from FIG. 7, the first power transmission switching mechanism S <b> 1 is relatively rotatable on the outer periphery of the axle 10 in addition to the cylindrical first output shaft 12 that is fitted on the outer periphery of the axle 10 so as to be relatively rotatable. A cylindrical second output shaft 31 to be fitted and a cylindrical third output shaft 32 fitted to the second output shaft 31 so as to be relatively rotatable on the outer periphery thereof are provided. A fourth outer peripheral spline 12a is formed at the right end of the output shaft downstream portion 12B of the first output shaft 12, a fifth outer peripheral spline 31a is formed at the left end of the second output shaft 31, and a sixth outer spline 31a is formed at the left end of the third output shaft 32. An outer peripheral spline 32a is formed.

  The fourth outer peripheral spline 12a, the fifth outer peripheral spline 31a and the sixth outer peripheral spline 32a constituting the first meshing switching mechanism 33 formed of a dog clutch are aligned in the axial direction, and the fifth outer peripheral spline 31a and the sixth outer peripheral spline 32a The outer diameters are equal to each other and smaller than the outer diameter of the fourth outer peripheral spline 12a. The sleeve 34 of the first meshing switching mechanism 33 includes a second inner peripheral spline 34a having a large outer diameter and a third inner peripheral spline 34b having a small outer diameter. The second inner peripheral spline 34a is a fourth outer peripheral spline 34a. The third inner peripheral spline 34b is always engaged with the sixth outer peripheral spline 32a, and the third inner peripheral spline 34b is engaged with the fifth outer peripheral spline 31a only during the left movement shown in FIG. That is, when the sleeve 34 moves to the right from the left movement state shown in FIG. 7 with the fork 34c, the engagement between the third inner peripheral spline 34b and the fifth outer peripheral spline 31a is released.

  The planetary gear mechanism 35 includes a sun gear 36 as a first element, a carrier 37 as a third element, a ring gear 38 as a second element, and a plurality of pinions 39 supported by the carrier 37 so as to be relatively rotatable. The pinions 39... Mesh with the sun gear 36 and the ring gear 38. The sun gear 36 is connected to the right end of the third output shaft 32, and the ring gear 38 is connected to the right end of the second output shaft 31.

  The first inner peripheral spline 41a formed on the sleeve 41 of the second engagement switching mechanism 40 made of a dog clutch meshes with the outer peripheral spline 37a formed on the outer peripheral portion of the carrier 37 and the outer peripheral spline 42a formed on the casing 42. Accordingly, when the sleeve 41 is moved leftward by the fork 41b to the position shown in FIG. 7, the carrier 37 is disconnected from the casing 42, and when the sleeve 41 is moved rightward from the position shown in FIG. 8 by the fork 41b, the carrier 37 is coupled to the casing 42. Is done.

  The second power transmission switching mechanism S2 is provided between the transmission shaft 13 and the output shaft downstream portion 12B, and the first outer peripheral spline 13a provided on the transmission shaft 13 and the second outer spline 13B provided on the output shaft downstream portion 12B. Outer peripheral spline 12b and third outer peripheral spline 12c, sleeve 43 provided with inner peripheral spline 43a, fork 43b for driving sleeve 43, second one-way clutch disposed between output shaft downstream portion 12B and second outer peripheral spline 12b 45.

  The sleeve 43 has a leftward movement position for connecting the first outer peripheral spline 13a and the second outer peripheral spline 12b, a central position for connecting the first outer peripheral spline 13a, the second outer peripheral spline 12b, and the third outer peripheral spline 12c, and a second outer peripheral position. A right movement position where the spline 12b and the third outer peripheral spline 12c are coupled can be taken. The second one-way clutch 45 disposed between the output shaft downstream portion 12B and the second outer peripheral spline 12b is engaged when the rotational speed of the output shaft downstream portion 12B exceeds the rotational speed of the transmission shaft 13.

  A differential case 47 that constitutes the outline of the differential gear D is connected to the right end of the second output shaft 31. The differential gear D includes a pair of pinions 49 and 49 rotatably supported on a pinion shaft 48 fixed to the differential case 47, and side gears 50 fixed to end portions of the axles 10 and 10 and meshing with the pinions 49 and 49. 50.

