JP6165716B2 - Rotation transmission element, power on / off transmission device, transmission and transmission system - Google Patents

Description

  The present invention relates to a power transmission technology, and more specifically, a rotary transmission element that is a main component of a power on / off transmission or transmission, and a power on / off transmission configured using the rotary transmission element. The present invention relates to a device and a transmission.

  Many technologies have been developed so far for power transmission devices, especially transmissions, which have contributed to the development of the industry. In particular, transmissions using friction clutches, transmissions using torque converters, continuously variable transmissions, etc. The transmission (CVT) still maintains a high technical level.

  The techniques disclosed in Patent Documents 1 to 3 show specific examples in this technical field. In this technical field, a device using a one-way clutch (one-way clutch) disclosed in Patent Document 4 is also provided.

However, these prior art devices have the following disadvantages (a) to (d).
(A) Device Using Friction Clutch As an example of a transmission having a plurality of gears meshed with each other, the device of this embodiment uses a plurality of gears having different gear ratios, and the number of rotations of the input shaft is set to a plurality of ratios. When transmitting to the output shaft, it is necessary to temporarily cut off the power transmission from the prime mover to the input shaft when switching the meshing of the gears. Therefore, in order to alleviate the influence of the rotation on the prime mover, the transmission of this form must be disengaged once and brought into a meshing state with a small rotation ratio, and then brought into a predetermined gear meshing state and reconnected to the clutch. I must.
(B) Apparatus using a torque converter A torque converter is assembled over the inside and outside of a casing in which three elements of a pump impeller, a turbine liner, and a stator are filled with a viscous fluid (for example, dedicated oil). The output of the prime mover is transmitted to the drive shaft side using the flow of viscous fluid due to operation. In this torque converter, even when a gear transmission is connected to the output shaft, the shock at the time of changing the gear ratio is absorbed by the viscous fluid, so that the gear shifting can be performed smoothly. However, this torque converter needs measures such as prevention of scattering of viscous liquid, prevention of temperature rise, and noise prevention, and therefore, it is large, heavy, and expensive. In addition, technical considerations are necessary to reduce the possibility of the occurrence of mutual interference, unstable operation, and pressure fluctuations of a plurality of control valves for fluids, so that advanced hydraulic control technology is required.
(C) Continuously variable transmission (CVT)
The CVT with high theoretical efficiency always maintains an ideal gear ratio, so that there is little power loss and the transmission system can be reduced in size, so that the weight can be reduced. However, this does not transmit power by meshing the gears, but transmits power by contact pressure between the pulley and the belt, so that it is not suitable for shifting large machinery that generates large torque. In addition, since friction between the pulley and the belt always occurs, a lubrication environment that can be cleaned is required. Therefore, dedicated oil is required for lubrication.

  Transmissions and transmissions have high accuracy, high transmission efficiency, simplicity of configuration, ease of manufacture, small number of parts, light weight, cost reduction, continuously variable gear ratio, and shock mitigation when turning on / off and shifting. It is desirable to satisfy these conditions, but the product characteristics (excellence or inferiority) are determined depending on how much such conditions are satisfied. However, the transmission system of the prior art has the disadvantages (a) to (c) described above and cannot satisfy such conditions completely.

  In addition, the conventional one-way clutch requires a large switching operation force when switching from the clutch engagement state to the clutch disengagement state. This is because the torque of the one-way clutch acts strongly in the clutch engagement state. Because it is. Furthermore, when the rotation input side in the high-speed rotation state is transmitted to the rotation output side in the stop state or the low-speed state, a large impact occurs due to the difference in speed between the two, and this impact causes the component There was a drawback of causing breakage.

Japanese Patent Application Laid-Open No. 07-127667 JP 2011-085171 A JP 2011-149470 A JP 2010-159869 A

  The problems to be solved by the present invention include high accuracy of the power transmission system, high transmission efficiency, simplicity of configuration, ease of manufacture, small number of parts, weight reduction, cost reduction, continuously variable speed ratio, on / off and It is an object of the present invention to provide a rotary transmission element, a power on / off type transmission device, a transmission device, and a transmission system that can satisfy impact relaxation at the time of shifting.

The basic first problem solving means of the present invention is:
In order to transfer rotational power through the outer periphery, the transmission wheel, the transmission shaft, and the transmission wheel and the transmission shaft are rotated in the same direction only in one direction, or rotation is not transmitted between the transmission wheel and the transmission shaft. A one-way clutch that can be interposed on the inner periphery of the transmission wheel and the outer periphery of the transmission shaft,
The one-way clutch has a clutch mounting portion on one of its inner periphery and outer periphery, and has a clutch engagement portion on the other of its inner periphery and outer periphery,
The transmission wheel and the transmission shaft are combined such that the transmission shaft is disposed on the axial center side and the transmission wheel is relatively disposed on the outer peripheral side,
A clutch mounting portion of the one-way clutch is fixed to either the inner periphery of the transmission wheel or the outer periphery of the transmission shaft, and the one-way clutch is fixed to either the inner periphery of the transmission wheel or the outer periphery of the transmission shaft. A transmission area portion that achieves clutch engagement corresponding to the clutch engagement portion of
When the transmission area portion and the clutch engagement portion coincide with each other, the one-way clutch enters a clutch engagement state that connects the transmission wheel and the transmission shaft, and the transmission area portion and the clutch engagement portion Is a state in which the connection between the transmission wheel and the transmission shaft is released, the rotation transmission element is provided.

In this basic problem solving means of the present invention, there is a clutch mounting portion on the outer periphery of the one-way clutch, a clutch engaging portion on the inner periphery of the one-way clutch, and the one-way clutch is connected to the inner side of the transmission wheel. The transmission area portion fixed to the periphery and corresponding to the clutch engaging portion of the one-way clutch may be provided on the outer periphery of the transmission shaft, or the clutch mounting portion is provided on the inner periphery of the one-way clutch. A clutch engaging portion on an outer periphery of the one-way clutch, the one-way clutch is fixed to an outer periphery of the transmission shaft, and a transmission area portion corresponding to the clutch engaging portion of the one-way clutch is on an inner periphery of the transmission wheel. It is good also as a form provided.

The second problem solving means of the present invention is:
A transmission wheel for transferring rotational power through the outer periphery, a transmission shaft which is a shaft center member for rotation,
The transmission wheel and the transmission shaft rotate in the same direction and only in one direction, or rotation is not transmitted between the transmission wheel and the transmission shaft, and between the inner periphery of the transmission wheel and the outer periphery of the transmission shaft. With a one-way clutch that can intervene,
The one-way clutch has an inner periphery corresponding to the outer periphery of the transmission shaft, an outer periphery corresponding to the inner periphery of the transmission wheel, and the inner periphery of the one-way clutch has a circumferential direction with respect to the transmission shaft. There is a clutch mounting portion that allows relative movement in the axial direction with the transmission shaft while restraining relative movement, and on the outer periphery of the one-way clutch, there is a clutch engagement portion that clutches the transmission wheel,
A transmission area portion that achieves clutch engagement with the one-way clutch corresponding to the clutch engagement portion of the one-way clutch is provided on the inner periphery of the transmission wheel,
The transmission shaft corresponds to be freely engageable with a clutch mounting portion of the one-way clutch through the outer periphery thereof, and the outer periphery of the transmission shaft is restrained from relative movement in the circumferential direction with respect to the one-way clutch. A clutch guide that allows relative movement in the axial direction with the one-way clutch,
The transmission shaft is disposed on the axial side and the transmission wheel is relatively disposed on the outer peripheral side, and the transmission shaft and the transmission wheel are combined with each other;
The one-way clutch is fitted on the outer periphery of the transmission shaft, and the clutch guide portion on the outer periphery of the transmission shaft and the clutch mounting portion on the inner periphery of the one-way clutch are relatively fitted, and by this fitting, The one-way clutch is slidable in the axial direction while restraining rotation in the circumferential direction on the outer periphery of the transmission shaft,
When the transmission area portion in the inner periphery of the transmission wheel and the clutch engagement portion of the one-way clutch coincide with each other, the transmission wheel and the transmission shaft are clutch-engaged by the one-way clutch, wherein the clutch engagement with the driving wheel and the transmission shaft is released when the one-way clutch and the transmission area portion and the clutch engaging portion in the inner periphery outside the transmission shaft does not match to each other It is in providing the rotation transmission element which becomes.

The third problem solving means of the present invention is:
A transmission wheel for transferring rotational power through the outer periphery, a transmission shaft which is a shaft center member for rotation,
The transmission wheel and the transmission shaft are rotated in the same direction and only in one direction, or rotation is not transmitted between the transmission wheel and the transmission shaft, and is interposed between the inner periphery of the transmission wheel and the outer periphery of the transmission shaft. With a one-way clutch that can
The one-way clutch engages or disengages the clutch between the inner periphery of the transmission wheel and the outer periphery of the transmission shaft,
On the outer periphery of the transmission shaft, a tubular sub-transmission shaft that is operated to move in the axial direction is provided,
The one-way clutch has a clutch mounting portion on one of its inner periphery and outer periphery, and has a clutch engagement portion on the other of its inner periphery and outer periphery,
The transmission shaft corresponds to the auxiliary transmission shaft so as to be freely fitted through the outer periphery thereof, and the axial relative movement with the auxiliary transmission shaft is restricted while restraining the relative movement in the circumferential direction with the auxiliary transmission shaft. A movement guide male part that allows
The sub-transmission shaft corresponds to the sub-transmission shaft so that it can be freely fitted through the inner periphery of the sub-transmission shaft, and the inner periphery of the sub-transmission shaft restrains relative movement in the circumferential direction with respect to the transmission shaft. A movement guide female part that allows relative movement of
The transmission shaft and the transmission wheel are relatively arranged such that the transmission shaft is on the axial center side and the transmission wheel is on the outer peripheral side, and combined with each other,
A clutch mounting portion of the one-way clutch is fixed to one of the inner periphery of the transmission wheel and the outer periphery of the sub-transmission shaft, and one of the inner periphery of the transmission wheel and the outer periphery of the sub-transmission shaft is connected to the one end. A transmission area portion that achieves the clutch engagement corresponding to the clutch engagement portion of the directional clutch is provided,
When the transmission area portion and the one-way clutch coincide with each other, the transmission wheel and the transmission shaft are in a clutch engagement state by the one-way clutch, and the transmission area portion and the one-way clutch are The present invention is to provide a rotary transmission element characterized in that the clutch engagement by the one-way clutch is released between the transmission wheel and the transmission shaft when they do not coincide with each other.

In the third problem-solving means of the present invention, the one-way clutch has the clutch mounting portion on the outer periphery, the one-way clutch has the clutch engagement portion on the inner periphery, and the one-way clutch is located inside the transmission wheel. A transmission area portion fixed to the periphery and corresponding to the clutch engagement portion of the one-way clutch to achieve the clutch engagement may be provided on the outer periphery of the auxiliary transmission shaft, or the one-way clutch There is a clutch mounting part on the inner periphery of the one-way clutch, and there is a clutch engaging part on the outer periphery of the one-way clutch, and the one-way clutch is fixed to the outer periphery of the auxiliary transmission shaft, and corresponds to the clutch engaging part of the one-way clutch. And the transmission area part which achieves the clutch engagement can be made into the form provided in the inner periphery of the said transmission wheel.

The fourth problem solving means of the present invention is:
A transmission wheel for transferring rotational power through the outer periphery, a transmission shaft which is a shaft center member for rotation,
The transmission wheel and the transmission shaft are rotated in the same direction only in one direction, or the rotation between the transmission wheel and the transmission shaft is not transmitted, and the inner periphery of the transmission wheel and the outer periphery of the transmission shaft A one-way clutch having a double structure having a clutch engaging part inside and outside,
And a tubular operation member for moving operating the one-way clutch in the axial direction,
At least a part of the inner periphery of the transmission wheel is provided with a transmission area part that achieves clutch engagement corresponding to the outer clutch engaging part. At least a part of the outer periphery of the transmission shaft is provided. In addition, a transmission area portion that achieves clutch engagement corresponding to the inner clutch engagement portion is provided,
The transmission shaft is on the axial center side, the transmission wheel is relatively disposed on the outer peripheral side, and the transmission shaft and the transmission wheel are combined with each other,
On the outer periphery of the transmission shaft, the one-way clutch is fitted via a clutch engagement portion inside the one-way clutch, and the operation members are fitted on both ends of the one-way clutch, respectively.
When the transmission area portion on the inner peripheral side of the transmission wheel, the transmission area portion on the outer peripheral side of the transmission shaft, and the inner and outer clutch engagement portions of the one-way clutch coincide with each other, the transmission wheel and the transmission shaft are When the one-way clutch enters the clutch engagement state, and the transmission area portion and the clutch engagement portion do not match each other, the transmission wheel and the transmission shaft are released from the clutch engagement of the one-way clutch. Another object of the present invention is to provide a rotary transmission element characterized by the above.

In the first to fourth problem solving means, one transmission wheel and one transmission shaft may be adapted to be engaged with each other by two one-way clutches.

The fifth problem solving means of the present invention is:
Two rotational transmission elements including a transmission wheel for transferring rotational power through the outer periphery and a transmission shaft rotatably provided at the axial center of the transmission wheel;
The corresponding transmission wheels of the respective rotary transmission elements are connected to each other by means of any one of a direct connection means not via a transmission linkage member and an indirect linkage means via a transmission linkage member,
At least one of the two rotational transmission elements is due to any one of the first to fourth problem solving means,
When the transmission wheel of the rotation transmission element and the transmission shaft are clutch-engaged by a one-way clutch, rotation is transmitted from one rotation transmission element side to the other rotation transmission element side, and the transmission wheel of the rotation transmission element Provided is a power on / off transmission device characterized in that when the clutch engagement with the transmission shaft is released, the rotation from one rotation transmission element side to the other rotation transmission element side is not transmitted. There is.

