JP6129996B2 - Power transmission device for vehicle - Google Patents

Description

  The present invention provides a transmission input shaft connected via a clutch to a drive source output shaft driven by a drive source, a transmission output shaft connected to a drive wheel, and a drive force of the transmission input shaft. A crank-type transmission mechanism capable of transmitting to the transmission output shaft, and auxiliary power arranged in parallel to the transmission mechanism and capable of transmitting a driving force between the drive source output shaft and the transmission output shaft The auxiliary power transmission means meshes with the input gear that rotates integrally with the drive source output shaft, the output gear connected to the transmission output shaft, and the input gear and the output gear. The present invention relates to a vehicle power transmission device including an idle gear.

  The large end of the connecting rod is connected to an eccentric disk that rotates integrally with the input shaft connected to the engine, and the small end of the connecting rod is connected to the output shaft via a one-way clutch. A crank-type power transmission device for a vehicle that converts the generated reciprocating motion of a connecting rod into a rotational motion in one direction of an output shaft by a one-way clutch is known from Patent Document 1 below.

Japanese special table 2005-502543 gazette

  By the way, such a crank type vehicle power transmission device has a one-way clutch interposed in the power transmission path, and has a structure that cannot reversely transmit the driving force from the output shaft side to the input shaft side. There is a problem that there is. Therefore, the engine brake can be operated by connecting the input shaft and output shaft via auxiliary power transmission means consisting of a gear train, and reversely transmitting the driving force from the output shaft side to the input shaft side via auxiliary power transmission means. Can be considered.

  By providing such auxiliary power transmission means, when the crank type vehicle power transmission device fails, the driving force of the engine is transmitted to the drive wheels via the auxiliary power transmission means, so that the retreat traveling to the repair shop can be performed. There is an advantage that it becomes possible. In this case, it is necessary to dispose a clutch between the engine and the vehicle power transmission device so that the driving force of the engine is not transmitted to the crank type vehicle power transmission device. This clutch is used only when the crank-type vehicle power transmission device breaks down and retreats, so it is composed of a dry clutch that is as small as possible and has a simple structure, and is normally engaged by a biasing force such as a spring. It is desirable to maintain the state and disengage with an actuator in an emergency such as retreating.

  However, with this configuration, the urging force for engaging the clutch with the bearing that supports the clutch on the transmission case always acts as a thrust load, and a normal radial bearing may adversely affect durability. There is sex.

  The present invention has been made in view of the above circumstances, and when a crank-type vehicle power transmission device is provided with auxiliary power transmission means including a gear train and a clutch for retreat travel, the thrust load applied to the clutch is reduced. The purpose is to reduce.

  To achieve the above object, according to the present invention, a transmission input shaft connected via a clutch to a drive source output shaft driven by a drive source, a transmission output shaft connected to drive wheels, A crank-type transmission mechanism capable of changing the driving force of the transmission input shaft and transmitting it to the transmission output shaft, and the drive source output shaft and the transmission output shaft arranged in parallel with the transmission mechanism Auxiliary power transmission means capable of transmitting a driving force between the input gear, the input power rotating integrally with the drive source output shaft, the output gear connected to the transmission output shaft, A power transmission apparatus for a vehicle including an input gear and an idle gear meshing with the output gear, wherein the clutch rotates integrally with a clutch input member that rotates integrally with the input gear and the transmission input shaft. Clutch out A clutch actuating member that engages the clutch output member and the clutch input member to transmit the driving force of the drive source output shaft to the transmission input shaft, and the input gear is bearing to the transmission case. The input gear, the output gear, and the idle gear are helical gears, and the axial meshing reaction force that the input gear receives from the idle gear is the shaft that the input gear receives from the clutch operating member. A vehicular power transmission device having a first characteristic that the direction is opposite to a direction engagement load is proposed.

  According to the invention, in addition to the first feature, the clutch actuating member applies a load in a direction away from the drive source to engage the clutch output member and the clutch input member, and the input gear is A vehicle power transmission device is proposed in which the meshing reaction force received from the idle gear is in a direction toward the drive source.

  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 dry clutch 52 of the embodiment corresponds to the clutch of the present invention, and the ball bearing 57 of the embodiment corresponds to the bearing of the present invention. The engine E corresponds to the drive source of the present invention, and the speed change unit U of the embodiment corresponds to the speed change mechanism of the present invention.