  As shown in FIG. 16, on the input shaft upstream portion 11B connected to the engine E, the damper 51, the clutch drum 53 of the dry clutch 52, and the first sprocket 26 are directed from the engine E side toward the transmission unit U. Arranged in series. The clutch drum 53 includes a first side wall 53a on the damper 51 side, a second side wall 53b on the first sprocket 26 side, a peripheral wall 53c that connects the outer peripheral portions of the first side wall 53a and the second side wall 53b, and a second side wall 53b. And a cylindrical extension 53d protruding toward the transmission unit U. The first sprocket 26 of the auxiliary power transmission means 29 is provided at the tip of the extension portion 53d, and the friction surface 54 is provided on the inner surface of the first side wall 53a.

  The friction plate 55 extends radially outward from the shaft end of the input shaft main body 11 </ b> A extending into the clutch drum 53, and one side surface of the friction plate 55 faces the friction surface 54 so as to be in contact therewith. A pressure plate 56 is disposed between the friction plate 55 and the second side wall 53b of the clutch drum 53 so as to be movable in the axial direction, and a shaft end of a cylindrical operation shaft 57 fitted to the outer periphery of the input shaft main body 11A. The inner peripheral portion of the pressure plate 56 is connected via a release bearing 58 so as to be relatively rotatable. The operation shaft 57 is connected to the actuator 59 and is pushed and pulled in the axial direction.

  The second side wall 53b of the clutch drum 53 and the first sprocket 26 are partitioned by a transmission case 60. A first chamber 61 is defined on the transmission unit U. A second chamber 62 is defined on the dry clutch 52 side relative to 60. A seal member 63A is disposed between the transmission case 60 and the extension portion 53d of the clutch drum 53, a seal member 63B is disposed between the extension portion 53d and the operation shaft 57, and a seal member is disposed between the operation shaft 57 and the input shaft main body portion 11A. By arranging 63C, the space between the first chamber 61 and the second chamber 62 is sealed. The inside of the first chamber 61 is a wet space in which lubricating oil exists, and the inside of the second chamber 62 is a dry space in which no lubricating oil exists.

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

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

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

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

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

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

  Accordingly, if the speed change actuator 14 is driven and the position of the carrier 16 is set between the OD state of FIG. 3 and the GN state of FIG. 4, an arbitrary speed ratio between the minimum speed ratio and the maximum (infinite) speed ratio. Driving in is possible.

  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, that is, any one of the four first one-way clutches 21 is always in an engaged state, so that the first output shaft 12 can be continuously rotated.

  Next, the operation of the first power transmission switching mechanism S1 that switches the parking range, reverse range, neutral range, and drive range will be described.

  As shown in FIGS. 8 and 9, the sleeve 34 of the first mesh switching mechanism 33 is moved to the left, and the output shaft downstream portion 12B of the first output shaft 12, the second output shaft 31, and the third output shaft 32 are integrated. In addition to the coupling, when the sleeve 41 of the second meshing switching mechanism 40 is moved to the right to couple the carrier 37 of the planetary gear mechanism 35 to the casing 42, a parking range is established.

  In the parking range, the second output shaft 31 integral with the differential case 47 is coupled to the ring gear 38 of the planetary gear mechanism 35, and the second output shaft 31 is connected via the first mesh switching mechanism 33 and the third output shaft 32. Are connected to the sun gear 36 of the planetary gear mechanism 35, and the carrier 37 of the planetary gear mechanism 35 is coupled to the casing 42 via the second meshing switching mechanism 40. As a result, the planetary gear mechanism 35 is locked, and the drive wheels W, W connected to the planetary gear mechanism 35 via the differential gear D are restrained so as not to rotate.

  As shown in FIGS. 8 and 10, the sleeve 34 of the first meshing switching mechanism 33 is moved to the right, the output shaft downstream portion 12B and the third output shaft 32 are coupled to disconnect the second output shaft 31, and the second When the sleeve 41 of the mesh switching mechanism 40 is moved to the right to couple the carrier 37 of the planetary gear mechanism 35 to the casing 42, the reverse range is established.

  In the reverse range, the driving force output from the continuously variable transmission T to the output shaft downstream portion 12B of the first output shaft 12 is the first mesh switching mechanism 33 → the third output shaft 32 → the sun gear 36 → the carrier 37 → the ring gear 38. The vehicle is transmitted to the differential case 47 along the route and simultaneously decelerated in the planetary gear mechanism 35 to be reversely rotated, so that the vehicle can travel backward.

