JP6057289B2 - Engine starting method by vehicle power transmission device - Google Patents

Description

The present invention relates to a method for starting an engine by a vehicle power transmission device capable of starting the engine using an electric motor that drives a speed change actuator.

  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 transmission is known from US Pat.

JP-T-2005-502543

  By the way, in a vehicle using an engine as a driving source for traveling, a starter motor for starting the engine is required. In hybrid vehicles that have both an engine and a motor / generator as driving sources for traveling, it is possible to start the engine using the motor / generator as a starter motor, but it is also dedicated to vehicles that do not have a motor / generator. Starter motor is required.

  In vehicles that drive a speed change actuator that changes the gear ratio of a continuously variable transmission with an electric motor, if the driving force of the electric motor can be transmitted to the engine for cranking, the dedicated starter motor will be abolished. However, the engine can be started, which can contribute to weight and cost reduction.

  The present invention has been made in view of the above-described circumstances, and an object thereof is to provide a vehicle power transmission device that can start an engine using an electric motor that drives a speed change actuator.

To achieve the above object, according to the invention described in claim 1, an input shaft connected to the engine, an output shaft arranged in parallel to the input shaft, and swingable to the output shaft. It is arranged between the supported swing link, the output shaft and the swing link, and engages when the swing link swings in one direction and releases the engagement when swings in the other direction. A one-way clutch; an eccentric member that rotates eccentrically integrally with the input shaft; a transmission shaft that is arranged coaxially with the input shaft and changes an eccentric amount of the eccentric member; and the transmission shaft relative to the input shaft a shift actuator for rotating an electric motor that drives the shift actuator, a method of starting the engine by the vehicle power transmission device and a connecting rod connecting said eccentric member and the swing links, pre The transmission actuator includes a first member connected to the input shaft, a second member connected to the transmission shaft, and a first member connected to the electric motor to drive the first and second members at different rotational speeds. Three members, a first engagement portion that rotates integrally with the first member, and a second engagement portion that rotates integrally with the second member, wherein the first and second engagement portions are the first and second engagement portions. 1. When the relative rotation angle of the second member becomes a predetermined value or more, they are engaged with each other, and the input shaft and the transmission shaft are integrally rotated by the driving force of the electric motor to start the engine. An engine starting method using a vehicle power transmission device is proposed.

According to a second aspect of the invention, in addition to the configuration of the first aspect, the speed change actuator includes a tandem planetary gear mechanism that shares an integrated first and second pinion. Three members are sun gears that mesh with one of the first and second pinions, the first member is a first ring gear that meshes with the first pinion, and the second member meshes with the second pinion. The first engagement portion is provided on a first connection member that connects the first ring gear and the input shaft, and the second engagement portion is a second ring gear that connects the second ring gear and the transmission shaft. A method for starting an engine by a vehicle power transmission device, which is provided on two connecting members, is proposed.

According to a third aspect of the invention, in addition to the configuration of the second aspect, the first connection member and the second connection member are arranged inside and outside in the radial direction and face each other. An engine starting method by a vehicle power transmission device is proposed, wherein the first engaging portion and the second engaging portion are provided on the inner peripheral surface of the first connecting member and the outer peripheral surface of the second connecting member, respectively. .

According to the invention described in claim 4, in addition to the configuration of any one of claims 1 to 3, when the eccentric amount of the eccentric member is zero, the first engaging portion and A method for starting an engine by a vehicle power transmission device is proposed in which the second engaging portions engage with each other.

According to the fifth aspect of the present invention, in addition to the configuration of any one of the first to third aspects, the input shaft and the transmission shaft rotate relative to each other so that the eccentric amount of the eccentric member is increased. A method for starting an engine by a vehicle power transmission device is proposed in which the first engagement portion and the second engagement portion are engaged with each other after exceeding a predetermined value state to a zero state. The

  The eccentric disk 19 of the embodiment corresponds to the eccentric member of the present invention, the sun gear 28 of the embodiment corresponds to the third member of the present invention, and the first ring gear 30 of the embodiment is the first of the present invention. Corresponding to the member, the second ring gear 31 of the embodiment corresponds to the second member of the present invention.