The sixth problem solving means of the present invention is:
An output rotational transmission element and an input rotational transmission element, wherein the output rotational transmission element delivers rotational power through the outer periphery, and a plurality of adjacent transmission wheels and axial portions of the plurality of transmission wheels The input rotation transmission element also passes the rotational power through the outer periphery, and a plurality of transmission wheels adjacent to each other and the plurality of transmission wheels A transmission shaft provided at the shaft center and rotatably supported;
At least one of the output rotation transmission element and the input rotation transmission element is a rotation transmission element according to first to fourth problem solving means, and is additionally provided in the rotation transmission element. Each transmission wheel and the transmission shaft are clutch-engaged by the one-way clutch, or the clutch engagement is released,
The direct transmission means not via the transmission linkage member and the indirect linkage means via the transmission linkage member in which the transmission wheels on the output rotary transmission element side and the transmission wheels on the input rotary transmission element side correspond to each other. Connected freely by any connecting means,
When the transmission shaft and one of the transmission wheels are clutch-engaged by a one-way clutch, rotation is transmitted from the input rotation transmission element side to the output rotation transmission element side, and the one-way clutch It is an object of the present invention to provide a transmission apparatus characterized in that the clutch is engaged with the transmission shaft so that the transmission is changed by changing from one transmission wheel to the other transmission wheel.

In a sixth problem solving means, a forward rotation transmission system and a reverse rotation transmission system are provided between the output rotation transmission element and the input rotation transmission element, and the transmission system for the forward and reverse rotations is identical. It can be set as the form switched by the axial direction operation means provided with the direction clutch. In this case, it is preferable that intermittent means for connecting or disconnecting adjacent transmission wheels of the rotary transmission element is provided, and that the transmission system for transmitting rotation includes a planetary gear transmission mechanism. preferable.

The seventh problem solving means of the present invention is:
A transmission device according to the sixth problem solving means, a rotation driving system provided on the rotational power input side of the transmission device, and a rotational operation system provided on the rotational power output side of the transmission device; In the transmission system in which the rotation driving system, the transmission, and the rotation operation system are combined so that the rotation power of the rotation driving system is transmitted to the rotation operation system via the transmission,
When the one-way clutch of the rotation transmission element of the transmission is switched from the clutch engagement state to the clutch disengagement state or when the clutch transmission state is switched from the clutch disengagement state to the clutch engagement state, relative to the transmission wheel and the transmission shaft of the rotation transmission element Another object of the present invention is to provide a transmission system characterized in that the one-way clutch is switched so that the clutch engagement of the one-way clutch is not performed with a difference in rotational speed.

In the seventh problem-solving means, when the one-way clutch is switched while the clutch engagement of the one-way clutch is not performed, the rotation speed or the rotation speed of the measurement object of the rotation driving system, and the rotation operation The rotational speed or the rotational speed of the measurement object of the system can be detected, respectively, and a relative rotational speed difference can be given to the transmission wheel and the transmission shaft of the rotational transmission element based on the detection result.

The rotational transmission element, the power on / off transmission device, and the transmission according to the present invention can achieve the following effects (1) to (5) by having the above-described configuration.
(1) The rotational transmission element according to the present invention engages or disengages the transmission wheel and the transmission shaft by relatively moving the transmission area portion and the one-way clutch in the axial direction. A transmission device and a transmission device configured using elements can perform a power on / off operation or a shift operation by shifting elements other than the transmission wheel in the axial direction. In this way, it is possible to perform power transmission and gear shifting operations by moving only the transmission shaft in the axial direction without connecting or disconnecting the transmission wheels corresponding to transmission freely. Therefore, the operation can be performed very smoothly, and therefore, the impact mitigation at the time of turning on / off the power and shifting can be greatly relieved.
(2) When the rotary transmission element of the present invention is used in a multi-stage transmission, power on / off and shifting are performed while the transmission wheels are connected to each other. Since all are in the connected state, the continuity of the shift can be ensured by the continuous displacement operation in the axial direction of the transmission shaft across the respective shift stages. In addition, by making the gear ratio of each stage a fine stepwise multi-stage shift, it is possible to realize a gear shift that is almost equivalent to a continuously variable shift, and therefore, it is possible to obtain a continuously variable speed ratio.
(3) For the power on / off type transmission device according to the present invention, for example, a gear transmission system with good transmission efficiency can be selected. Therefore, this is compared with the conventional continuously variable transmission using the friction transmission system. As a result, the transmission efficiency is increased, which has the advantage of reducing the power loss particularly during gear shifting.
(4) The main components of the transmission system of the rotary transmission element, power on / off transmission device and transmission according to the present invention are the transmission shaft, the transmission wheel and the one-way clutch, and do not require any special parts. Therefore, it can be manufactured stably with high quality, and therefore a rotary transmission element, a power on / off transmission device, and a transmission can be provided with high accuracy.
(5) Since the rotational transmission element according to the present invention includes a transmission shaft, a transmission wheel, an operation member, and a one-way clutch, the number of parts is extremely small and lightweight. Since the transmission shaft has only a simple transmission area portion, the structure is simple and the manufacture is easy. Therefore, this rotary transmission element can satisfy the simplicity of construction, the ease of manufacture, the reduction in the number of parts and the weight reduction, and hence the price of the product can be reduced. The same effect can also be obtained by the power on / off type transmission device and the transmission device of the present invention using the.
(6) The power on / off transmission and transmission according to the present invention have the same effect as described above because the rotational transmission element is a constituent element, and parts other than the rotational transmission element are Since conductive parts can be used, the structure is simple and easy to manufacture, and the number of parts, weight reduction, and cost reduction can be achieved.
(7) In the transmission system according to the present invention, the transmission of the present invention, the rotation driving system, and the rotation operating system are combined. Therefore, when the clutch is switched by the transmission, the transmission wheel and the transmission shaft of the rotation transmission element are used. The clutch switching is performed with a relative rotational speed difference, that is, the clutch engagement of the one-way clutch is not performed. Clutch switching performed in a state where clutch engagement is not performed can be performed smoothly with almost no operation force required. Also, when switching the rotation input side in the high-speed rotation state to the rotation output side in the stop state or the low-speed state, switching is performed in a state where the clutch engagement is not established, so that an impact at the time of switching may occur. Therefore, the clutch can be switched smoothly, and therefore, the parts are not damaged at the time of switching.
(8) In the clutch switching described above, the rotation speed or the number of rotations of the measurement object of the rotational driving system and the rotation speed or the number of rotations of the measurement object of the rotation operation system are respectively detected, and the rotation is performed based on the detection result. Since a relative rotational speed difference is provided between the transmission wheel and the transmission shaft in the transmission element, rational and stable clutch switching without any trouble can be performed more accurately.

It is sectional drawing which shows embodiment of the 1st group of the rotational transmission element which concerns on this invention. It is explanatory drawing which shows embodiment of the 2nd group of the rotational transmission element which concerns on this invention. It is explanatory drawing which shows embodiment of the 3rd group of the rotational transmission element which concerns on this invention. It is a schematic sectional drawing of the principal part of the various one-way clutch used for this invention. It is sectional drawing of 1st Embodiment of the power on-off type transmission device which concerns on this invention. It is sectional drawing of 2nd Embodiment of the power on-off type transmission device which concerns on this invention. It is sectional drawing of 3rd Embodiment of the power on-off type transmission device which concerns on this invention. It is sectional drawing of 4th Embodiment of the power on-off type transmission device which concerns on this invention. It is sectional drawing of 5th Embodiment of the power on-off type transmission device which concerns on this invention. It is sectional drawing of 1st Embodiment of the transmission which concerns on this invention. It is sectional drawing of 2nd Embodiment of the transmission which concerns on this invention. It is sectional drawing of 3rd Embodiment of the transmission which concerns on this invention. It is sectional drawing of 4th Embodiment of the transmission which concerns on this invention. It is sectional drawing of 5th Embodiment of the transmission which concerns on this invention. It is sectional drawing of 6th Embodiment of the transmission which concerns on this invention. It is sectional drawing of 7th Embodiment of the transmission which concerns on this invention. 1 is a cross-sectional view including a schematic block circuit diagram of one embodiment of a transmission system according to the present invention, in which a transmission of the transmission system is in a reduction clutch engagement state. It is sectional drawing of the clutch neutral state of the transmission of the transmission system of FIG. It is sectional drawing of the speed-up clutch engagement state of the transmission of the transmission system of FIG. It is a block diagram of the control process of the motor | power_engine rotation of the transmission system of FIG.

  Embodiments of a rotary transmission element according to the present invention will be described first with reference to the accompanying drawings, and then embodiments of a power on / off transmission device and a transmission will be sequentially described with reference to the accompanying drawings.

  In the typical example, each component (part) of the rotary transmission element, the power on / off transmission device, and the transmission device according to the present invention is mainly composed of a metal such as carbon alloy steel. Such flexible parts are made of rubber, synthetic resin or the like.

  The rotary transmission element 111 according to the present invention is shown in various embodiments in FIG. 1A, 1B, and 1F show a rotation transmission element 111 that can be used for a gear transmission system, and FIG. 1C shows a rotation transmission element that can be used for a belt transmission system. 111 shows a rotation transmission element 111 that can be used in the timing belt transmission system. Further, FIG. 1 (E) shows a rotary transmission element 111 that can be used in a chain transmission system.

  A rotational transmission element 111 in FIG. 1A includes a transmission wheel 121 for transferring rotational power through the outer periphery, and a transmission shaft 141 that is a shaft member for rotation. The transmission wheel 121 is a spur gear. More specifically, the transmission wheel 121 is a spur gear such as a large gear (pinion) or a small gear (pinion), and a large number of teeth parallel to the axis of the transmission wheel 121 are on the outer periphery of the gear. The transmission shaft 141 is processed as described later.

  The one-way clutch 131 in FIG. 1A is also referred to as a free wheel. As is well known, the one-way clutch 131 is for transmitting a rotational force only in one direction. The one-way clutch 131 is attached to the inner periphery of the transmission wheel 121 by one or a plurality of appropriate means such as press fitting means, shrink fitting means, cold fitting means, key fastening means, screw fastening means, and welding means. ing. An example of this one-way clutch 131 is shown in FIG. 4, and this will be briefly described below.

  The main configuration of the one-way clutch 131 shown in FIGS. 4A and 4B is the same as that disclosed in Japanese Patent Application Laid-Open No. 2007-255604. 4A and 4B includes an outer ring 132Y, a roller 133, and a spring member 134. The outer ring 132Y is attached to the inner periphery of the transmission wheel 121. The roller 133 is disposed between the outer ring 132Y and the transmission shaft 141. A cam surface 132a is provided on the inner peripheral surface of the outer ring 132Y. The spring member 134 presses the roller 133 in the clutch engagement direction. Therefore, when the transmission shaft 141 rotates in the clockwise direction (forward direction) in FIG. 4 and the roller 133 engages with the cam surface 132a, as shown in FIG. 4A, the transmission wheel 121 and the transmission shaft 141 Relative rotation is constrained. Accordingly, the output rotation (rotational torque) of the transmission shaft 141 is transmitted to the transmission wheel 121 via the one-way clutch 131. In contrast, when the transmission shaft 141 rotates in the counterclockwise direction (reverse direction) and the roller 133 escapes to the side where there is a gap in the cam surface 132a, the roller 133 idles as shown in FIG. Thus, relative rotation of the inner and outer wheels 132 and 133 is allowed. Therefore, the output rotation of the transmission shaft 141 is not transmitted to the transmission wheel 121. As is clear from this description, the one-way clutch 131 in FIGS. 4A and 4B has a clutch engagement portion CC with the transmission shaft 141 on the inner periphery thereof, and a clutch mounting portion CW on the outer periphery thereof. is there. As described above, the one-way clutch 131 shown in FIGS. 4A and 4B is attached to the inner periphery of the transmission wheel 121 via the clutch mounting portion CW on the outer periphery thereof, and the clutch engagement on the inner periphery thereof. The clutch engages with the outer periphery of the transmission shaft 141 (a transmission area 142 described later) via the joint CC. The one-way clutch 131 shown in FIGS. 4 (A) and 4 (B) is referred to as an inner peripheral engagement type because the clutch is engaged through the inner periphery thereof.

  The main configuration of the one-way clutch 131 shown in FIGS. 4C and 4D is the same as that disclosed in Japanese Patent Laid-Open No. 2009-156466. The one-way clutch 131 shown in FIGS. 4C and 4D also has the same basic configuration as that shown in FIGS. However, in the one-way clutch 131 shown in FIGS. 4C and 4D, a plurality of holding spaces 132b having cam surfaces 132a are formed at equal intervals on the inner peripheral surface of the outer ring 132Y. A needle-type roller 133 is interposed in each holding space 132b, and this roller 133 is pushed in a predetermined direction by a spring member 134 in the holding space 132b. 4C and 4D, when the transmission shaft 141 rotates counterclockwise and the roller 133 engages with the cam surface 132a, the transmission wheel 121 and the one-way clutch 131, as shown in FIG. When the relative rotation with the transmission shaft 141 is constrained and the transmission shaft 141 rotates in the clockwise direction and the roller 133 escapes to the side with the gap on the cam surface 132a, the roller 133 is idled as shown in FIG. Relative rotation of the inner and outer wheels 132 and 133 is allowed. Accordingly, in the one-way clutch 131 shown in FIGS. 4C and 4D, the rotational torque of the transmission shaft 141 is transmitted to the transmission wheel 121 via the one-way clutch 131 in the state shown in FIG. In this state, the rotational torque of the transmission shaft 141 is not transmitted to the transmission wheel 121. The one-way clutch 131 in FIGS. 4C and 4D also has a clutch engagement portion CC with the transmission shaft 141 on the inner periphery thereof, and a clutch mounting portion CW on the outer periphery thereof. Therefore, this one-way clutch 131 is also an inner periphery engagement type.

  Returning to FIG. 1 again, the transmission shaft 141 in FIG. 1 (A) can be freely engaged with the one-way clutch 131 in FIG. 4 (A) (B) or 4 (C) (D). The transmission area portion 142 and the non-transmission area portion 143 are provided adjacent to each other in the axial direction on the outer periphery thereof. The transmission area part 142 is an area where the one-way clutch 131 of the transmission wheel 121 engages with the clutch when rotating in one specific direction, and the non-transmission area part 143 is in either the forward or reverse rotation direction with respect to the one-way clutch 131. Is a region where clutch engagement is not performed. Specifically, the outer periphery of the transmission area 142 is inscribed so as to engage with the inner periphery of the one-way clutch 131 (clutch engagement portion CC), and the outer periphery of the non-transmission area 143 is a one-way clutch. There is a slight gap between the inner periphery of 131 and therefore it is not in contact with the inner periphery of the one-way clutch 131 (clutch engagement portion CC). When the inner diameter of the one-way clutch 131 is “D”, the outer diameter of the transmission area 142 is “d1”, and the outer diameter of the non-transmission area 143 is “d2”, the relationship [D≈d1> d2] is established. doing. In this case, D≈d1 is substantially regarded as [D = d1], but the fit between the one-way clutch 131 and the transmission area portion 142 is established with a very small difference in diameter. , D is slightly smaller than D. The outer diameter of the transmission area 142 of the transmission shaft 141 is larger than the outer diameter of the non-transmission area 143. Further, between the transmission area 142 and the non-transmission area 143 of the transmission shaft 141, a slope circumferential surface 144 for step relief is provided by a tapered surface or an arc surface for reducing the step of the area 142, 143. Is formed.