  As shown in FIGS. 8 and 11, the sleeve 34 of the first meshing switching mechanism 33 is moved to the right, the output shaft downstream portion 12B and the third output shaft 32 are coupled to disconnect the second output shaft 31, and the second When the sleeve 41 of the mesh switching mechanism 40 is moved to the left to disconnect the carrier 37 of the planetary gear mechanism 35 from the casing 42, the neutral range is established.

  In the neutral range, since the carrier 37 of the planetary gear mechanism 35 is separated from the casing 42, the ring gear 38 can freely rotate and the second output shaft 31 can freely rotate. It becomes possible to rotate and the drive wheels W, W are not restrained. In this state, the driving force of the engine E is transmitted from the continuously variable transmission T to the sun gear 36 through the path of the output shaft downstream portion 12B → the first meshing switching mechanism 33 → the third output shaft 32, but the carrier 37 is restrained. Therefore, the planetary gear mechanism 35 is idled and the driving force is not transmitted to the differential gear D.

  As shown in FIGS. 9 and 12, the sleeve 34 of the first meshing switching mechanism 33 is moved to the left, and the output shaft downstream portion 12B, the second output shaft 31, and the third output shaft 32 are coupled together, and the second When the sleeve 41 of the mesh switching mechanism 40 is moved to the left to disconnect the carrier 37 of the planetary gear mechanism 35 from the casing 42, the drive range is established.

  In the drive range, the ring gear 38 and the sun gear 36 of the planetary gear mechanism 35 are coupled by the first meshing switching mechanism 33, so that the planetary gear mechanism 35 can rotate integrally. As a result, the driving force output from the continuously variable transmission T to the output shaft downstream portion 12B is in the path of the first mesh switching mechanism 33 → the second output shaft 31, or the first mesh switching mechanism 33 → the third output shaft 32. It is transmitted to the differential case 47 through the route of the sun gear 36, the carrier 37, and the ring gear 38, so that the vehicle can travel forward.

  As described above, the first output shaft 12 of the continuously variable transmission T according to the present embodiment can rotate only in the forward traveling direction because the driving force is transmitted through the first one-way clutch 21. However, since the first power transmission switching mechanism S1 having the forward / reverse switching function is arranged on the downstream side of the first output shaft 12, a reverse traveling electric motor is provided to make the vehicle travel backward without being hybridized. be able to.

  Moreover, since the first power transmission switching mechanism S1 can establish a parking range and a neutral range other than the drive range and the reverse range, the power transmission device itself can be further reduced in size and weight.

  Next, the operation of the second power transmission switching mechanism S2 that switches between the engine brake state, the idling stop state, and the fail state will be described.

  As shown in FIGS. 10 and 12, in a normal state where the first power transmission switching mechanism S1 is in any of the parking range, reverse range, neutral range and drive range described above, the sleeve 41 of the second power transmission switching mechanism S2 is used. Moves to the left to connect the first outer peripheral spline 13a of the transmission shaft 13 and the second outer peripheral spline 12b of the output shaft downstream portion 12B. Therefore, during traveling in the drive range or reverse range, the driving force of the engine E is not only transmitted from the input shaft 11 to the output shaft downstream portion 12B via the transmission unit U, but also from the input shaft 11 to the first sprocket. 26, the auxiliary power transmission means 29 comprising the endless chain 28 and the second sprocket 27 is transmitted to the transmission shaft 13 and transmitted from the first outer peripheral spline 13a of the transmission shaft 13 to the second outer peripheral spline 12b of the output shaft downstream portion 12B. Is done.

  However, since the gear ratio of the transmission unit U is set larger than the gear ratio of the auxiliary power transmission means 29, the rotational speed of the transmission shaft 13 (that is, the rotational speed of the second outer peripheral spline 12b) is the output shaft downstream portion 12B. The second one-way clutch 45 is disengaged and power transmission via the auxiliary power transmission means 29 is not performed, and the vehicle travels forward by power transmission via the transmission unit U. Drive backwards.

  When the vehicle shifts to a deceleration state during forward travel in the drive range, as shown in FIG. 13, the first one-way clutch 21 of the transmission unit U is disengaged due to a decrease in the engine speed, and the drive wheels The driving force from W and W is transmitted to the output shaft downstream portion 12B via the differential gear D and the first power transmission switching mechanism S1. At this time, the rotation speed of the output shaft downstream portion 12B is larger than the rotation speed of the transmission shaft 13 connected to the input shaft 11 via the auxiliary power transmission mechanism 29 (that is, the rotation speed of the second outer peripheral spline 12b). When the two-way clutch 45 is engaged, the driving force of the output shaft downstream portion 12B is reversely transmitted to the engine E through the auxiliary power transmission means 29 and the input shaft 11, and the engine brake can be operated.