  According to the configuration of the first aspect, when the input shaft connected to the engine rotates, the eccentric member rotates eccentrically integrally with the input shaft, and the connecting rod having one end connected to the eccentric member reciprocates, thereby connecting The swing link to which the other end of the rod is connected reciprocally swings. The one-way clutch is engaged when the swing link swings in one direction, and the one-way clutch is disengaged when the swing link swings in the other direction. Transmitted to the shaft. When the speed change actuator is driven relative to the input shaft by driving the speed change actuator with the electric motor, the amount of eccentricity of the eccentric member changes, and the reciprocating stroke of the connecting rod changes to change the speed ratio of the power transmission device.

  When the third member of the speed change actuator is rotationally driven by the electric motor, the first member connected to the input shaft and the second member connected to the speed change shaft are driven at different rotational speeds, and the first and second members rotate relative to each other. When the angle exceeds a predetermined value, the first engaging portion that rotates integrally with the first member and the second engaging portion that rotates integrally with the second member engage with each other, thereby driving the driving force of the electric motor. Thus, the input shaft and the transmission shaft are integrally rotated. This makes it possible to start the engine connected to the input shaft by cranking with the driving force of the electric motor, eliminating the starter motor for starting or adopting a small-capacity starter motor to reduce weight and cost. The engine can be started without any trouble by assisting the driving force of the starter motor with the driving force of the electric motor.

  According to a second aspect of the present invention, the speed change actuator includes a tandem planetary gear mechanism that shares the integrated first and second pinions, and the third member meshes with one of the first and second pinions. It is a sun gear, the first member is a first ring gear meshing with the first pinion, the second member is a second ring gear meshing with the second pinion, and the first engaging portion connects the first ring gear and the input shaft. Since the second engagement portion is provided on the second connection member that connects the second ring gear and the transmission shaft, the first and second members are provided with the differential function of the tandem planetary gear mechanism. The degree of freedom in setting the relative rotation angle can be increased.

  According to the configuration of the third aspect, the first connecting member and the second connecting member are arranged inside and outside in the radial direction, and the first connecting member and the outer peripheral surface of the second connecting member are opposed to each other on the inner peripheral surface and the second connecting member, respectively. Since the first engagement portion and the second engagement portion are provided, not only the increase in the axial dimension of the power transmission device can be suppressed, but also the radial distance from the input shaft and the transmission shaft of the first and second engagement portions. The load acting between the first and second engaging portions can be reduced as much as possible.

  According to the fourth aspect of the present invention, when the eccentric amount of the eccentric member is zero, the first engaging portion and the second engaging portion are engaged with each other, so that the engine is cranked by the driving force of the electric motor. Thus, the speed ratio of the power transmission device is maintained at infinity during starting, and not only the friction of each sliding portion of the power transmission device is minimized to reduce the load of the electric motor, but also the electric motor Driving force is prevented from being output to the output shaft.

  According to the fifth aspect of the present invention, after the input shaft and the transmission shaft rotate relative to each other and the eccentric amount of the eccentric member exceeds the predetermined value from the zero state, the first engaging portion and the second engaging portion Are engaged with each other, so that the first engagement portion and the second engagement portion are prevented from being engaged with each other even when the transmission gear ratio of the power transmission device changes between UD and OD during traveling of the vehicle. Unintentional changes in gear ratio and occurrence of shocks are prevented.

The whole perspective view of a continuously variable transmission. The partially broken perspective view of the principal part of a continuously variable transmission. FIG. 3 is a sectional view taken along line 3-3 in FIG. 1. FIG. 4 is an enlarged view of part 4 of FIG. 3. FIG. 5 is a sectional view taken along line 5-5 of FIG. The figure which shows the shape of an eccentric disk. The figure which shows the relationship between the eccentric amount of an eccentric disk, and a gear ratio. The figure which shows the state of the eccentric disk in OD gear ratio and UD gear ratio. FIG. 9 is a sectional view taken along line 9-9 in FIG. 4.

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

  As shown in FIGS. 1 to 5, an input shaft 12 and an output shaft 13 are supported in parallel with each other on a pair of side walls 11 a and 11 b of a transmission case 11 of a continuously variable transmission T for an automobile. The rotation of the connected input shaft 12 is transmitted to the drive wheels via the six transmission units 14, the output shaft 13 and the differential gear D. A variable speed shaft 15 sharing an axis L with the input shaft 12 is fitted into the hollow formed input shaft 12 via seven needle bearings 16 so as to be relatively rotatable. Since the structure of the six transmission units 14 is substantially the same, the structure will be described below with one transmission unit 14 as a representative.