  According to the first aspect of the present invention, a transmission input shaft connected via a clutch to a drive source output shaft driven by a drive source, a transmission output shaft connected to drive wheels, and a transmission input A crank-type speed change mechanism capable of shifting the driving force of the shaft and transmitting it to the transmission output shaft, and being arranged in parallel to the speed change mechanism and capable of transmitting the driving force between the drive source output shaft and the transmission output shaft Auxiliary power transmission means, the auxiliary power transmission means is an input gear that rotates integrally with the drive source output shaft, an output gear that is connected to the transmission output shaft, and an idle gear that connects the input element and the output element. Therefore, when the transmission input shaft is stuck and cannot rotate, the clutch is disengaged, the drive source output shaft is disconnected from the transmission input shaft, and the drive power of the drive source is assisted from the drive source output shaft. Transmit to transmission output shaft via power transmission means It is can be retracted drive the vehicle to a repair shop by the driving force of the driving source.

  In addition, the clutch engages the clutch input member that rotates together with the input gear, the clutch output member that rotates together with the transmission input shaft, the clutch output member and the clutch input member, A clutch operating member that transmits to the transmission input shaft, the input gear is supported by the transmission case via a bearing, the input gear, the output gear, and the idle gear are helical gears, and the axial direction that the input gear receives from the idle gear Since the meshing reaction force is opposite to the axial engagement load that the input gear receives from the clutch operating member, the axial force applied to the bearing by the clutch operating member to engage the clutch output member and the clutch input member. By canceling the engagement load with the axial meshing reaction force received from the idle gear by the input gear consisting of both helical gears, It is possible to enhance the durability by reducing the engagement load of the bearings.

  According to the second feature of the present invention, the clutch actuating member applies a load in a direction away from the drive source to engage the clutch output member and the clutch input member, and the meshing reaction force received by the input gear from the idle gear is the drive source. Therefore, the axial engagement load applied to the bearing by the clutch actuating member is canceled by the axial meshing reaction force received by the input gear from the idle gear, thereby improving the durability of the bearing.

FIG. 1 is a skeleton diagram of a vehicle power transmission device. (First embodiment) FIG. 2 is a detailed view of part 2 of FIG. (First embodiment) 3 is a cross-sectional view taken along line 3-3 of FIG. 2 (OD state). (First embodiment) 4 is a cross-sectional view (GN state) taken along line 3-3 in FIG. (First embodiment) FIG. 5 is an explanatory diagram of the operation in the OD state. (First embodiment) FIG. 6 is a diagram for explaining the operation in the GN state. (First embodiment) FIG. 7 is a detailed view of part 7 of FIG. (First embodiment) FIG. 8 is an engagement table of the first and second meshing switching mechanisms. (First embodiment) FIG. 9 is a torque flow diagram in the parking range. (First embodiment) FIG. 10 is a torque flow diagram in the reverse range. (First embodiment) FIG. 11 is a torque flow diagram in the neutral range. (First embodiment) FIG. 12 is a torque flow diagram (normal running state) in the drive range. (First embodiment) FIG. 13 is a torque flow diagram (engine brake state) in the drive range. (First embodiment) FIG. 14 is a torque flow diagram (idling stop state) in the drive range. (First embodiment) FIG. 15 is a torque flow diagram (fail state) in the drive range. (First embodiment) FIG. 16 is a detailed view of 16 part of FIG. (First embodiment)

11A Input shaft body (transmission input shaft)
11B Input shaft upstream (drive source output shaft)
12B Output shaft downstream (transmission output shaft)
26 Input gear 27 Output gear 28 Idle gear 29 Auxiliary power transmission means 52 Dry clutch (clutch)
53 Clutch input member 54 Clutch output member 55 Clutch operating member 56 Transmission case 57 Ball bearing (bearing)
E Engine (drive source)
U transmission unit (transmission mechanism)
W drive wheel

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

First embodiment

  As shown in FIG. 1, the vehicle power transmission device for 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 four transmission units U. That is, the input gear 26 provided on the downstream side of the damper 51 and the output gear 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. The input gear 26, the output gear 27, and the idle gear 28, all of which are connected by an idle gear 28, are helical gears, 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, the dry clutch 52 disposed on the radially inner side of the damper 51 provided in the input shaft upstream portion 11B connected to the engine E is in order from the speed change unit U. A clutch input member 53, a clutch output member 54, and a clutch actuating member 55 stacked on each other. The clutch input member 53 connected to the output side of the damper 51 is integrally formed with the input gear 26 of the auxiliary power transmission means 29 and is supported by the transmission case 56 on the rotating shaft via the ball bearing 57. The clutch output member 54 is connected to the input shaft main body 11A, and the clutch operating member 55 is connected to the clutch actuator 59 via a clutch operating rod 58 that coaxially penetrates the hollow input shaft main body 11A.