  Even when the vehicle decelerates during reverse travel in the reverse range, the output shaft downstream portion 12B rotates in the same direction as during forward travel in the drive range, so that the engine brake can be similarly activated.

  When the vehicle further decelerates during forward traveling in the drive range, as shown in FIG. 14, the sleeve 41 of the second power transmission switching mechanism S2 is moved to the right, and the second outer peripheral spline 12b and third of the output shaft downstream portion 12B are moved. The outer peripheral spline 12c is coupled. As a result, the output shaft downstream portion 12B that rotates with the driving force reversely transmitted from the drive wheels W and W is disconnected from the transmission shaft 13 (that is, from the engine E), so that idling stop during deceleration traveling is possible and fuel is reduced. Consumption can be saved.

  When the transmission unit U fails and the vehicle cannot travel, as shown in FIG. 15, the first outer peripheral spline 13a of the transmission shaft 13 with the sleeve 41 of the second power transmission switching mechanism S2 at the center position is provided. The second outer peripheral spline 12b and the third outer peripheral spline 12c of the output shaft downstream portion 12B are coupled. As a result, since the transmission shaft 13 and the output shaft downstream portion 12B are directly connected without the second one-way clutch 45, the driving force of the engine E is transferred from the input shaft 11 to the auxiliary power transmission means 29, the transmission shaft 13, and the output shaft downstream. It can be transmitted to the drive wheels W, W via the part 12B, the first power transmission switching mechanism S1 and the differential gear D, and the vehicle can travel forward or backward to the repair shop.

  By the way, the input shaft main body 11A is fixed in a non-rotatable manner due to breakage of the ball bearing (not shown) that supports the input shaft main body 11A and the ball bearing 20 (see FIG. 3) that supports the ring portion 19b of the connecting rod 19. Failure may occur. When such a failure occurs, if the engine E and the input shaft main body 11A are connected so as not to be disconnected, the engine E is stalled and cannot be operated, so that the vehicle cannot travel. .

  However, according to the present embodiment, the input shaft upstream portion 11B is disconnected from the input shaft main body portion 11A by releasing the engagement of the dry clutch 52 when the input shaft main body portion 11A is fixed. By switching to the failed state mode, the auxiliary power transmission means 29 transmits the driving force of the engine E from the input shaft upstream portion 11B to the output shaft downstream portion 12B without going through the continuously variable transmission T, and the vehicle is retracted. Can be made.

  Since the engine E and the drive wheels W and W are directly connected during the retreat travel, it is possible to operate the engine brake. However, when the vehicle stops, the engine E directly connected to the drive wheels W and W is stalled. There is a problem to do. However, according to the present embodiment, when the vehicle stops, the sleeve 41 of the second power transmission switching mechanism S2 is moved to the left, and the first outer peripheral spline 13a of the transmission shaft 13 and the second outer peripheral portion of the output shaft downstream portion 12B. When the spline 12b is connected, the driving force of the engine E input to the transmission shaft 13 is not transmitted to the output shaft downstream portion 12B because the second one-way clutch 45 slips, and the engine E is stalled even when the vehicle is stopped. The idling operation can be performed without causing it.

  In the case of a failure other than the sticking of the input shaft main body 11A, it is not always necessary to disengage the dry clutch 52 because the input shaft main body 11A can rotate, but the dry clutch 52 is disengaged. Thus, if the input shaft main body 11A is separated from the input shaft upstream portion 11B, dragging of the continuously variable transmission T can be prevented and fuel consumption can be reduced.

  As described above, according to the present embodiment, the vehicle can move forward and backward without requiring an electric motor that increases the axial dimension of the vehicle power transmission device, and the vehicle can move backward while traveling forward. It is possible to enable engine braking during traveling, and it is also possible to perform idling stop while the vehicle is decelerating and traveling when the transmission unit U. Further, the vehicle power transmission device can easily increase the axial dimension on the input shaft 11 side to which the engine E is connected, but the axial dimension on the input shaft 11 side can be increased by providing the transmission shaft 13 on the first output shaft 12 side. The increase in size can be suppressed, and the axial dimension of the vehicle power transmission device can be minimized as a whole.