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

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

  A pair of crescent-shaped guide portions 18a and 18a are provided on the split surface of the eccentric cam 18 divided into two in the direction of the axis L so as to be coaxial with the center O1 of the eccentric cam 18. The tooth tips of the ring gear 19b formed so as to communicate between the bottoms of the recesses 19a and 19a slidably contact the outer peripheral surfaces of the guide portions 18a and 18a of the eccentric cam 18. Then, the pinion 17 of the transmission shaft 15 meshes with the ring gear 19b of the eccentric disk 19 through the opening 12a of the input shaft 12.

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

  The speed change actuator 23 that changes the speed ratio of the continuously variable transmission T by rotating the speed change shaft 15 relative to the input shaft 12 is supported by the transmission case 11 so that the motor shaft 24a is coaxial with the axis L. A motor 24 and a planetary gear mechanism 25 connected to the electric motor 24 are provided. The planetary gear mechanism 25 includes a carrier 27 that is rotatably supported by an electric motor 24 via a needle bearing 26, a sun gear 28 that is fixed to the motor shaft 24a, and a plurality of two stations that are rotatably supported by the carrier 27. A pinion 29 and a first ring gear 30 provided on a first connection member 43 splined to the shaft end of the hollow input shaft 12 (strictly speaking, the cylindrical portion 18b of the one eccentric cam 18) And a second ring gear 31 provided on a second connection member 44 splined to the shaft end of the transmission shaft 15. Each double pinion 29 includes a first pinion 29a having a large diameter and a second pinion 29b having a small diameter. The first pinion 29a meshes with the sun gear 28 and the first ring gear 30, and the second pinion 29b has a second ring gear. Mesh with 31.

  The annular outer peripheral portion of the first connecting member 43 and the annular outer peripheral portion of the second connecting member 44 are opposed to each other in the radial direction (see FIGS. 4 and 9), and the inner side of the first connecting member 43 on the outer side in the radial direction. A first engagement portion 43a is provided on the peripheral surface so as to protrude radially inward, and a second engagement portion 44a is provided on the outer peripheral surface of the second connection member 44 on the radially inner side so as to protrude radially outward. . When the amount of eccentricity of the eccentric disk 19 of the transmission unit 14 is zero, that is, when the transmission ratio of the continuously variable transmission T is UD, the first engaging portion 43a and the second engaging portion 44a contact each other (FIG. 9). (See (A)). When the amount of eccentricity of the eccentric disk 19 of the transmission unit 14 increases from zero and the gear ratio of the continuously variable transmission T changes from UD to OD, the second engagement portion 44a is in relation to the first engagement portion 43a. When the gear rotates in the clockwise direction in the drawing and the gear ratio of the continuously variable transmission T reaches OD, the phase difference between the first engaging portion 43a and the second engaging portion 44a becomes maximum (see FIG. 9B). ).

  On the outer periphery of the eccentric disk 19, an annular portion 33 a on one end side of the connecting rod 33 is supported via a roller bearing 32 so as to be relatively rotatable.

  The output shaft 13 is supported by a pair of ball bearings 34, 35 on a pair of side walls 11 a, 11 b of the mission case 11, and a swing link 42 is supported on the outer periphery via a one-way clutch 36. The tip of is connected to the tip of the rod portion 33 b of the connecting rod 33 via a pin 37. The one-way clutch 36 includes a ring-shaped outer member 38 press-fitted into the inner periphery of the swing link 42, an inner member 39 disposed inside the outer member 38 and fixed to the output shaft 13, A plurality of rollers 41 are arranged in a wedge-shaped space formed between the circumferential arc surface and the outer circumferential plane of the inner member 39 and are urged by a plurality of springs 40.

  As shown in FIGS. 6 and 8, since the center O1 of the eccentric recesses 19a and 19a (that is, the center O1 of the eccentric cam 18) is shifted from the center O2 of the eccentric disk 19 by a distance d, the outer circumference of the eccentric disk 19 And the inner periphery of the eccentric recesses 19a, 19a are non-uniform in the circumferential direction, and crescent-shaped thinning recesses 19c, 19c are formed at portions where the interval is large.