  The clutch operating rod 58 is urged to the left in the drawing by a spring (not shown), and the clutch operating member 55 presses the clutch output member 54 against the clutch input member 53 by the clutch operating rod 58, and the clutch output member 54 and the clutch input member 53 are By integrating, the dry clutch 52 is engaged and the input shaft upstream portion 11B and the input shaft main body 11A are integrally coupled. When the clutch actuating rod 58 is driven to the right side in the figure by the clutch actuator 59, the pressure by the clutch actuating member 55 is released, the clutch output member 54 and the clutch input member 53 are separated, and the dry clutch 52 is disengaged to release the input shaft. Transmission of driving force between the upstream portion 11B and the input shaft main body portion 11A is released.

  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 input gear 26. Is transmitted to the transmission shaft 13 via the auxiliary power transmission means 29 including the idle gear 28 and the output gear 27, and is 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. .

  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, there is a problem that the vehicle cannot run because the engine E stalls and cannot be operated.

  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.

  The dry clutch 52 includes a clutch input member 53 that rotates integrally with the input gear 26 of the auxiliary power transmission means 29, a clutch output member 54 that rotates integrally with the input shaft main body 11A, a clutch input member 53, and a clutch output member. 54, and a clutch operating member 55 that transmits the driving force of the input shaft upstream portion 11B to the input shaft main body portion 11A. The input gear 26 is supported by the transmission case 56 via a ball bearing 57. When the dry clutch 52 is engaged, the clutch actuating member 55 presses the clutch output member 54 against the clutch input member 53, so that the ball bearing 57 supporting the clutch input member 53 on the transmission case 56 is placed on the left side of FIG. The engagement load (see arrow A) of the facing dry clutch 52 acts on the durability of the ball bearing 57. There is a possibility on the sound.

  However, according to the present embodiment, the input gear 26, the output gear 27, and the idle gear 28 of the auxiliary power transmission means 29 are formed of helical gears, and the input gear 26 is received from the idle gear 28 and transmitted to the ball bearing 57. Since the meshing reaction force in the direction (see arrow B) is opposite to the axial engagement load received by the input gear 26 from the clutch operating member 55, the dry clutch 52 for urging the ball bearing 57 to the left in the figure. By canceling the engagement load with the meshing reaction force of the input gear 26 that urges the ball bearing 57 to the right in the drawing, the load received by the ball bearing 57 can be reduced and the durability can be increased.

  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 bearing of the present invention is not limited to the ball bearing 57 of the embodiment, and may be a bearing of another form such as a roller bearing having an arbitrary structure.

  The clutch of the present invention is not limited to the dry clutch 52 of the embodiment, and may be a wet clutch.

Claims (2)

A transmission input shaft (11A) connected via a clutch (52) to a drive source output shaft (11B) driven by the drive source (E), and a transmission output shaft ( 12B), a crank-type transmission mechanism (U) capable of shifting the driving force of the transmission input shaft (11A) and transmitting it to the transmission output shaft (12B), and the transmission mechanism (U) Auxiliary power transmission means (29) arranged in parallel and capable of transmitting a driving force between the drive source output shaft (11B) and the transmission output shaft (12B). The auxiliary power transmission means (29) The input gear (26) rotating integrally with the drive source output shaft (11B), the output gear (27) connected to the transmission output shaft (12B), the input gear (26) and the output gear From the idle gear (28) meshing with (27) A power transmission apparatus for a vehicle,
The clutch (52) includes a clutch input member (53) that rotates integrally with the input gear (26), a clutch output member (54) that rotates integrally with the transmission input shaft (11A), and the clutch output. A clutch operating member (55) that engages the member (54) and the clutch input member (53) to transmit the driving force of the drive source output shaft (11B) to the transmission input shaft (11A);
The input gear (26) is supported by a transmission case (56) via a bearing (57), and the input gear (26), the output gear (27), and the idle gear (28) are helical gears, The axial meshing reaction force that the input gear (26) receives from the idle gear (28) is opposite to the axial engagement load that the input gear (26) receives from the clutch operating member (55). A vehicle power transmission device.   The clutch actuating member (55) applies a load in a direction away from the drive source (E) to engage the clutch output member (54) and the clutch input member (53), and the input gear (26) is The power transmission device for a vehicle according to claim 1, wherein the meshing reaction force received from the idle gear (28) is in a direction toward the drive source (E).

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