In the rotational transmission element 111 of FIG. 1A composed of a transmission wheel 121, an inner peripheral engagement type one-way clutch 131 and a transmission shaft 141, the transmission wheel 121 is held and fitted on the outer periphery of the transmission shaft 141. ing. Since the transmission wheel 121 and the transmission shaft 141 combined in this manner are not restrained against movement in the axial direction, the relative movement in the axial direction of both can be freely performed. That is, the transmission wheel 121 is shifted from a position corresponding to the transmission area 142 of the transmission shaft 141 to the non-transmission area 143 side of the transmission shaft 141, or conversely, corresponds to the non-transmission area 143 of the transmission shaft 141. It is possible to shift from the position to the transmission area 142 side of the transmission shaft 141. When the transmission wheel 121 is located in the transmission area 142 of the transmission shaft 141, the one-way clutch 131 on the transmission wheel 121 side that can transmit rotation in a specific direction is connected to the transmission shaft 141 via the clutch engagement portion CC. Engage with the transmission area 142. The specific direction in this case is one of a clockwise direction (forward rotation direction) and a counterclockwise direction (reverse rotation direction). When the clutch is engaged, the transmission wheel 121 and the transmission shaft 141 rotate integrally only in a specific direction. When the transmission wheel 121 is positioned in the non-transmission area portion 143 of the transmission shaft 141, the clutch engagement with the transmission shaft 141 by the one-way clutch 131 of the transmission wheel 121 is not performed in both the forward and reverse directions. Therefore, in this case, power is not transmitted between the transmission wheel 121 and the transmission shaft 141.

  In the rotational transmission element 111 of FIG. 1B, the transmission wheel 121 is composed of a bevel gear. The other configuration of the rotational transmission element 111 in FIG. 1B is substantially the same as the configuration of the rotational transmission element 111 in FIG. 1B, the function of the one-way clutch 131 with respect to the transmission shaft 141 is substantially the same as that of the rotation transmission element 111 of FIG.

  In the rotational transmission element 111 of FIG. 1C, the transmission wheel 121 is formed of a pulley of a flat belt. The transmission wheel 121 may be a flat belt pulley with a flange or a V belt pulley depending on the type of belt. In the transmission system using the rotary transmission element 111 of FIG. 1C, a predetermined belt is hung on the outer periphery of the transmission wheel 121. The other configuration of the rotational transmission element 111 in FIG. 1C is substantially the same as the configuration of the rotational transmission element 111 in FIG. Similarly, in the rotational transmission element 111 in FIG. 1C, the function of the one-way clutch 131 with respect to the transmission shaft 141 is substantially the same as that of the rotational transmission element 111 in FIG.

  In the rotational transmission element 111 of FIG. 1 (D), the transmission wheel 121 is composed of a timing belt wheel (timing pulley), and in the transmission system in which the rotational transmission element 111 is used, there is a timing belt on the outer periphery of the transmission wheel 121. It is hung. 1D is substantially the same as the configuration of the rotational transmission element 111 in FIG. 1A, and the function of the one-way clutch 131 with respect to the transmission shaft 141 is also illustrated in FIG. It is substantially the same as that of the rotational transmission element 111 of 1 (A).

  In the rotary transmission element 111 in FIG. 1E, the transmission wheel 121 is formed of a sprocket (also referred to as a sprocket gear or a chain wheel). In the transmission system in which the rotational transmission element 111 is used, a chain is hung on the outer periphery of the transmission wheel 121. The other configuration of the rotational transmission element 111 and the function of the one-way clutch 131 are substantially the same as those of the rotational transmission element 111 of FIG.

  The transmission wheel 121 of the rotary transmission element 111 in FIG. 1 (F) is composed of a spur gear similar to that in FIG. 1 (A), but the one-way clutch 131 has the configuration shown in FIGS. Based on this, some configurations differ from the previous examples as follows.

  The one-way clutch 131 of FIGS. 4 (E) and 4 (F) is an outer periphery engagement type, and the configuration of the inner periphery and outer periphery is opposite to that of the inner periphery engagement type. 4E and 4F includes an inner ring 132X, a roller 133, and a spring member 134. The inner ring 132X is mounted on the outer periphery of the transmission shaft 141, and the roller 133 is disposed between the inner ring 132X and the outer periphery of the one-way clutch 131 (that is, the inner periphery of the transmission wheel 121). A cam surface 132a is provided on the outer peripheral surface of the inner ring 132X. The spring member 134 presses the roller 133 in the clutch engagement direction. Therefore, when the transmission shaft 141 rotates counterclockwise (reverse direction) and the roller 133 engages with the cam surface 132a, the relative rotation between the transmission wheel 121 and the transmission shaft 141 is restricted as shown in FIG. Then, the output rotation (rotational torque) of the transmission shaft 141 is transmitted to the transmission wheel 121 via the one-way clutch 131. On the other hand, when the transmission shaft 141 rotates in the clockwise direction (forward direction) and the roller 133 escapes to the side with the gap of the cam surface 132a, the roller 133 idles as shown in FIG. The relative rotation of 133 is allowed, and the output rotation of the transmission shaft 141 is not transmitted to the transmission wheel 121. As is clear from this description, the one-way clutch 131 in FIGS. 4E and 4F has a clutch mounting portion CW for the transmission shaft 141 on the inner periphery thereof, and a clutch engagement portion for the transmission wheel 121 on the outer periphery thereof. There is CC. When the transmission shaft 141 in FIG. 1 (F) is a spline shaft, the inner periphery (clutch engagement portion CC) of the one-way clutch 131 in FIGS. (E) and (F) corresponds to the spline shaft. Spline grooves (irregular stripes) are formed. The one-way clutch 131 in FIGS. 4E and 4F is mounted on the outer periphery of the transmission shaft 141 via a clutch mounting portion CW, and the inner periphery of the transmission wheel 121 (transmission described later) via the clutch engagement portion CC. The area 122) is engaged with the clutch.

  The transmission shaft 141 in FIG. 1 (F) in which the one-way clutch 131 in FIGS. 4 (E) and 4 (F) is used includes a spline shaft. Therefore, the outer periphery of the transmission shaft 141 is formed with irregularities over the entire circumference at equal intervals. On the other hand, the inner periphery (clutch mounting portion CW) of the one-way clutch 131 in FIGS. Concavities and convexities are formed. The transmission shaft 141 in FIG. 1 (F) is combined with the one-way clutch 131 in FIGS. 4 (E) and (F) in a state of passing through the shaft center portion of the one-way clutch 131. In this case, since the one-way clutch 131 and the transmission shaft 141 are spline-coupled, they relatively move in the axial direction but are relatively constrained in the circumferential direction and rotate integrally. The outer periphery of the one-way clutch 131 corresponds to the inner periphery (transmission area portion 122) of the transmission wheel 121 so that the clutch can be freely engaged. Further, two tubular operation members 151 are slidably fitted on the transmission shaft 141 of FIG. These two operation members 151 have an inner diameter corresponding to the outer periphery of the transmission shaft 141 and have an outer diameter capable of entering the inner periphery of the transmission wheel 121. These operation members 151 are for moving the one-way clutch 131 in the axial direction, and are located at positions adjacent to both ends of the one-way clutch 131 on the outer periphery of the transmission shaft 141. The one-way clutch 131 is moved by both operation members 151 to engage or disengage the clutch (clutch disengagement).

  The one-way clutch 131 of the outer peripheral engagement type shown in FIGS. 4E and 4F can also be applied to the rotary transmission element 111 shown in FIGS. 1B to 1F using a transmission wheel 121 other than a spur gear. it can. In the rotation transmission element 111 of FIGS. 1A to 1F, two or more transmission wheels 121 may be combined with one transmission shaft 141. In this case, the plurality of transmission wheels 121 and one transmission shaft 141 are provided so as to be capable of clutch engagement via the one-way clutch 131, respectively.

  1A to 1F, the transmission area 111 (122, 142) is on the transmission wheel 121 side or the transmission shaft 141 side, as described above. In the rotary transmission element 111 of FIGS. 1A to 1E, the transmission shaft 141 has a transmission area portion 142 and a non-transmission area portion 143. Some other rotational transmission elements 111 do not have the non-transmission area 143. An embodiment of such a rotary transmission element 111 is described below with reference to FIG.

  In the rotational transmission element 111 of FIG. 2 (A), the transmission shaft 141 has narrow diameter portions 145 on both sides of the center of the transmission area portion 142, and a plurality of bearings 146 are provided on the outer periphery of these small diameter portions 145. It has been. These bearings 146 are held on the small-diameter portion 145 by a spacer ring 147a fitted into the small-diameter portion 145 of the transmission shaft 141 and an end plug 148 screwed into the end of the small-diameter portion 145. In the illustrated transmission shaft 141, a bearing 146 adjacent to the one-way clutch 131 forms a non-transmission area portion 143. In this transmission shaft 141, even if the one-way clutch 131 is on the bearing 146 and the one-way clutch 131 and the bearing 146 are engaged with each other, the outer ring (bearing outer periphery) of the bearing 146 has a small diameter portion. Since it only rotates freely on 145, no power is transmitted between the one-way clutch 131 and the transmission shaft 141. There may be only one bearing 146 on both sides of the transmission area 142.

  In the transmission shaft 141 of the rotary transmission element 111 in FIG. 2B, a tubular or cylindrical rotary ring 149 is rotatably fitted on the outer periphery of the transmission shaft narrow diameter portion 145 instead of the bearing 146. A stopper ring 147b for retaining the rotation ring 149 is fitted on the outer periphery of the small diameter portion 145 next to the rotation ring 149. The key groove formed on the inner peripheral surface of the stopper ring 147b and the key groove formed on the outer peripheral surface of the narrow diameter portion of the transmission shaft 141 coincide with each other, and the key 150 is inserted across these key grooves. The stopper ring 147b is thereby fixed to the transmission shaft 141. In the transmission shaft 141 in FIG. 2B, the rotating ring 149 adjacent to the transmission area 142 constitutes a non-transmission area 143. Even if the one-way clutch 131 is on the rotary ring 149 and these are engaged with the clutch, the rotary ring 149 freely rotates on the small-diameter portion 145, so that the power is transmitted between the one-way clutch 131 and the transmission shaft 141. There is no transmission.

  In the rotational transmission element 111 of FIG. 2C, the outer periphery engagement type one-way clutch 131 of FIGS. 4E and 4F is fixed to the outer periphery of the transmission shaft 141. The outer peripheral engagement type one-way clutch 131 has a clutch engagement portion CC on its inner periphery and a clutch mounting portion CW on its outer periphery. Therefore, in the example of FIG. 2C, the one-way clutch 131 is fixed to the outer periphery of the transmission shaft 141 via the clutch mounting portion CW, and the inner periphery of the transmission wheel 121 is the clutch engaging portion CC of the one-way clutch 131. And a corresponding transmission area 122. The shape and structure of the transmission area 142 of the transmission shaft 141 in FIG. 2C are substantially the same as those in FIG. 1A and the like, but the transmission shaft 141 includes the transmission area 142 and the non-transmission area. The part 143 is not required.

  The rotation transmission element 111 in FIG. 2C in which the outer periphery engagement type one-way clutch 131 is used is, for example, the rotation in FIG. 1A in which the inner periphery engagement type one-way clutch 131 is used. The structure of the one-way clutch is different from that of the transmission element 111, but the rotation transmission element 111 in FIG. 2 (C) transmits power transmitted between the transmission wheel 121 and the transmission shaft 141 to another rotation. It is hardly different from the transmission element. 2C, the one-way clutch 131 on the outer periphery of the transmission shaft is fitted into the inner periphery of the transmission wheel 121, and the transmission area portion 122 and the clutch engagement portion CC are engaged with the clutch. In the combined state, power is transmitted between the transmission wheel 121 and the transmission shaft 141. On the other hand, the transmission shaft 141 is moved to the right or left in the axial direction from the state of FIG. 2C to cause the one-way clutch 131 on the outer periphery of the transmission shaft to escape from the inner periphery of the transmission wheel 121, thereby transmitting the transmission area portion 122. When the clutch engagement state between the clutch engagement portion CC and the clutch engagement portion CC is released (clutch disengagement state), power is not transmitted between the transmission wheel 121 and the transmission shaft 141.

  The rotation transmission element 111 in FIG. 2D also uses an outer peripheral engagement type one-way clutch 131. Therefore, in this rotary transmission element 111, the configuration of the transmission shaft 141 is practically the same as that of FIG. The rotational transmission element 111 also has the same power transmission function and clutch function between the transmission wheel 121 and the transmission shaft 141 as those in FIG. In the rotary transmission element 111 in FIG. 2D, the outer diameter of the outer periphery of the transmission shaft 141 is constant, which is different from that in FIG. The constant outer diameter of the transmission shaft 141 may not be the entire shaft length. For example, only the clutch mounting portion and the adjacent portions on both sides thereof may have a constant outer diameter.

  The rotational transmission element 111 in FIG. 2 (E) uses the one-way clutch 131 in FIG. 4 (G), and therefore, part of the configuration is different from the other examples in this regard. Therefore, the one-way clutch 131 in FIG. 4G will be described, and then the rotational transmission element 111 in FIG. 2E will be described in detail.