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

  As is clear from FIGS. 5 and 7A to 7D, when the input shaft 12 is rotated by the engine E when the center O2 of the eccentric disk 19 is eccentric with respect to the axis L of the input shaft 12. As the annular portion 33a of the connecting rod 33 rotates eccentrically around the axis L, the rod portion 33b of the connecting rod 33 reciprocates.

  As a result, when the connecting rod 33 is pulled back and forth in the process of reciprocating movement, the rollers 41 urged by the springs 40 bite into the wedge-shaped space between the outer member 38 and the inner member 39, and the outer member 38 and the inner member 39 are coupled via the rollers 41... So that the one-way clutch 36 is engaged and the movement of the connecting rod 33 is transmitted to the output shaft 13. On the other hand, when the connecting rod 33 is reciprocated, the rollers 41 are pushed out of the wedge-shaped space between the outer member 38 and the inner member 39 while compressing the springs 40. As the inner members 39 slip each other, the one-way clutch 36 is disengaged and the movement of the connecting rod 33 is not transmitted to the output shaft 13.

  Thus, since the rotation of the input shaft 12 is transmitted to the output shaft 13 for a predetermined time while the input shaft 12 rotates once, the output shaft 13 rotates intermittently when the input shaft 12 rotates continuously. Since the eccentric disks 19 of the six transmission units 14 are out of phase with each other by 60 °, the six transmission units 14 alternately transmit the rotation of the input shaft 12 to the output shaft 13. Thus, the output shaft 13 rotates continuously.

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

  When the transmission shaft 15 does not rotate relative to the input shaft 12, that is, when the input shaft 12 and the transmission shaft 15 rotate at the same speed, the transmission ratio of the continuously variable transmission T is maintained constant. In order to rotate the input shaft 12 and the transmission shaft 15 at the same speed, the electric motor 24 may be rotationally driven at the same speed as the input shaft 12. The reason is that the first ring gear 30 of the planetary gear mechanism 25 is connected to the input shaft 12 and rotates at the same speed as the input shaft 12. When the electric motor 24 is driven at the same speed, the sun gear 28 and the first ring gear 30 are driven. Rotate at the same speed, the planetary gear mechanism 25 is locked and rotates as a whole. As a result, the input shaft 12 and the transmission shaft 15 connected to the first ring gear 30 and the second ring gear 31 that rotate integrally are integrated and rotate at the same speed without relative rotation.

  When the rotational speed of the electric motor 24 is increased or decreased with respect to the rotational speed of the input shaft 12, the first ring gear 30 coupled to the input shaft 12 and the sun gear 28 connected to the electric motor 24 rotate relative to each other. The carrier 27 rotates relative to the first ring gear 30. At this time, the gear ratio of the first ring gear 30 and the first pinion 29a meshing with each other is slightly different from the gear ratio of the second ring gear 31 and the second pinion 29b meshing with each other. And the transmission shaft 15 connected to the second ring gear 31 rotate relative to each other.

  When the transmission shaft 15 rotates relative to the input shaft 12 in this manner, the eccentric recesses 19 a and 19 a of the eccentric disk 19 in which the ring gear 19 b is engaged with the pinion 17 of each transmission unit 14 are integrated with the input shaft 12. The cam 18 rotates while being guided by the guide portions 18a, 18a, and the eccentric amount ε of the center O2 of the eccentric disk 19 with respect to the axis L of the input shaft 12 changes.

  FIG. 7A shows a state where the speed ratio is minimum (speed ratio: OD). At this time, the eccentric amount ε of the center O2 of the eccentric disk 19 with respect to the axis L of the input shaft 12 is the axis L of the input shaft 12. To a center O1 of the eccentric cam 18 and a maximum value equal to 2d, which is the sum of the distance d from the center O1 of the eccentric cam 18 to the center O2 of the eccentric disk 19. As shown in FIGS. 7B and 7C, when the transmission shaft 15 rotates relative to the input shaft 12, the eccentric disk 19 rotates relative to the eccentric cam 18 integral with the input shaft 12. Furthermore, the eccentric amount ε of the center O2 of the eccentric disk 19 with respect to the axis L of the input shaft 12 is gradually decreased from the maximum value 2d, and the transmission ratio is increased. When the transmission shaft 15 further rotates relative to the input shaft 12, the eccentric disk 19 further rotates relative to the eccentric cam 18 integral with the input shaft 12, and finally, as shown in FIG. The center O2 of the eccentric disk 19 overlaps the axis L of the input shaft 12, the eccentricity ε becomes zero, the transmission gear ratio is maximized (infinite) (transmission ratio: UD), and power is transmitted to the output shaft 13. Blocked.