  Further, since the dry clutch 52 is disposed between the input shaft main body 11A and the input shaft upstream portion 11B, the vehicle can be retreated even if the input shaft main body 11A is stuck. Further, by adopting the dry clutch 52 having a small axial dimension, it is possible to avoid an increase in the axial dimension of the vehicle power transmission device. In addition, since the damper 51 is disposed between the engine E and the input shaft upstream portion 11B, the damping function of the damper 51 can be exhibited even during the retreat travel, thereby ensuring the riding comfort.

  By the way, if a wet clutch is employed instead of the dry clutch 52, the wet clutch always stirs the lubricating oil during operation of the engine E, so that there is a problem that drag resistance increases and fuel consumption of the engine E increases. . However, according to the present embodiment, the adoption of the dry clutch 52 eliminates the drag resistance of the lubricating oil, thereby reducing the fuel consumption of the engine E.

  On the other hand, since the auxiliary power transmission means 29 and the transmission units U... Need to be lubricated with lubricating oil, the wet first chamber 61 for accommodating the auxiliary power transmission means 29 and the transmission units U, the dry clutch 52 and the damper 51. However, if the auxiliary power transmission means 29 and the speed change unit U are disposed on both sides of the dry clutch 52, the wet first chamber 61 is required. Is separated into two, and there is a problem that the axial dimension of the continuously variable transmission T increases.

  However, according to the present embodiment, the driving force from the damper 51 is transmitted to the first sprocket 26 of the auxiliary power transmission means 29 via the clutch drum 53 of the dry clutch 52, so that the auxiliary power transmission means 29 and the speed change. Can be arranged together on one side in the axial direction of the dry clutch 52, and the first chamber 61 and the second chamber 62 can be easily separated by the sealing members 63A to 63C, and the shaft of the continuously variable transmission T can be obtained. The directional dimension can be reduced.

Second embodiment

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

  In the first embodiment, the friction surface 54 of the dry clutch 52 is provided on the first side wall 53a of the clutch drum 53, and the pressure plate 56 is disposed on the second side wall 53b side of the clutch drum 53. In the embodiment, the positional relationship between the friction surface 54 and the pressure plate 56 is changed, the friction surface 54 is provided on the second side wall 53b of the clutch drum 53, and the pressure plate 56 is disposed on the first side wall 53a side of the clutch drum 53. Yes. As a result, the operating shaft 57 that drives the pressure plate 56 is connected to the actuator 59 through the inside of the hollow input shaft main body 11A.

  The gap between the transmission case 60 and the extension 53d of the clutch drum 53 is sealed by a seal member 63A, and the gap between the extension 53d of the clutch drum 53 and the input shaft main body 11A is sealed by a seal member 63B. Since the space between the shafts 57 is sealed by the seal member 63BC, the first plate 61 and the second chamber 62 are oil-tightly partitioned by the first to third seal members 63A to 63C, and the pressure plate 56 is pressed from the first chamber 61 side. Can be operated, and the same effects as those of the first embodiment can be achieved.

Third embodiment

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

  In the first and second embodiments, the actuator 59 of the dry clutch 52 is provided on the first chamber 61 side. However, in the third embodiment, the actuator 59 is disposed in the second chamber 62. That is, in the third embodiment, one end of the release fork 65 pivotally supported by the fulcrum 64 at the intermediate portion is connected to the actuator 59, and the other end is slidable in the axial direction by the spline to the second side wall 53b of the clutch drum 53. By contacting the back surface of the pressure plate 56 supported by the pressure plate 56, the pressure plate 56 is driven in the axial direction to engage and disengage the dry clutch 52.

  The gap between the transmission case 60 and the extension 53d of the clutch drum 53 is sealed by a seal member 63A, and the gap between the extension 53d of the clutch drum 53 and the input shaft main body 11A is sealed by a seal member 63B. It is possible to operate the pressure plate 56 from the second chamber 62 side while oil-tightly partitioning the second chamber 62 with the first and second seal members 63A and 63B, and the first and second embodiments are realized. In comparison, the number of sealing members can be reduced.

  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 transmission of the present invention is not limited to the crank type continuously variable transmission T according to the embodiment, and may be an arbitrary type continuously variable transmission or stepped transmission.

  The auxiliary transmission mechanism of the present invention is not limited to the auxiliary power transmission means 29 using the endless chain 28 of the embodiment, and may be one using a gear or a belt.