  The one-way clutch 131 shown in FIG. 4G has a double clutch structure in which an inner peripheral engagement type one-way clutch 131M and an outer peripheral engagement type one-way clutch 131N are overlapped and integrated. Have. The inner periphery engagement type one-way clutch 131M can be, for example, the one shown in FIGS. 4A, 4B, or 4C, and FIG. 131N can be the one shown in FIGS. 4E and 4F, for example. These two clutches are combined together by appropriate fitting and fixing means with the outer periphery of the one-way clutch 131M and the inner periphery of the one-way clutch 131N overlapped in the radial direction. Therefore, the outer periphery (outer diameter) of the relatively small one-way clutch 131M and the inner periphery (inner diameter) of the relatively large one-way clutch 131N correspond to each other so that they can be assembled in size. These two one-way clutches 131M and 131N are integrated by any one or a plurality of means selected from press fitting means, shrink fitting means, cold fitting means, key fastening means, screw fastening means, and welding means. can do. In the one-way clutch 131 of the double clutch structure, the inner periphery of the one-way clutch 131M corresponds to the outer periphery of the transmission shaft 141 (the portion where the transmission area 142 is provided) and can be engaged with the clutch. The outer periphery of the one-way clutch 131N is It corresponds to the inner periphery of the transmission wheel 121 (the portion where the transmission area 122 is provided) so that the clutch can be freely engaged. Accordingly, the transmission areas 142 and 122 and the clutch engaging portions CC exist on the inner periphery of the one-way clutch 131M and the outer periphery of the one-way clutch 131N. These two one-way clutches 131M and 131N have the same rotation direction when engaging the clutch and the rotation direction when releasing the clutch engagement (disengaging the clutch). For example, when the clutch is engaged when the one-way clutch 131M rotates in the clockwise direction, the one-way clutch 131N is also engaged when the one-way clutch 131N rotates in the clockwise direction, and the one-way clutch 131M rotates in the counterclockwise direction. When the clutch engagement is released when the clutch is engaged, the clutch engagement is released when the one-way clutch 131N also rotates in the clockwise direction.

  The rotation transmission element 111 in FIG. 2 (E) includes a transmission wheel 121, a transmission shaft 141, and a one-way clutch 131 in FIG. 4 (G). The transmission wheel 121 and the transmission shaft 141 are held by fitting the transmission wheel 121 on the outer periphery of the transmission shaft 141. The one-way clutch 131 of the double clutch structure (one-way clutch 131M, 131N) is incorporated in these corresponding to both the transmission wheel 121 and the transmission shaft 141. The one-way clutch 131 of the double clutch structure is connected to the transmission wheel 121 and the transmission shaft 141 so that the outer periphery of the transmission shaft 141 can move along the axial direction or enter the inner periphery of the transmission wheel 121. Combined. Two operating members 151 are fitted on the outer periphery of the transmission shaft 141 so as to be movable in the axial direction and the circumferential direction adjacent to the both sides of the one-way clutch 131. Since these two operating members 151 have an outer diameter smaller than the inner diameter of the transmission wheel 121, they can enter the inner periphery of the transmission wheel 121.

  In the rotational transmission element 111 of FIG. 2E, the one-way clutch 131 of the double clutch structure can be operated so as to move along the axial direction of the transmission shaft 141 via the operation member 151. By this operation, when the clutch engaging portions CC of the one-way clutches 131M and 131N coincide with the transmission area portion 122 on the inner periphery of the transmission wheel and the transmission area 142 on the outer periphery of the transmission shaft, respectively, the one-way clutch 131M and the transmission shaft 141, Since the one-way clutch 131N and the transmission wheel 121 are in the clutch engagement state, power can be transmitted between the transmission wheel 121 and the transmission shaft 141. When the one-way clutch 131 in the double clutch structure in the state of FIG. 2 (E) is escaped from the inner periphery of the transmission wheel 121 by the operating member 151, the clutch engagement portion CC of the one-way clutch 131N becomes the inner periphery of the transmission wheel. Therefore, the clutch engagement is released and the clutch is disengaged. At this time, power is not transmitted between the transmission wheel 121 and the transmission shaft 141.

  Each of the transmission shafts 141 in FIGS. 2A to 2E can be used for any of the rotary transmission elements 111 described in FIGS. 1A to 1E. In the rotational transmission element 111 of FIGS. 2A to 2E, two or more transmission wheels 121 may be combined with one transmission shaft 141. In this case, the plurality of transmission wheels 121 and one transmission shaft 141 respectively correspond to each other so that the clutch can be freely engaged via the one-way clutch 131 as described above.

  A rotational transmission element 111 according to an embodiment other than the above is shown in FIG.

  The rotational transmission element 111 in FIG. 3A is composed of a combination of a transmission wheel 121, a one-way clutch 131, and a transmission shaft 141, as in the above-described embodiment, but has a cylindrical auxiliary transmission shaft 161. It is different from the embodiments already described. On the outer periphery of the auxiliary transmission shaft 161, there is a transmission area portion 162 corresponding to a clutch engagement portion CC described later. In FIG. 3A, the transmission shaft 141 and the sub-transmission shaft 161 are assembled and combined so as to be movable in the axial direction so that the transmission shaft 141 is on the inner side and the sub-transmission shaft 161 is on the outer side. . More specifically, the transmission shaft 141 and the sub-transmission shaft 161 are combined by spline fitting in order to allow only relative movement in the axial direction while restricting relative movement in the circumferential direction. That is, a spline movement guide male portion 152 is formed on the outer periphery of the transmission shaft 141, and a spline movement guide female portion 163 is formed on the inner periphery of the sub-transmission shaft 161. It has been. An operation connecting portion 164 necessary for operating the auxiliary transmission shaft 161 is further provided on the outer periphery of the auxiliary transmission shaft 161. Since the one-way clutch 131 of the rotational transmission element 111 in FIG. 3A is an inner peripheral engagement type, a clutch engagement portion CC is provided on the inner periphery and a clutch mounting portion CW is provided on the outer periphery. The one-way clutch 131 is fixed to the inner periphery of the transmission wheel 121 via a clutch mounting portion CW, for example, similarly to that of FIG. A transmission area portion 162 corresponding to the clutch engaging portion CC that is the inner periphery of the one-way clutch 131 is on the outer periphery of the sub-transmission shaft 161.

  When the transmission wheel 121 and the transmission shaft 141 are brought into the clutch engagement state in the rotary transmission element 111 of FIG. 3A, the auxiliary transmission shaft 161 is moved to the left in FIG. The area 162 is caused to enter the transmission wheel 121 (the clutch engaging portion CC of the one-way clutch 131) to engage the clutch. The transmission shaft 141 and the sub-transmission shaft 161 always rotate integrally forward and reverse by spline fitting, and the transmission wheel 121 and the sub-transmission shaft 161 are clutch-engaged by the one-way clutch 131, so that the transmission wheel 121 and the transmission shaft 141 are engaged. And the sub-transmission shaft 161 are integrally rotated in the forward or reverse direction. As described above, when these three members integrally operate in the circumferential direction by spline fitting or clutch engagement, the power on the transmission shaft 141 side is transmitted to the transmission wheel 121, or the power on the transmission wheel 121 side is transmitted to the transmission shaft 141. Or can be communicated to. On the other hand, when the sub-transmission shaft 161 is moved to the right and the transmission area portion 162 at the left end thereof is disengaged from the inner periphery of the transmission wheel 121 (the clutch engagement portion CC of the one-way clutch 131), the clutch engagement described above is performed. The state is released, and power is not transmitted between the transmission wheel 121 and the transmission shaft 141.

  The rotational transmission element 111 of FIG. 3 (B) is different from the rotational transmission element of FIG. 3 (A) in that the outer peripheral engagement type one-way clutch 131 is fixed to the outer periphery of the auxiliary transmission shaft 161. This is almost the same as FIG. 3B, when the transmission wheel 121 and the transmission shaft 141 are brought into the clutch engagement state, the auxiliary transmission shaft 161 is moved to the left in FIG. The one-way clutch 131 is caused to enter the inner periphery (transmission area portion 122) of the transmission wheel 121. When the clutch coupling portion CC of the one-way clutch 131 and the transmission area portion 122 of the transmission wheel 121 coincide with each other, clutch engagement is performed. Also in this case, the transmission shaft 141 and the sub-transmission shaft 161 are rotated in the forward and reverse directions by spline fitting, and the transmission wheel 121 and the sub-transmission shaft 161 are clutch-engaged, so that the transmission wheel 121 and the transmission shaft 141 are engaged. And the sub-transmission shaft 161 integrally rotate in the forward or reverse direction. Accordingly, similarly, the power on the transmission shaft 141 side can be transmitted to the transmission wheel 121, or the power on the transmission wheel 121 side can be transmitted to the transmission shaft 141. When the sub-transmission shaft 161 shown in FIG. 3B is moved to the right and the one-way clutch 131 at the left end thereof is disengaged from the inner periphery (transmission area portion 122) of the transmission wheel 121, the clutch is engaged as well. Therefore, power is not transmitted between the transmission wheel 121 and the transmission shaft 141.

  The rotational transmission element 111 in FIG. 3C is a modification of the rotational transmission element in FIG. In this modification, two transmission wheels 121 </ b> L and 121 </ b> R having different outer diameters and a sub transmission shaft 161 are provided on the outer periphery of the transmission shaft 141. That is, the two transmission wheels 121L and 121R are on the outer periphery of both ends of the transmission shaft 141, and the auxiliary transmission shaft 161 is interposed between the two transmission wheels 121L and 121R. The inner periphery engagement type one-way clutch 131 is fixed to the inner periphery of both transmission wheels 121L and 121R. Two transmission area portions 162L and 162R corresponding to the clutch coupling portion CC of the two one-way clutch 131 are on the outer periphery of both ends of the sub-transmission shaft 161. In the rotational transmission element 111 of FIG. 3C, the auxiliary transmission shaft 161 is moved to the left in the figure, and the transmission area portion 162L at the left end thereof is moved to the transmission wheel 121L (the clutch engaging portion CC of the one-way clutch 131). ), The transmission area 162R at the right end of the sub-transmission shaft 161 escapes from the transmission wheel 121R (the clutch engagement portion CC of the one-way clutch 131). In this state, clutch engagement is performed on the left side of the transmission shaft 141, and clutch engagement is not performed on the right side of the transmission shaft 141. Accordingly, the transmission wheel 121L, the transmission shaft 141, and the auxiliary transmission shaft 16 are integrally rotated (one-way rotation) on the left side of FIG. 3C, and on the right side of FIG. The integral rotation state of 121R, the transmission shaft 141, and the auxiliary transmission shaft 161 is not established. In this state, the power on the transmission shaft 141 side can be transmitted to the transmission wheel 121L and the power on the transmission wheel 121L side can be transmitted to the transmission shaft 141, but the power on the transmission shaft 141 side can be transmitted to the transmission wheel 121R. It is not possible to transmit the power on the transmission wheel 121R side to the transmission shaft 141. When the sub-transmission shaft 161 is moved to the right in FIG. 3C and the transmission area portion 162R at the right end thereof enters the transmission wheel 121R (the clutch engagement portion CC of the one-way clutch 131), the sub-transmission shaft 161 is disengaged from the transmission wheel 121L (the clutch engaging portion CC of the one-way clutch 131), and in this state, the clutch is engaged on the right side of the transmission shaft 141, contrary to the above. The clutch engagement is not performed on the left side of the transmission shaft 141. Therefore, the power on the transmission shaft 141 side can be transmitted to the transmission wheel 121R, or the power on the transmission wheel 121R side can be transmitted to the transmission shaft 141, but the power on the transmission shaft 141 side can be transmitted to the transmission wheel 121R. Or the power on the transmission wheel 121R side cannot be transmitted to the transmission shaft 141. As described above, the rotary transmission element 111 in FIG. 3C has two systems of power transmission between the transmission wheel 121L and the transmission shaft 141 or power transmission between the transmission wheel 121R and the transmission shaft 141. Since power transmission can be selected alternatively, transmission system switching can be selected.

  The rotational transmission element 111 in FIG. 3D is a modification of the rotational transmission element in FIG. Also in this case, similarly, two transmission wheels 121L and 121R having different outer diameters and the sub transmission shaft 161 are provided on the outer periphery of the transmission shaft 141. The outer peripheral engagement type one-way clutch 131 is fixed to the outer periphery of both ends of the transmission shaft 141, and the two transmission area portions 122L and 122R corresponding to the clutch coupling portion CC are on the inner periphery of the two transmission wheels 121L and 121R. . In the rotary transmission element 111, when the auxiliary transmission shaft 161 is moved to the left in FIG. 3 and the one-way clutch 131 at the left end thereof enters the transmission wheel 121L (transmission area portion 122L), the auxiliary transmission shaft 161 is moved. The one-way clutch 131 at the right end of the lane escapes from the transmission wheel 121R (transmission area portion 122R). In this state, clutch engagement is established on the left side of the transmission shaft 141, and clutch engagement is not established on the right side of the transmission shaft 141. Therefore, although the power on the transmission shaft 141 side can be transmitted to the transmission wheel 121L and the power on the transmission wheel 121L side can be transmitted to the transmission shaft 141, the power on the transmission shaft 141 side can be transmitted to the transmission wheel 121R. The power on the transmission wheel 121R side cannot be transmitted to the transmission shaft 141. When the sub-transmission shaft 161 is moved to the right in FIG. 3D and the one-way clutch 131 at the right end thereof enters the transmission wheel 121R (transmission area portion 122R), the right side of the transmission shaft 141 is similarly applied. Thus, clutch engagement is established, and clutch engagement is not established on the left side of the transmission shaft 141. Therefore, although the power on the transmission shaft 141 side can be transmitted to the transmission wheel 121R and the power on the transmission wheel 121R side can be transmitted to the transmission shaft 141, the power on the transmission shaft 141 side can be transmitted to the transmission wheel 121R. The power on the transmission wheel 121R side cannot be transmitted to the transmission shaft 141. Similarly, the rotational transmission element 111 in FIG. 3D selects two types of power transmission, that is, power transmission between the transmission wheel 121L and the transmission shaft 141 and power transmission between the transmission wheel 121R and the transmission shaft 141. It is possible to select one, and it is possible to select transmission system switching.

  As the transmission wheels 121, 121L, 121R of the rotary transmission element 111 in FIGS. 3A to 3D, other than the spur gear can be used according to the mode of the transmission means. For example, each transmission wheel 121 shown in FIGS. 1B to 1E can be used.