  Next, starting of the engine E by the electric motor 24 that drives the speed change actuator 23 will be described.

  When the gear ratio is UD, the first engagement portion 43a of the first connection member 43 integral with the input shaft 12 and the second engagement portion 44a of the second connection member 44 integral with the transmission shaft 15 are in contact with each other. (See FIG. 9A). When the engine E is stopped, the first connecting member 43 integrated with the input shaft 12 is stopped. When the electric motor 24 is driven in one direction from this state, the planetary gear mechanism 25 of the speed change actuator 23 causes the first connecting member 43 to stop. The ring gear 30 and the second ring gear 31 rotate relative to each other. At this time, since the first connection member 43 integral with the first ring gear 30 is connected to the input shaft 12 and stopped, the second connection member 44 integral with the second ring gear 31 is in relation to the first connection member 43. Relative rotation in the clockwise direction in the figure, and the gear ratio changes toward OD (see FIG. 9B). That is, when the gear ratio changes between UD and OD, the second engagement portion 44 a of the second connection member 44 does not press the first engagement portion 43 a of the first connection member 43.

  When the electric motor 24 is driven in the other direction opposite to the above while the engine E is stopped, the second connection member 44 rotates counterclockwise in the drawing with respect to the stopped first connection member 43. When the second engaging portion 44a of the second connecting member 44 presses the first engaging portion 43a of the first connecting member 43, the first connecting member 43 and the second connecting member 44 are counterclockwise in the drawing. It rotates (see FIG. 9C). As a result, the input shaft 12 connected to the first connecting member 43 rotates and the crankshaft of the engine E connected to the input shaft 12 is cranked, so that the engine E is started without requiring a starter motor. can do. Thus, since the engine E can be started using the electric motor 24 for driving the speed change actuator 23 of the continuously variable transmission T, the special starter motor is eliminated and the weight and cost are reduced. Is possible.

  Further, the speed change actuator 23 includes a tandem planetary gear mechanism 25 sharing an integrated two-pinion 29. The first engagement portion 43 a is a first connection member 43 that connects the first ring gear 30 and the input shaft 12. And the second engaging portion 44a is provided on the second connecting member 44 that connects the second ring gear 31 and the transmission shaft 15, so that the first and second members 43, 44 are provided with the differential function of the planetary gear mechanism 25. The degree of freedom in setting the relative rotation angle can be increased.

  Further, the first connecting member 43 and the second connecting member 44 are arranged inside and outside in the radial direction, and the first engaging portions 43a are respectively provided on the inner peripheral surface of the first connecting member 43 and the outer peripheral surface of the second connecting member 44 facing each other. Since the second engagement portion 44a is provided, not only can the increase in the axial dimension of the continuously variable transmission T be suppressed, but also the first and second engagement portions 43a and 44a can be separated from the input shaft 12 and the transmission shaft 15. The radial distance can be increased as much as possible, and the load acting between the first and second engaging portions 43a and 44a can be reduced to increase the durability.

  Further, when the gear ratio is UD, the first engaging portion 43a and the second engaging portion 44a are engaged with each other, so that the gear ratio is determined while the engine E is cranked and started by the driving force of the electric motor 24. Is maintained at infinity, the friction of each sliding portion of the continuously variable transmission T is minimized, and not only the load of the electric motor 24 is reduced, but also the driving force of the electric motor 24 is output to the output shaft 13. Is prevented.

  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, since the speed change actuator of the present invention can be configured using a reduction mechanism of any type, it is not limited to the one using the planetary gear mechanism 25 of the embodiment, the one using a hypocycloid mechanism, A wave gear mechanism such as a harmonic drive (registered trademark) may be used.

  In the embodiment, the first engaging member 43a and the second engaging member 44a are provided on the outer periphery of the first connecting member 43 and the outer periphery of the second connecting member 44, respectively. The first engagement portion 43 a and the second engagement portion 44 a can be provided at any position of the two connection members 44.