11A Input shaft body (transmission input shaft)
11B Input shaft upstream (drive source output shaft)
12B Output shaft downstream (transmission output shaft)
14 Shifting actuator 18 Eccentric disc (input side fulcrum)
19 Connecting rod 19c Pin (Output side fulcrum)
21 First one-way clutch (one-way clutch)
22 Outer member (input member)
26 First sprocket (input element)
27 Second sprocket (output element)
28 Endless chain (Transmission element)
29 Auxiliary power transmission means (auxiliary transmission mechanism)
52 Dry clutch (first clutch)
53 Clutch drum 54 Friction surface 55 Friction plate 56 Pressure plate 57 Operating shaft 60 Transmission case 61 First chamber 62 Second chamber 63A Seal member 63B Seal member 63C Seal member E Engine (drive source) S2 Second power transmission switching mechanism ( (Second clutch)
U Transmission unit (transmission mechanism) W Drive wheel

Claims (5)

A transmission input shaft (11A) connected to a drive source output shaft (11B) driven by the drive source (E) via a dry first clutch (52), and a shift connected to drive wheels (W) A transmission mechanism (U) capable of shifting the transmission force of the transmission output shaft (12B) and the transmission input shaft (11A) and transmitting it to the transmission output shaft (12B), and the transmission mechanism (U) And an auxiliary transmission mechanism (29) capable of transmitting a driving force between the drive source output shaft (11B) and the transmission output shaft (12B), and the auxiliary transmission mechanism (29) An input element (26) rotating integrally with the drive source output shaft (11B), an output element (27) connected to the transmission output shaft (12B), the input element (26) and the output element ( 27) A vehicle transmission comprising a transmission element (28) connecting There,
The first clutch (52) includes a clutch drum (53) having one end connected to the drive source output shaft (11B) and the other end connected to the input element (26), and the clutch drum (53). A friction surface (54) provided on the inner surface, and a friction plate (55) fixed to the transmission input shaft (11A) inside the clutch drum (53) and opposed to the friction surface (54). And a pressure plate (56) arranged to be able to press the friction plate (55) toward the friction surface (54) inside the clutch drum (53),
The auxiliary transmission mechanism (29) and the transmission mechanism (U) are arranged by seal members (63A to 63C) disposed between the transmission case (60), the clutch drum (53), and the transmission input shaft (11A). The first chamber (61) disposed and the second chamber (62) in which the first clutch (52) is disposed are partitioned, and the first chamber (61) is a wet space in which lubricating oil exists, A vehicle transmission characterized in that the second chamber (62) is a dry space free of lubricating oil.   A second clutch (S2) capable of releasing the connection between the output element (27) and the transmission output shaft (12B) is provided, and the driving force of the drive source (E) is transmitted to the transmission mechanism (U) when the vehicle is accelerated. And the second clutch (S2) is engaged when the vehicle is decelerating to drive the driving force of the transmission output shaft (12B) to the auxiliary transmission mechanism (29). The vehicle transmission according to claim 1, wherein the transmission is reversely transmitted to the drive source (E) via the above.   The transmission mechanism (U) has an input side fulcrum (18) that is variable in eccentricity from the transmission input shaft (11A) and rotates together with the transmission input shaft (11A), and the transmission output. A one-way clutch (21) connected to the shaft (12B), an output-side fulcrum (19c) provided on an input member (22) of the one-way clutch (21), the input-side fulcrum (18) and the output side The connecting rod (19) connected at both ends to a fulcrum (19c) and reciprocatingly provided, and a speed change actuator (14) for changing the amount of eccentricity of the input side fulcrum (18), Or the transmission for vehicles of Claim 2.   A cylindrical operation shaft (57) is disposed between the outer periphery of the transmission input shaft (11A) and the inner periphery of the clutch drum (53), and the seal members (63A to 63C) are connected to the transmission case (60). ) And the clutch drum (53), the clutch drum (53) and the operation shaft (57), and the operation shaft (57) and the transmission input shaft (11A). The vehicle transmission according to any one of claims 1 to 3.   An operation shaft (57) is disposed inside the transmission input shaft (11A), and the seal members (63A to 63C) are disposed between the transmission case (60) and the clutch drum (53), and the clutch drum. The seal between the transmission input shaft (11A) and the transmission input shaft (11A) and the operation shaft (57) is sealed. The vehicle transmission according to claim 1.

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