  The rotation transmission element 111 may be provided with two one-way clutches 131 adjacent to each other in the axial direction. These two one-way clutches 131 are fixed to the outer periphery of the transmission shaft 141 or are fixed to the inner periphery of the transmission wheel 121. Further, these two one-way clutches 131 may have the same clutch engagement direction (meshing direction) or the opposite direction.

  Several forms of the power on / off transmission device including the rotary transmission element 111 of FIGS. 1A to 1E are shown in FIGS.

  5A and 5B uses the rotary transmission element 111 of FIG. 1A. The housing 211 is provided with a plurality of shaft support portions 212, 213, 214, 215, 216, of which three shaft support portions 212, 213, 214 are on the same axis, and the other two shaft support portions 215, 216 is also on the same other axis. The transmission shaft 141 is supported by the three shaft support portions 212, 213, and 214 so as to be rotatable and slidable in the axial direction. The transmission wheel 121 is disposed on the axis between the shaft support portions 212 and 213 and is rotatably supported by two bearings 218. The transmission shaft 141 is supported by shaft support portions 212 and 214 via a bush 217 so as to be slidable and rotatable in the axial direction.

  5A and 5B, another one transmission shaft 221 is provided in the housing 211, and a transmission wheel 222 made of a spur gear (pinion) is attached to the outer periphery of the transmission shaft 221. It has been. The transmission shaft 221 is rotatably supported by two shaft support portions 215 and 216 via bearings 218. The transmission shafts 141 and 221 are arranged parallel to each other with a space therebetween, and the transmission wheels 121 and 222 mesh with each other.

  5 (A) and 5 (B), one of the transmission shafts 141 and 221 is set to the input side and the other is set to the output side, and from one transmission shaft 141 to the other transmission shaft 221, or Rotational power can be transmitted unilaterally or reversibly from the other transmission shaft 221 to one transmission shaft 141.

  5 assumes that the transmission shaft 141 is on the input side and the transmission shaft 221 is on the output side, the transmission wheels 121 and 222 are as shown in FIGS. Are constantly engaged. The one-way clutch 131 of the transmission wheel 121 and the transmission area portion 142 of the transmission shaft 141 are in a clutch engaged state as shown in FIG. 5A or in a clutch disengaged state as shown in FIG. There is. 5A, the rotational power of the input side transmission shaft 141 is transmitted to the output side transmission shaft 221 via the one-way clutch 131, the transmission wheel 121, and the transmission wheel 222.

  In the power on / off transmission device of FIG. 5, the operation of interrupting or terminating the power transmission is performed by manually or mechanically moving the input side transmission shaft 141 in the axial direction. When the input side transmission shaft 141 is moved in the direction of the arrow in FIG. 5A, the transmission area portion 142 of the transmission shaft 141 is disengaged from the one-way clutch 131 of the transmission wheel 121, as shown in FIG. The non-transmission area portion 143 of the transmission shaft 141 enters the one-way clutch 131. Accordingly, the one-way clutch 131 and the non-transmission area portion 143 of the transmission shaft 141 are in a non-engagement state of the clutch, so that power is not transmitted to the output-side transmission shaft 221 side. In order to transmit the power of the input side transmission shaft 141 to the output side transmission shaft 221 again, the input side transmission shaft 141 in FIG. 5B is moved in the direction of the arrow, and the one-way clutch 131 and the transmission shaft of the transmission wheel 121 are moved. 141 is returned to the clutch engagement state of FIG.

  The power on / off type transmission device of FIG. 6 uses the rotary transmission element 111 of FIG. 1 (B). In this device, the two transmission shafts 141 and 221 are arranged in an orthogonal state, and therefore the two transmission wheels 121 and 222 are constituted by bevel gears meshing with each other. The other configuration of FIG. 6 is substantially the same as that of FIG.

  The power on / off transmission device of FIG. 6 is in the clutch engagement state in FIG. 6A, and the power is transmitted to the output side transmission shaft 221 through the same path as in FIG. When the power transmission is interrupted or terminated, as in FIG. 5, the input side transmission shaft 141 is moved in the direction of the arrow in FIG. 6A, and the power of the input side transmission shaft 141 is transferred to the output side. When transmitting again to the transmission shaft 221 side, the input-side transmission shaft 141 is moved in the direction of the arrow in FIG.

  FIG. 7 shows a belt transmission type power on / off type transmission device, which uses the rotary transmission element 111 of FIG. 1 (C). The two transmission wheels 121 and 222 are in the form of a flat pulley, and a flat belt 225a is stretched between them. The two transmission shafts 141 and 221 are arranged in parallel and are rotatably supported by bearings. The other structure of the apparatus of FIG. 7 is substantially the same as FIG. The transmission wheels 121 and 222 may be V pulleys. In this case, the belt 225a is a V belt.

  FIG. 8 shows a timing belt transmission type power on / off type transmission device, which uses the rotary transmission element 111 of FIG. 1 (D). Accordingly, the two transmission wheels 121 and 222 are timing belt wheels (timing pulleys), and the timing belt 225b is wound around the transmission wheels 121 and 222. The other configuration of FIG. 8 is substantially the same as that of FIG.

  FIG. 9 shows a chain (roller chain) power on / off type transmission device using the rotary transmission element 111 of FIG. 1 (E). Accordingly, the two transmission wheels 121 and 222 are formed of sprockets (sprocket gears), and a chain (roller chain) 225 c is wound around these transmission wheels 121 and 222. The other configuration of FIG. 9 is substantially the same as that of FIG.

  As the power on / off type transmission device, one arbitrarily selected from the rotary transmission elements 111 of FIGS. 1 (F), 2 (A) to 2 (E), and FIGS. 3 (A) and 3 (B) may be used. it can.

  FIGS. 10 to 15 each show a transmission including the rotational transmission element 111 of FIG. 1 (A), and each of the devices will be sequentially described below.

  10A and 10B, the housing 211 has a plurality of shaft support portions 212, 213, 214, 215, and 216 as in FIG. 5, and each of the three bearing portions 212, 213, and 214. Are on the same axis, and the two shaft supports 214, 215 are on the same axis. 10 (A) and 10 (B), two large and small transmission wheels 121L and 121R made of spur gears are provided, and one-way clutches 131X and 131Y are respectively provided at the axial centers of these two transmission wheels 121L and 121R. It is attached.

  The input-side transmission shaft 141 passes through the shaft support portions 212, 213, and 214, and both ends thereof are supported by the shaft support portions 212 and 214 through the bearing bush 217 so as to be slidable and rotatable in the axial direction. ing. The transmission wheel 121 </ b> R on the input side transmission shaft 141 is rotatably supported by the shaft support portions 212 and 213 by a bearing 218. Similarly, the transmission wheel 121L on the input side transmission shaft 141 is also rotatably supported by the shaft support portions 213 and 214 by the bearing 218.

  In the transmission shown in FIGS. 10A and 10B, the other transmission shaft 221 has transmission wheels 222L and 222R composed of two large and small spur gears on the outer periphery thereof. The transmission shaft 221 is also rotatably supported by shaft support portions 215 and 216 via bearings 218, as in FIG. These transmission shafts 141 and 221 are arranged in parallel and spaced apart such that both transmission wheels 121L and 222L mesh with each other and both transmission wheels 121R and 222R mesh with each other.

  This transmission may transmit rotational power unilaterally or reversibly from one transmission shaft 141 to the other transmission shaft 221 or vice versa, but in the example of FIGS. The transmission shaft 141 is the input side, and the transmission shaft 221 is the output side. Both the transmission wheels 121L and 222L and the transmission wheels 121R and 222R mesh with each other constantly.

  When this transmission is in the state shown in FIG. 10A, the one-way clutch 131X on the transmission wheel 121R side and the transmission area 142 of the transmission shaft 141 are in the clutch engaged state, and the one-way clutch 131X on the transmission wheel 121L side. The direction clutch 131Y and the non-transmission area 142 of the transmission shaft 141 are in a clutch disengaged state. Therefore, the rotational power of the input side transmission shaft 141 is changed in accordance with the gear ratio between the transmission wheels 121R and 222R and transmitted to the output side transmission shaft 221.

  In order to switch the transmission in the state of FIG. 10 (A) to the state of FIG. 10 (B), the input side transmission shaft 141 of FIG. 10 (A) is moved a predetermined distance in the direction of the arrow in FIG. As a result of this shifting operation, the one-way clutch 131X of the transmission wheel 121R is displaced from the transmission area 142 of the transmission shaft 141 to the non-transmission area 143, and the clutch is disengaged, and the one-way clutch 131Y of the transmission wheel 121L is transmitted. The non-transmission area 143 of the shaft 141 is displaced from the non-transmission area 143 to the transmission area 142 so that the clutch is engaged. Therefore, the rotational power of the input side transmission shaft 141 is transmitted to the output side transmission shaft 221 while being changed according to the gear ratio of the transmission wheels 121L and 222L. When the input side transmission shaft 141 in FIG. 10 (B) is moved in the direction of the arrow, the power transmission state at the original gear ratio in FIG. 10 (A) is restored.

11 (A) to 11 (C) also use the rotational transmission element 111 of FIG. 1 (A) and have the same basic configuration as the device of FIG. 10, but the number of gears is increased by one step compared to the device of FIG. Has been. That is, on the outer periphery of the transmission shaft 141, three transmission wheels 121L, 121S, and 121R whose outer diameters are sequentially increased are provided side by side, and the one-way clutches 131Y, 131Z, and 131X are provided inside the transmission wheels 121L, 121S, and 121R. Are attached to each. In order to support each transmission wheel 121L, 121S, 121R, the shaft support portion 213 includes two portions 213a, 231b.

On the outer periphery of the transmission shaft 221, there are three transmission wheels 222L, 222S, 222R corresponding to the transmission wheels 121L, 121S, 121R, the outer diameters of which are successively reduced. The transmission shafts 141 and 221 are arranged in parallel at intervals so that the transmission wheels 121L and 222L mesh with each other, the transmission wheels 121S and 222S mesh with each other, and the transmission wheels 121R and 222R mesh with each other. 11A to 11C are the same as those in FIGS. 10A and 10B.

  Shifts by the transmissions of FIGS. 11A to 11C are performed by moving the transmission shaft 141 in the axial direction. FIG. 11A shows a clutch engagement state in which the one-way clutch 131Y and the transmission shaft transmission area portion 142 coincide with each other. In this state, the transmission wheel 121L and the transmission wheel 222L are engaged to transmit power. However, the transmission wheels 121S and 222S and the transmission wheels 121R and 222R are disengaged to block power transmission. Thus, in the state of FIG. 11 (A), the rotational power of the input side transmission shaft 141 is transmitted to the output transmission shaft 221 in accordance with the gear ratio of the two transmission wheels 121L and 222L. In FIG. 11 (B), the one-way clutch 131Z and the transmission shaft transmission area 142 coincide with each other, and only the transmission wheel 121S and the transmission wheel 222S mesh with each other according to the gear ratio of the transmission wheels 121S and 222S. The rotational power of the input side transmission shaft 141 is transmitted to the output transmission shaft 221. Similarly, in the state of FIG. 11C, the rotational power of the input side transmission shaft 141 is transmitted to the output transmission shaft 221 in accordance with the gear ratio of the transmission wheels 121R and 222R meshing with each other.

  The transmission of FIG. 12 is a modification of the transmission of FIG. In this modification, two one-way clutches 131YL and 131YR are provided between the left transmission wheel 121L corresponding to the input side transmission shaft 141 and the input side transmission shaft 141, and the left transmission wheel corresponding to the output side transmission shaft 221. 11 is different from the apparatus of FIG. 11 in that a one-way clutch 231 is interposed between 222L and the transmission shaft 221 and a transmission connecting portion 153 is provided at the right end of the input-side transmission shaft 141. The output-side one-way clutch 231 engages the two members 221 and 222L in a normal one-way meshing manner. The transmission connecting portion 153 is, for example, a spline cylinder corresponding to the spline shaft, and is connected to or disconnected from the drive-side spline shaft (not shown) by lever operation, so that the power of the input-side transmission shaft 141 can be disconnected. You can select on / off.

  The transmission of FIG. 12 normally rotates the input side transmission shaft 141 in the normal direction. In this state, when the transmission area 142 of the input side transmission shaft 141 and the one-way clutch 131X are made to coincide with each other, the rotational power of the input side transmission shaft 141 is output according to the gear ratio of the transmission wheels 121R and 222R meshing with each other. The transmission is transmitted to the transmission shaft 221 with a shift. Similarly, when the transmission area 142 of the input side transmission shaft 141 and the one-way clutch 131Z are matched, the rotational power of the input side transmission shaft 141 is transferred to the output transmission shaft 221 in accordance with the gear ratio of the transmission wheels 121S and 222S. It is transmitted with a shift. In this case, the power from the input side transmission shaft 141 is transmitted to the transmission wheel 222L via the one-way clutch 131YL and the transmission wheel 121L, but the one-way clutch 231 does not transmit this rotation to the output side transmission shaft 221. The transmission wheel 222L simply rotates without being involved in power transmission. Similarly, the one-way clutch 131YR is not involved in power transmission.

  When the input side transmission shaft 141 is rotated in reverse, the rotational power of the input side transmission shaft 141 is transmitted to the transmission wheel 222L via the one-way clutch 131YR and the transmission wheel 121L. In this case, the one-way clutch 231 outputs this rotation. Since it is transmitted to the side transmission shaft 221, the output side transmission shaft 221 rotates in the reverse direction. At this time, the one-way clutch 131YL is not involved in power transmission.

  As is clear from the above, the transmission of FIG. 12 can transmit not only forward rotation of the input side transmission shaft 141 but also reverse rotation to the output side transmission shaft 221.

  The transmission shown in FIG. 13 is a modification of the transmission shown in FIGS. In this modification, the input side transmission shaft 141 is configured by a combination of the spline shaft 141S and the spline cylinder 141P. These members 141 </ b> S and 141 </ b> P slide relative to each other in the axial direction by spline fitting to expand and contract the transmission shaft 141. The input-side transmission shaft 141 also has an engagement portion 154 at one end thereof, and the distal end portion of the operation lever 155 that protrudes outside the housing 211 is engaged with the engagement portion 154. The tip of the operation lever 155 with a roller does not hinder the rotation of the input side transmission shaft 141. The operation lever 155 can swing in the left-right direction in FIG. 13 with the base end portion outside the housing 211 as a fulcrum.