  In the embodiment, the first engagement portion 43a and the second engagement portion 44a are engaged when the transmission gear ratio is UD, but the first engagement portion increases after the transmission gear ratio increases from the OD side and exceeds UD. You may make it the joint part 43a and the 2nd engaging part 44a engage. This prevents the first engagement portion 43a and the second engagement portion 44a from engaging even if the transmission gear ratio changes between UD and OD while the vehicle is traveling, and the transmission gear ratio is not intended. Sudden changes and shocks are prevented.

  Further, the present invention may be applied to a vehicle equipped with a starter motor, and the driving force of the starter motor may be assisted by the driving force of the electric motor 24. If it does in this way, a starter motor can be reduced in size and weight, and a weight and cost can be reduced.

12 Input shaft 13 Output shaft 15 Transmission shaft 19 Eccentric disc (eccentric member)
23 Speed change actuator 24 Electric motor 25 Planetary gear mechanism 28 Sun gear (third member)
29a 1st pinion 29b 2nd pinion 30 1st ring gear (1st member)
31 Second ring gear (second member)
33 Connecting rod 36 One-way clutch 42 Swing link 43 First connecting member 43a First engaging portion 44 Second connecting member 44a Second engaging portion E Engine

Claims (5)

An input shaft (12) connected to the engine (E);
An output shaft (13) disposed parallel to the input shaft (12);
A swing link (42) supported swingably on the output shaft (13);
Arranged between the output shaft (13) and the swing link (42) and engaged when the swing link (42) swings in one direction and disengaged when swings in the other direction. The one-way clutch (36)
An eccentric member (19) rotating eccentrically integrally with the input shaft (12);
A transmission shaft (15) disposed coaxially with the input shaft (12) to change the amount of eccentricity of the eccentric member (19);
A speed change actuator (23) for rotating the speed change shaft (15) relative to the input shaft (12);
An electric motor (24) for driving the speed change actuator (23);
An engine starting method by a vehicle power transmission device comprising a connecting rod (33) connecting the eccentric member (19) and the swing link (42),
The speed change actuator (23) includes a first member (30) connected to the input shaft (12), a second member (31) connected to the speed change shaft (15), and the electric motor (24). A third member (28) connected to the first member (30, 31) for driving the first and second members (30, 31) at different rotational speeds, and a first engaging portion (43a) rotating integrally with the first member (30). ) And a second engaging portion (44a) that rotates integrally with the second member (31), and the first and second engaging portions (43a, 44a) are the first and second members ( relative rotation angle of 30, 31) engage with each other becomes more than a predetermined value, said input shaft by the driving force of the electric motor (24) (12) and the speed-change shaft (15) rotationally driving the integrally in engine start by the vehicle power transmission device, characterized in that to start the engine (E) Law. The speed change actuator (23) includes a tandem planetary gear mechanism (25) sharing the integrated first and second pinions (29a, 29b), and the third member is the first and second pinions ( 29a, 29b) is a sun gear (28) that meshes with one of the first pinion (29a), and the second member is the second pinion (29a, 29b). 29b), and the first engagement portion (43a) is provided on the first connection member (43) that connects the first ring gear (30) and the input shaft (12). The second engagement portion (44a) is provided on a second connection member (44) that connects the second ring gear (31) and the transmission shaft (15). Vehicle power transmission Engine method for the start-up by the device. The first connecting member (43) and the second connecting member (44) are arranged inside and outside in the radial direction, and the inner peripheral surface of the first connecting member (43) and the second connecting member (44) facing each other. The engine starting method by the vehicle power transmission device according to claim 2, wherein the first engagement portion (43 a) and the second engagement portion (44 a) are provided on the outer peripheral surface of the vehicle. The first engaging portion (43a) and the second engaging portion (44a) are engaged with each other when the eccentric amount of the eccentric member (19) is zero. A method for starting an engine by the vehicle power transmission device according to claim 3. After the input shaft (12) and the transmission shaft (15) rotate relative to each other and the eccentric amount of the eccentric member (19) exceeds a predetermined value to a zero state, the first engaging portion (43a) The engine starting method by the vehicle power transmission device according to any one of claims 1 to 3, wherein the second engagement portion (44a) is engaged with each other.

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