  The transmission of FIG. 13 is substantially the same as the apparatus of FIG. 12 in that it has a function of transmitting forward and reverse rotation of the input transmission shaft 141 to the output transmission shaft 221. In this case, in the input side transmission shaft 141, the other shaft member 141P rotates simultaneously with the one shaft member 141S. When switching the clutch for shifting, the shaft member 141P is moved in the axial direction via the operation lever 155. When the shaft member 141P moves in the axial direction, the transmission area 142 of the input side transmission shaft 141 corresponds to the one-way clutch 131X or 131Y.

  The transmission of FIG. 14 is a modification of the transmission of FIG. Between the two transmission wheels 121L and 121R on the input side transmission shaft 141 side, a flanged cylindrical spring seat 156 and a pair of ring-shaped clutch members 157L and 157R are provided. Between the spring seat 156 and the clutch members 157L and 157R, clutch return springs 158L and 158R for biasing the clutch members 157L and 157R in a direction facing each other (a direction away from the transmission wheels 121L and 121R) are provided. ing. In a space having a V-shaped cross section between the clutch members 157L and 157R, an operation lever type clutch operating member 159 that enters the housing 211 from the outside of the housing 211 through the guide hole is provided. The clutch actuating member 159 has a spherical tip disposed in the V-shaped space. The clutch actuating member 159 is given a force in a direction to escape from the space between the clutch members 157L and 157R by a return spring 160 disposed between the clutch actuating member 159 and the housing wall surface.

  14 is the same as the transmission of FIG. 10 in the speed change operation by the axial movement of the input side transmission shaft 141. In addition, the transmission of FIG. 14 can obtain smoothness at the time of shifting by the clutch members 157L and 157R. When shifting between the input side transmission shaft 141 and the output side transmission shaft 221, the clutch switching can be performed more smoothly as the rotational speeds of the transmission wheels 121 </ b> L and 121 </ b> R are closer. This is done by interposing the tip of the clutch actuating member 159 between the clutch members 157L, 157R. If it does in this way, clutch member 157L, 157R will be pushed in by clutch operation member 159, and will press-contact with transmission wheel 121L, 121R. This is the same state as clutch engagement. Therefore, the clutch members 157L and 157R rotate synchronously by this pressure contact (clutch engagement), and the rotational speeds of the transmission wheels 121L and 121R are approximated. As a result, the shift by the moving operation of the input side transmission shaft 141 is smoothly performed. After the shifting process is completed, the clutch actuating member 159 and the clutch members 157L, 157R are returned to their original positions by the return springs 158L, 158R, 160, respectively.

  The transmission of FIG. 15 includes a planetary gear mechanism. In the transmission of FIG. 15, two internal gears 171 and 181 having different gear diameters are provided side by side in the axial direction on the inner wall surface of the housing 211. The input-side transmission shaft 141 and the output-side transmission shaft 221 are both aligned on the same axis at the center of the housing 211, and are rotatably supported by bearings 218 on shaft support portions 212 and 215 provided in the housing 211. ing. The input side transmission shaft 1 is supported so as to be movable in the axial direction. The output side transmission shaft 221 has a multiaxial plate part 223 at its inner end, and a plurality of support shafts 224a, 224b, 224c protrude from the plate surface. Two sets of planetary gears are rotatably attached to the plurality of support shafts 224a, 224b, and 224c. A group of planetary gears 172a, 172b, and 172c corresponding to the internal gear 171 mesh with the internal gear 171, respectively. Another group of planetary gears 182a, 182b, 182c corresponding to the internal gear 181 are also meshed with the internal gear 181. The planetary gears 172a, 172b, 172c mesh with the sun gear 173 located at the center thereof, and the planetary gears 182a, 182b, 182c mesh with the sun gear 183 located at the center thereof. The internal gear 171, the planetary gears 172 a, 172 b and 172 c and the sun gear 173 constitute one planetary gear mechanism, and the internal gear 181, the planetary gears 182 a, 182 b and 182 c and the sun gear 183 are the other planet. A gear mechanism is configured. These two planetary gear mechanisms have different gear ratios. Both the planetary gear and the sun gear correspond to transmission wheels.

  The input side transmission shaft 141 of the transmission shown in FIG. 15 is in the form of a spline-type telescopic expansion and contraction in the axial direction by the operation lever 155 engaged with the engaging portion 154, as described in the form of FIG. Can move. A one-way clutch is fixed to the inner circumference of the sun gears (transmission wheels) 173 and 183 or the outer circumference of the transmission shaft 141 to constitute an inner circumference engagement type or an outer circumference engagement type one-way clutch. In the embodiment of FIG. 15, inner periphery engagement type one-way clutches 131 </ b> X and 131 </ b> Y are used, and these are fixed to the inner periphery of the sun gears 173 and 183. A transmission area 142 is formed on the outer periphery of the distal end of the transmission shaft 141.

  In the transmission shown in FIG. 15, when the transmission area 142 of the input side transmission shaft 141 enters the inner periphery (one-way clutch 131X) of the sun gear 173, the input side transmission is transmitted via the planetary gear mechanism including the sun gear 173. When the power of the shaft 141 is transmitted to the output side transmission shaft 221 and the transmission area 142 of the input side transmission shaft 141 enters the inner periphery (one-way clutch 131Y) of the sun gear 183, the planetary gear including the sun gear 183 is obtained. The power of the input side transmission shaft 141 is transmitted to the output side transmission shaft 221 through the mechanism. Similarly, the shift clutch switching is performed by moving the output side transmission shaft 221 in the axial direction by the operation lever 155.

  In the transmission of FIG. 15, the number of shift stages may be increased, and the rotation direction of the output side transmission shaft 221 may be reversed in the forward and reverse directions.

  The transmission shown in FIG. 16 uses the rotational transmission element 111 shown in FIG. 3C and the transmission shaft 221 including the two transmission wheels 222L and 222R. The transmission wheel 121L and the transmission wheel 222L are engaged with each other, and the transmission wheel 121R. And the transmission wheel 222R mesh with each other. The operation lever 155 is used to operate the auxiliary transmission shaft 161 in the axial direction. Other configurations are substantially the same as those of the previous embodiment.

  In the transmission of FIG. 16, the auxiliary transmission shaft 161 is moved in the axial direction via the operation lever 154 so that the transmission area portion 162 of the auxiliary transmission shaft 161 is aligned with the one-way clutch 131 in the transmission wheel 121L. The transmission is switched by matching with the one-way clutch 131 in the transmission wheel 121R. As a result, the transmission system extending from the input side transmission shaft 141 to the output side transmission shaft 221 can be shifted. The transmission of FIG. 16 can easily perform a shift operation by moving only the auxiliary transmission shaft 161 with less burden without moving the transmission shaft 141 or the transmission wheel.

  In the power on / off transmission and transmission described above, it is desirable that the input side transmission shaft 141 and the output side transmission shaft 221 are equipped with encoders for measuring the rotational speed. In this case, the rotation of the input / output shaft is detected by the encoder, and based on this, the optimum meshing state between the transmission wheels can be achieved. Further, the movement of the transmission shaft and the sub-transmission shaft for the speed change operation may be either manual operation or mechanical automatic operation.

  FIGS. 17 to 19 show a multi-transmission system configured by combining a transmission TRA, a rotational drive system RMS, and a rotational operation system ROM. This transmission system has a rotation control system RCS for smoothly performing clutch switching.

  Since the transmission TRA of FIGS. 17 to 19 has substantially the same structure as the transmission of FIGS. 10A and 10B, detailed description thereof will be omitted. However, the transmission wheels 121L, 222L, 121R, and 222R of the transmission TRA of FIGS. 17 to 19 are larger gears and smaller gears (pinions) than those of FIGS. It can be seen that is swapped on the left and right. The transmission TRA is also provided with one-way clutches 226X and 226Y on the inner peripheral surfaces of the transmission wheels 222L and 222R, respectively, and these one-way clutches 226X and 226Y can be meshed with the outer peripheral surface of the transmission shaft 221. It corresponds to.

  The rotary prime mover RMS in FIGS. 17 to 19 is composed of a motor 301 and other appropriate forms of prime movers 301. Typically, the prime mover 301 includes a brushless motor, and the output shaft 302 of the prime mover 301 is coupled to the transmission shaft 141 of the transmission TRA via an appropriate joint 303 such as a coupling or a coupler. The joint 303 may be either a detachable type or a non-detachable type. The transmission shaft 141 performs a thrust movement when the clutch is switched. Accordingly, the joint 303 is of a configuration that allows the thrust movement of the transmission shaft 141. For example, it has a cylindrical shape in which a spline groove is formed on the inner peripheral surface, and this cylindrical joint 303 is attached to the outer periphery of the connecting end portion of the output shaft 302. The transmission shaft 141 is splined to the joint 303. Therefore, the transmission shaft 141 and the output shaft 302 are coupled so as to allow thrust movement while transmitting rotation through the joint 303.

  The rotation control system RCS of FIGS. 17 to 19 includes a computer 401, an inverter circuit 404, and two measuring devices 405 and 406 for detecting the rotational speed and detecting the rotational speed. The computer 401 includes a control circuit 402 for a prime mover, and a necessary program 403 is recorded and saved. The inverter circuit 404 includes a semiconductor circuit (inverter) that drives the motor (brushless motor) 301 at an arbitrary frequency and an arbitrary voltage, and a peripheral circuit (driver) for driving the motor.

  The two measuring instruments 405 and 406 can be a mechanical pulse generator, an optical non-contact pulse generator, an electromagnetic non-contact pulse generator, or a combination of an electromagnetic rotation detector and a digital tachometer. There may be. In a typical example, the two measuring devices 405 and 406 are encoders (rotary encoders). This rotary encoder may be either an incremental method or an absolute method.

  The measuring device 405 for detecting the number of revolutions of the prime mover 301 has a rotational shaft (not shown) connected to a rotor shaft (not shown) of the prime mover 301, whereby the rotating part of the measuring device 405 is connected to the rotor of the prime mover 301. And rotate together. The other measuring device 406 for detecting the number of rotations of the transmission shaft 221 has its rotating shaft 407 connected to the end of the transmission shaft 221 via a joint, whereby the rotating portion of the measuring device 406 is integrated with the transmission shaft 221. It starts to rotate. The measuring device 405 detects the rotational speed of the prime mover 301 and inputs the detection signal (measurement signal) to the arithmetic processing system of the computer 401, and the other measuring device 406 detects the rotational speed of the transmission shaft 221 and A detection signal (measurement signal) is input to the arithmetic processing system of the computer 401. The computer 401 receives the measurement signals from these measuring devices 405 and 406, performs arithmetic processing for motor rotation control, and outputs a control signal, which is performed based on the settings of the program 403. The computer 401 inputs a prime mover control signal to the inverter circuit 404. The inverter circuit 404 rotates the prime mover 301 at a low speed or a high speed by changing the phase and frequency of the drive current. When the prime mover 301 is rotated at a low speed, the frequency amplitude is reduced while decreasing the voltage, and when the prime mover 301 is rotated at a high speed, the frequency amplitude is increased while the voltage is increased.

  This transmission system also changes the one-way clutch 131X, 131Y from the clutch engaged state to the clutch disengaged state or vice versa by the axial movement of the transmission shaft 141 of the transmission TRA. The prime mover 301 is controlled at the time of clutch switching, which will be described later. In order to manually perform the thrust movement of the transmission shaft 141, the rotation control system RCS is brought into an operating state when an operator pushes the prime mover control switch. Instead, the rotation control system RCS enters an operating state by detecting and switching the thrust movement of the transmission shaft 141 with a sensor or the like. Further, instead of them, the rotation control system RCS may be in an operating state at a predetermined timing in the automatic control state.

  As described above, the transmission system performs the required clutch switching by moving the transmission shaft 141 of the transmission TRA in the axial direction, but the clutch switching in the transmission system of FIGS. 17 to 19 is different from that of the other embodiments. The differences are as follows. That is, in the transmission system of the embodiment of FIG. 17 to FIG. 19, when the clutch is switched from the clutch engaged state to the clutch disengaged state, one of the one-way clutches 131X and 131Y of the rotational transmission element 111 of the transmission TRA is Or, “when the clutch is switched from the clutch disengaged state to the clutch engaged state”, the rotational speed difference relative to “the transmission wheel 121R and the transmission shaft 141” or “the transmission wheel 121L and the transmission shaft 141” of the rotational transmission element 111. To prevent the one-way clutch 131X or 131Y from being engaged, and the clutch is switched while maintaining this state. When the clutch engagement of the one-way clutch 131X, 131Y is not established, torque in the rotational direction is not generated in the one-way clutch 131X, 131Y. This is because the rotational speed of the prime mover 301 and the rotational speed of the transmission shaft 141 are made equal, or the rotational speed of the prime mover 301 is made smaller than the rotational speed of the transmission shaft 221 and meshed with the one-way clutch 131X, 131Y. This is achieved by preventing torque from being generated. The success or failure of clutch engagement when the rotational speed of the transmission shaft 141 is SV1 and the rotational speed of the transmission shaft 221 is SV2 will be described below. Here, if the reduction ratio of both transmission wheels 121R and 222R is [1: n] ([1 / n]) and the double speed ratio of both transmission wheels 121L and 222L is [m: 1] ([m] times), It is necessary to perform the target deceleration process after replacing [the rotational speed of the transmission shaft 141: the rotational speed of the transmission shaft 221] with [1: 1]. As a calculated value at that time, a value obtained by multiplying the rotation speed of the transmission shaft 221 at the time of deceleration transmission by “n” or a value obtained by dividing the rotation speed of the transmission shaft 221 at the time of speed increase transmission by “m” is used. Alternatively, a value obtained by dividing the number of rotations of the transmission shaft 141 during deceleration transmission by “n”, or a value obtained by multiplying the number of rotations of the transmission shaft 141 during acceleration transmission by “m” is used.

  When the main transmission parts are divided into the driving side and the driven side with reference to the one-way clutch 131X in the deceleration system, the prime mover 301 and the transmission shaft 141 belong to the driving side, and both the transmission wheels 121R and 222R and the transmission shaft 221 Belongs to the driven side. Similarly, when the main transmission parts are divided into the driving side and the driven side with reference to the one-way clutch 131Y in the speed increasing system, the prime mover 301 and the transmission shaft 141 belong to the driving side, and both the transmission wheels 121L and 222L The transmission shaft 221 belongs to the driven side.

  In this case, the prime mover 301 and the transmission shaft 141 are integrally rotated, and both the transmission wheels 121R and 222R and the transmission shaft 221 are integrally rotated. The rotational speed SV1 of the transmission shaft 141 and the rotational speed SV2 of the transmission shaft 221 are Are equal to each other, there is no relative speed difference between the driving side and the driven side. This is because there is no movement between the two transmission shafts 141 and 221 when viewed from the relative relationship between the driving side (transmission shaft 141 side) and the driven side (transmission shaft 221 side). 121R is in a stopped state. When the transmission shaft 141 is in the stopped state, the one-way clutch 131X is not engaged, so that torque that transmits rotation from the transmission shaft 141 to the transmission wheel 121R is not generated in the one-way clutch 131X. Therefore, when [the rotational speed SV1 of the transmission shaft 141 = the rotational speed SV2 of the transmission shaft 221], the clutch engagement of the one-way clutch 131X is not established. This is also true of the relationship between the entire driving side and the entire driven side. Therefore, even if [the rotational speed SV1 of the transmission shaft 141 = the rotational speed SV2 of the transmission shaft 221] is replaced with [the rotational speed of the prime mover 301 = the rotational speed of the transmission shaft 221], the meshing of the one-way clutch 131X is not established. Is the same.

  Since the rotation of the transmission shaft 141 is transmitted to the transmission wheel 121R via the one-way clutch 131X, the transmission wheel 121R that stops if left alone is forcibly pulled in the rotation direction via the one-way clutch 131X. Will be. Thus, the transmission wheel 121R that rotates by receiving the power transmission from the transmission shaft 141 tends to rotate due to inertia, but does not rotate so as to exceed the rotational speed (rotational speed) of the transmission shaft 141. The transmission wheel 121R that rotates in a driven manner is pulled in the rolling direction by the transmission shaft 141 every time the rotation speed decreases. Since this occurs continuously, the transmission wheel 121R rotates synchronously with the transmission shaft 141. If the transmission wheel 121R rotates by itself, and if it rotates in the same direction as the transmission shaft 141 at a speed equal to or higher than that of the transmission shaft 141, the rotation of the transmission shaft 141 is transmitted to the transmission wheel 121R. There is no. Of course, when the rotational speeds of the transmission shaft 141 and the transmission wheel 121R are the same, no torque is generated between them, so that the clutch engagement of the one-way clutch 131X is not established. Since the rotational speeds of the transmission wheel 121R and the transmission shaft 221 are equal to each other, even if [the rotational speed VS1 of the transmission shaft 141 = the rotational speed SV2 of the transmission shaft 221], “clutch engagement is not established”. Generally speaking, when the rotation is sequentially transmitted to the transmission shaft 141, the one-way clutch 131X, and the transmission wheel 121R and the transmission shaft 141 and the transmission wheel 121R are rotating at the same time, the rotational speed of these members 141 and 121R. (Rotation speed) is treated as the same. Therefore, in the present invention, matters other than the clutch engagement are handled in the same manner as in a general case.

  When the rotational speed SV1 of the transmission shaft 141 falls below the rotational speed SV2 of the transmission shaft 221, a speed difference of [SV2−SV1] is generated between the transmission shafts 141 and 221. In this case, the specific numerical values “SV1 = 60 rpm” and “SV2 = 70 rpm” are substituted into SV1 and SV2 for examination. In this case, as can be understood from [SV2-SV1 = 70 rpm-60 rpm = 10 rpm], the transmission shaft 141 is stopped and the transmission shaft 221 is rotating at 10 rpm. The transmission shaft 221 rotates at 10 rpm in a state where the one-way clutch 131X is not engaged. In this case, since the transmission shaft 141 is stopped and the one-way clutch 131X is not engaged, torque that transmits rotation from the transmission shaft 141 to the transmission wheel 121R is not generated in the one-way clutch 131X. Therefore, even when [the rotational speed SV1 of the transmission shaft 141 <the rotational speed SV2 of the transmission shaft 221], the clutch engagement of the one-way clutch 131X is not established. In this case, even if [the rotational speed SV1 of the transmission shaft 141 <the rotational speed SV2 of the transmission shaft 221] is replaced with [the rotational speed of the prime mover 301 <the rotational speed of the transmission shaft 221], the meshing of the one-way clutch 131X is not established. .

  When the rotational speed SV1 of the transmission shaft 141 exceeds the rotational speed SV2 of the transmission shaft 221, a speed difference of [SV1−SV2] occurs between the transmission shafts 141 and 221. When substituting specific numerical values “SV1 = 70 rpm” and “SV2 = 60 rpm” for SV1 and SV2 in this case, the transmission shaft 221 can be understood from [SV1−SV2 = 70 rpm−60 rpm = 10 rpm]. It is stopped and the transmission shaft 141 is rotating at 10 rpm. The transmission shaft 141 rotates at 10 rpm in the direction in which the one-way clutch 131X is engaged. In this case, since the transmission shaft 141 rotates to the meshing state of the one-way clutch 131X, torque is generated in the one-way clutch 131X and the meshing state is established. Accordingly, the rotation of the transmission shaft 141 is transmitted to the transmission wheel 121R via the one-way clutch 131X, and accordingly, the transmission wheel 222R and the transmission shaft 221 rotate in a predetermined direction. Therefore, when [the rotational speed SV1 of the transmission shaft 141> the rotational speed SV2 of the transmission shaft 221], the clutch engagement of the one-way clutch 131X is established. In this case, even if [the rotational speed SV1 of the transmission shaft 141> the rotational speed SV2 of the transmission shaft 221] is replaced with [the rotational speed of the prime mover 301> the rotational speed of the transmission shaft 221], the meshing of the one-way clutch 131X is established. It will be.

  As shown in FIG. 18, when the transmission area portion 142 of the transmission shaft 141 is between the right transmission wheel 121R and the left transmission wheel 121L, the transmission system is in a neutral state where power is not transmitted. In this neutral state, the one-way clutches 131X and 131Y are both in the clutch disengaged state. When the transmission system is in such a neutral state, power transmission from the driving side to the driven side is not performed. If the one-way clutch 131X, 131Y is in the middle of clutch switching or the transmission system is in an idling state while the transmission system is in a paused or stopped state, the transmission system becomes neutral in FIG. When the transmission system is in a neutral state in the clutch switching area, each component on the prime mover side receives power transmission from the prime mover 301 and rotates. In addition, each component on the driven side may rotate due to inertia or idling. Therefore, when the clutch is engaged from the neutral state, the rotation speed detection (rotation speed detection) is basically the same as described above, and the transmission system control is based on the detection, except when the transmission system is stopped or stopped. (Control of transmission TRA) is performed.

  In this case, the prime mover 301 and the transmission shaft 141 are integrally rotated, and the transmission wheels 121L and 222L and the transmission shaft 221 are integrally rotated. The rotational speed SV1 of the transmission shaft 141 and the rotational speed SV2 of the transmission shaft 221 are Even when they are equal to each other, the transmission shaft 141 can be regarded as being in a stopped state. Also in this case, since the one-way clutch 131Y is not engaged, torque that transmits rotation from the transmission shaft 141 to the transmission wheel 121R is not generated in the one-way clutch 131Y. Therefore, when [the rotational speed SV1 of the transmission shaft 141 = the rotational speed SV2 of the transmission shaft 221], the clutch engagement of the one-way clutch 131Y is not established. This also applies to the relationship between the entire driving side and the entire driven side. Therefore, even if “the rotational speed SV1 of the transmission shaft 141 = the rotational speed SV2 of the transmission shaft 221” is replaced with [the rotational speed of the prime mover 301 = the rotational speed of the transmission shaft 221], the meshing of the one-way clutch 131Y is not established. It turns out that.

  When the rotational speed SV1 of the transmission shaft 141 is lower than the rotational speed SV2 of the transmission shaft 221, a speed difference of [SV2−SV1] is generated between the transmission shafts 141 and 221. For example, if there is a difference in rotational speed of [10 rpm] between the transmission shafts 141 and 221 in [SV1 <SV2], the transmission shaft 221 is rotating at 10 rpm so that the one-way clutch 131Y is not engaged. This is equivalent to the transmission shaft 141 being stopped. Therefore, when [the rotational speed SV1 of the transmission shaft 141 <the rotational speed SV2 of the transmission shaft 221], the clutch engagement of the one-way clutch 131Y is not established. In this case, even when [the rotational speed SV1 of the transmission shaft 141 <the rotational speed SV2 of the transmission shaft 221] is replaced with [the rotational speed of the prime mover 301 <the rotational speed of the transmission shaft 221], the meshing of the one-way clutch 131Y is not established. It will be.

  When the rotational speed SV1 of the transmission shaft 141 exceeds the rotational speed SV2 of the transmission shaft 221, a speed difference of [SV1−SV2] is generated between the transmission shafts 141 and 221. For example, if there is a difference in rotational speed of [10 rpm] between the transmission shafts 141 and 221 in [SV1> SV2], the transmission shaft 141 rotates at 10 rpm to a state where the one-way clutch 131Y is engaged. This is equivalent to the shaft 221 being stopped. In this case, the rotation of the transmission shaft 141 is transmitted to the transmission wheel 121L via the one-way clutch 131Y, and accordingly the transmission wheel 222L and the transmission shaft 221 rotate in a predetermined direction. Therefore, when [the rotational speed SV1 of the transmission shaft 141> the rotational speed SV2 of the transmission shaft 221], the clutch engagement of the one-way clutch 131Y is established. In this case, even if [the rotational speed SV1 of the transmission shaft 141> the rotational speed SV2 of the transmission shaft 221] is replaced with [the rotational speed of the prime mover 301> the rotational speed of the transmission shaft 221], the meshing of the one-way clutch 131Y is established. It turns out that.

  Therefore, as is clear from the above description, the following can be understood from the transmission system shown in FIGS. Only when [SV1> SV2], the clutch engagement of the two one-way clutches 131X, 131Y is established, and when [SV1 ≦ SV2], the clutch engagement of the two one-way clutches 131X, 131Y is not established. When the clutch is switched in a state where the clutch engagement is not established, the thrust load due to the torque is greatly reduced, so that almost no clutch switching resistance is generated. Therefore, the required clutch switching operation can be performed smoothly, easily and quickly. In addition, when the one-way clutch 131X, 131Y is shifted from the neutral state (clutch disengagement state) to the transmission state (clutch engagement state), it is desirable to maintain [SV1 ≦ SV2]. The reason for this is that, since the torque is not generated at the time of clutch engagement by maintaining such a relative speed relationship, the impact at the time of clutch engagement is alleviated.

  In the clutch operation of the transmission system shown in FIGS. 17 to 19, the rotational speed SV1 of the transmission shaft 141 and the rotational speed SV2 of the transmission shaft 221 are controlled to be [SV1 = SV2] or [SV1 <SV2]. Of these, [SV1 = SV2] has special high precision and maximum stability when considering fluctuations in the operation of the transmission system, detection error of the rotation speed (rotation speed), occurrence of unexpected situations, etc. Sometimes required. On the other hand, [SV1 <SV2] reduces the accuracy and stability of that kind. When control based on [SV1 <SV2] is employed, [SV1 / SV2] is set within the range of [90/100] to “99/100”, thereby satisfying [SV1 <SV2]. It is done. For example, [SV1 <SV2] is satisfied by setting [SV1 / SV2] to [95/100].

  FIG. 20 shows steps that are only an example of this transmission system. The operation of the transmission system according to the steps of FIG. 20 is as follows.

  When the transmission system of FIGS. 17 to 19 is in the initial state, as a rule, it is in a neutral state as shown in FIG. When transmitting the rotational power of the prime mover 301 to the transmission shaft 221 at a predetermined reduction ratio, the transmission area 141 of the transmission shaft 141 is moved into the one-way clutch 131X by thrusting the transmission shaft 141 to the right in FIG. It is inserted in. When the prime mover 301 is rotated, power is transmitted to the transmission shaft 221 through the path of the output shaft 302 of the prime mover 301, the joint 303, the transmission shaft 141, the one-way clutch 131X, the transmission wheel 121R, the transmission wheel 222R, and the one-way clutch 226X. Thereby, a required output is taken out from the transmission shaft 221 for output.

  When the transmission system is in the state shown in FIG. 17, the output shaft 302 and the transmission shaft 141 of the prime mover 301 rotate in the direction in which the one-way clutch 131X is engaged. Similarly, the transmission wheel 222R rotates in the direction in which the one-way clutch 226X is engaged. The one-way clutch 226X is set to engage when the transmission wheel 222R actively rotates forward with respect to the transmission shaft 221 but does not engage when the transmission wheel 222R rotates in the reverse direction. The transmission wheel 222R actively rotates forward, whereas the transmission shaft 221 only passively rotates in response to power transmission from the transmission wheel 222R. This means that the meshing of the one-way clutch 226X is established by the active forward rotation of the transmission wheel 222R. In other words, the meshing of the one-way clutch 226X is not established when the transmission wheel 222R is in a passive posture and the transmission shaft 221 actively rotates forward. As described above, the one-way clutch 226X is engaged because the transmission wheel 222R actively rotates forward. When the transmission wheel 222R rotates forward, the transmission shaft 221 also rotates forward. The one-way clutch 226Y is also set so that the one-way clutch 226L meshes when the transmission wheel 222R rotates forward and does not mesh when the transmission wheel 222L rotates reversely. The one-way clutch 226Y does not mesh because the transmission wheel 222L does not actively rotate forward but the transmission shaft 221 actively rotates forward. Therefore, the transmission wheel 222L is in a state like a play car.

  As described above, when the one-way clutch 226X is engaged and the transmission shaft 221 is rotating, the one-way clutch 226Y that is not engaged holds the transmission wheel 222L in the state of a play wheel. The transmission wheel 121L corresponding to the transmission wheel 222L is also in a play car state. When the transmission wheel 222L and the transmission wheel 121L are in such a low-load play state, an unnecessary load is hardly applied to the transmission shaft 221 during actual rotation, which suppresses energy loss and transmission efficiency. It is desirable to increase

  The operation of releasing the meshing of the one-way clutch 131X in the transmission system in the state of FIG. 17 will be described as follows with reference to FIGS.

  As is apparent from FIG. 17, one measuring device 405 actually measures the rotational speed SV1 of the prime mover 301, and the other measuring device 406 actually measures the rotational speed SV2 of the transmission shaft 221. Specifically, the measuring devices 405 and 406 composed of rotary encoders count pulses generated according to the number of rotations for each measurement object, and use them as a measurement signal for the number of rotations SV1 and a measurement signal for the number of rotations SV2. Input to computer 401. Steps 1 to 9 shown in FIG. 20 are executed when clutch switching based on a series of operations, operations, controls, and processes is a star.

  In step 1 after “START” in FIG. 20, a measurement signal of actual measurement value SV1 and a measurement signal of actual measurement value SV2 are input from measuring instruments 405 and 406 to computer 401. In response to this, the computer 401 performs predetermined arithmetic processing in step 2. In this case, since the reduction ratio of the transmission wheels 121R and 222R is 1 / n, a calculated value obtained by multiplying SV2 by “n” is used. This is a prior numerical adjustment for simplifying the main arithmetic processing. As a result, [SV1: SV2] is adjusted to [1: 1]. Thereafter, the computer 401 performs, for example, [SV1 × 0.95] in order to set [SV1 <SV2]. By this arithmetic processing, the computer 401 obtains a control signal S1 for reducing the rotational speed of the prime mover 301 by 5%. The control signal S1 is a signal for controlling the voltage for driving the motor (motor). In step 2 of FIG. 20, this control signal S 1 is also input to the inverter circuit 404.

  The illustrated inverter circuit 404 includes a semiconductor circuit that is driven at an arbitrary frequency and voltage. The inverter circuit 404 receiving the control signal S1 generates a control signal S2 based on the control signal S1 in step 4 of FIG. This inverter circuit 404 generates a control signal S2 so that the prime mover 301 is controlled with an appropriate frequency and an appropriate voltage, and the prime mover rotational speed becomes [SV1 × 0.95], and this is input to the prime mover 301. . When the control signal S2 is input, the prime mover 301 is decelerated in step 5 of FIG.

  In the computer 401, the current rotational speed of the prime mover 301 is constantly input via the measuring device 405. The computer 401 also stores the initial SV1 input in step 1 above. In this situation, in step 6 of FIG. 20, it is confirmed whether [SV1 <SV2] is satisfied, that is, whether the current rotational speed of the motor 301 is [SV1 × 0.95]. When the confirmation result is “NO”, steps 2 to 6 are repeatedly performed until the confirmation result becomes “YES”. Steps 1 to 6 are repeated as indicated by the dotted line in FIG.

  Regarding the success or failure of [SV1 <SV2], if the confirmation result is “YES” in step 6 of FIG. 20, clutch switching is executed as shown in step 7. In this case, the one-way clutch 131X in the clutch engaged state shifts to the clutch disengaged state, and in particular, this is performed in a state where the condition [SV1 <SV2] is satisfied. When this clutch switching is performed with [SV1 <SV2], it can be performed smoothly, easily and quickly for the reasons already described. In step 8, the completion of the clutch switching is confirmed. The one-way clutch 131X is switched by moving the transmission shaft 141 in the axial direction. This movement in the axial direction is controlled or grasped by detecting the movement amount, movement direction, movement time, and stop position with a sensor, and inputting the detection information (detection signal) to the computer 401 to perform arithmetic processing. Can be. In this example, since the one-way clutch 131X that was in the clutch engagement state in FIG. 17 has been shifted to the clutch disengagement state in FIG. 18, the transmission system is in a neutral state and the transmission shaft 141 and the like are in an idling state. Yes.

  In step 9, a plurality of options “selection 1” to “selection 3” are prepared. “Selection 1” is “Reproduction of initial SV1”. The reproduction of this initial SV1 is to restore the rotational speed (rotational speed) of the transmission shaft 141 to the original state by restoring the rotational speed (rotational speed) of the prime mover 301 to the state before the deceleration. “Selection 3” is “End”. This end is to stop the prime mover 301, that is, to stop the transmission system. “Selection 2” is “Restart”. This restart is selected when the one-way clutch 131X is brought into the clutch engagement state again in the neutral transmission system, or is selected when the one-way clutch 131Y is put into the clutch engagement state. Even in this restart, the above-described steps 1 to 9 are executed. When the clutch disengagement of the one-way clutch 131X in the clutch engagement, the neutralization of the transmission system, and the clutch engagement of the one-way clutch 131Y are continuously performed, or conversely, the clutch disengagement and transmission of the one-way clutch 131Y in the clutch engagement. This restart can be used when the system neutral and the one-way clutch 131X are continuously engaged.

  A series of processes including the clutch disengagement of the one-way clutch 131X in the clutch engagement, the neutralization of the transmission system, and the clutch engagement of the one-way clutch 131Y is performed by continuing the steps 1 to 8 after the above steps 1 to 8. The initial SV1 reproduction step may be continued. Each step order in this case is Step 1, Step 2, Step 3, Step 4, Step 5, Step 6, Step 7, Step 8, and an initial SV1 reproduction step. Similarly, when the clutch disengagement of the one-way clutch 131Y in the clutch engagement, the neutralization of the transmission system, and the clutch engagement of the one-way clutch 131X are performed in a series of processes, the steps may be combined in the same manner. In addition, it is also possible to select an end for temporary stop in Step 9 and perform clutch switching for deceleration or acceleration at the subsequent restart.

  Even in the clutch switching when the one-way clutch 131X is engaged when the rotation of the transmission shaft 141 is increased and transmitted to the transmission shaft 221, when calculating [SV1 <SV2], the transmission wheels 121R, 222R Since the speed increasing ratio is m times, a calculated value obtained by dividing SV2 by “m” is used. In this case, [SV1: SV2] is adjusted to [1: 1] as described above.

In the case of the transmission system shown in FIGS. 17 to 20, electrical control means is employed as means for carrying out [SV1 <SV2]. However, for example, this is mechanically applied to rotating parts such as the transmission shaft 141. [SV1 <SV2] may be performed by applying a brake. Specifically, a brake element is pressed against the transmission shaft 141 to apply friction braking, thereby decelerating the rotation system to be controlled. The braking time at that time is appropriately set according to the situation.

  Although the transmission system of FIG. 10 is used in the transmission system of FIGS. 17 to 20, the transmission apparatus of FIGS. 11 to 16 may be used. Also in this case, the power transmission shaft 141 with the measuring device 405 is provided on the transmission shaft 141 or the shaft corresponding thereto, and the measuring device 406 is attached to the transmission shaft 221 or the shaft corresponding thereto. In this case, the prime mover 301 and the two measuring devices 405 and 406 are combined with the rotation control system RCS.

  The power transmission system may use the power on / off transmission device illustrated in FIGS. 5 to 9. The prime mover 301 is attached to the transmission shaft 141 or the transmission shaft 221 of the power on / off transmission device of FIGS. Even in this transmission system, when rotational speed reduction is performed, the required clutch switching operation for clutch engagement and clutch disengagement can be performed smoothly, easily and quickly.

  The rotary transmission element, power on / off type transmission device, and transmission device according to the present invention are all highly accurate, high transmission efficiency, simple configuration, ease of manufacture, small number of parts, light weight, cost reduction, and continuously variable gear ratio. Therefore, industrial applicability is high.

111 Rotating transmission element 121 Transmission wheel 121L Transmission wheel 121R Transmission wheel 131 One-way clutch 131X One-way clutch 131Y One-way clutch 131Z One-way clutch 141 Transmission shaft 142 Transmission area section 143 Non-transmission area section 221 Transmission shaft 222L Transmission wheel 222R Transmission wheel 301 prime mover 302 output shaft 401 computer 405 measuring instrument 406 measuring instrument CC clutch engaging part CW clutch attaching part TRA transmission RCS rotation control system

Claims (16)

A transmission wheel, a transmission shaft,
The transmission wheel and the transmission shaft may be rotated in the same direction only in one direction, or rotation may not be transmitted between the transmission wheel and the transmission shaft, and may be interposed between the inner periphery of the transmission wheel and the outer periphery of the transmission shaft. With a one-way clutch that can
The one-way clutch has a clutch mounting portion on one of its inner periphery and outer periphery, and has a clutch engagement portion on the other of its inner periphery and outer periphery,
The transmission wheel and the transmission shaft are combined such that the transmission shaft is disposed on the axial center side and the transmission wheel is relatively disposed on the outer peripheral side,
A clutch mounting portion of the one-way clutch is fixed to either the inner periphery of the transmission wheel or the outer periphery of the transmission shaft, and the one-way clutch is fixed to either the inner periphery of the transmission wheel or the outer periphery of the transmission shaft. A transmission area portion that achieves clutch engagement corresponding to the clutch engagement portion of
When the transmission area portion and the clutch engagement portion coincide with each other, the one-way clutch enters a clutch engagement state that connects the transmission wheel and the transmission shaft, and the transmission area portion and the clutch engagement portion Doo is at a mismatch rotation transmission device characterized by a state to release the connection between the transmission wheel and a transmission shaft.   The rotary transmission element according to claim 1, wherein a clutch mounting portion is provided on an outer periphery of the one-way clutch, a clutch engagement portion is provided on an inner periphery of the one-way clutch, and the one-way clutch is connected to the transmission wheel. A rotational transmission element fixed to an inner periphery, wherein the transmission area corresponding to the clutch engaging portion of the one-way clutch is provided on the outer periphery of the transmission shaft.   The rotation transmission element according to claim 1, wherein a clutch mounting portion is provided on an inner periphery of the one-way clutch, a clutch engagement portion is provided on an outer periphery of the one-way clutch, and the one-way clutch is an outer periphery of a transmission shaft. And a transmission area portion corresponding to the clutch engagement portion of the one-way clutch is provided on the inner periphery of the transmission wheel. A transmission wheel for transferring rotational power through the outer periphery, a transmission shaft which is a shaft center member for rotation,
The transmission wheel and the transmission shaft rotate in the same direction and only in one direction, or rotation is not transmitted between the transmission wheel and the transmission shaft, and between the inner periphery of the transmission wheel and the outer periphery of the transmission shaft. With a one-way clutch that can intervene,
The one-way clutch has an inner periphery corresponding to the outer periphery of the transmission shaft, an outer periphery corresponding to the inner periphery of the transmission wheel, and the inner periphery of the one-way clutch has a circumferential direction with respect to the transmission shaft. There is a clutch mounting portion that allows relative movement in the axial direction with the transmission shaft while restraining relative movement, and on the outer periphery of the one-way clutch, there is a clutch engagement portion that clutches the transmission wheel,
A transmission area portion that achieves clutch engagement with the one-way clutch corresponding to the clutch engagement portion of the one-way clutch is provided on the inner periphery of the transmission wheel,
The transmission shaft corresponds to be freely engageable with a clutch mounting portion of the one-way clutch through the outer periphery thereof, and the outer periphery of the transmission shaft is restrained from relative movement in the circumferential direction with respect to the one-way clutch. A clutch guide that allows relative movement in the axial direction with the one-way clutch,
The transmission shaft is disposed on the axial side and the transmission wheel is relatively disposed on the outer peripheral side, and the transmission shaft and the transmission wheel are combined with each other;
Wherein said one-way clutch on the outer periphery of the driving shaft is fitted, wherein A transmission shaft clutch guide portion and the inner one-way clutch periphery of the clutch mounting portion of the outer periphery of, and each other fit relatively, this fitting, The one-way clutch is slidable in the axial direction on the outer periphery of the transmission shaft while restricting rotation in the circumferential direction, and the clutch area of the transmission area within the inner periphery of the transmission wheel and the clutch engagement of the one-way clutch When the joint portion coincides with each other, the transmission wheel and the transmission shaft are clutch-engaged by the one-way clutch , and the one-way clutch is outside the inner periphery of the transmission shaft, and the transmission area portion and the clutch rotation transmitting element and the engaging portion, characterized in that the clutch engagement with the driving wheel and the transmission shaft is released when a disagreement with each other. A transmission wheel for transferring rotational power through the outer periphery, a transmission shaft which is a shaft center member for rotation,
The transmission wheel and the transmission shaft are rotated in the same direction and only in one direction, or rotation is not transmitted between the transmission wheel and the transmission shaft, and is interposed between the inner periphery of the transmission wheel and the outer periphery of the transmission shaft. With a one-way clutch that can
The one-way clutch engages or disengages the clutch between the inner periphery of the transmission wheel and the outer periphery of the transmission shaft,
On the outer periphery of the transmission shaft, a tubular sub-transmission shaft that is operated to move in the axial direction is provided,
The one-way clutch has a clutch mounting portion on one of its inner periphery and outer periphery, and has a clutch engagement portion on the other of its inner periphery and outer periphery,
The transmission shaft corresponds to the auxiliary transmission shaft so as to be freely fitted through the outer periphery thereof, and the axial relative movement with the auxiliary transmission shaft is restricted while restraining the relative movement in the circumferential direction with the auxiliary transmission shaft. A movement guide male part that allows
The sub-transmission shaft corresponds to the sub-transmission shaft so that it can be freely fitted through the inner periphery of the sub-transmission shaft, and the inner periphery of the sub-transmission shaft restrains relative movement in the circumferential direction with respect to the transmission shaft. A movement guide female part that allows relative movement of
The transmission shaft and the transmission wheel are relatively arranged such that the transmission shaft is on the axial center side and the transmission wheel is on the outer peripheral side, and combined with each other,
A clutch mounting portion of the one-way clutch is fixed to one of the inner periphery of the transmission wheel and the outer periphery of the sub-transmission shaft, and the other of the inner periphery of the transmission wheel and the outer periphery of the sub-transmission shaft A transmission area portion that achieves the clutch engagement corresponding to the clutch engagement portion of the directional clutch is provided,
When the transmission area portion and the one-way clutch coincide with each other, the transmission wheel and the transmission shaft are in a clutch engagement state by the one-way clutch, and the transmission area portion and the one-way clutch are The rotational transmission element according to claim 1, wherein the clutch engagement by the one-way clutch is released between the transmission wheel and the transmission shaft when they do not coincide with each other.   6. The rotary transmission element according to claim 5, wherein the clutch mounting portion is provided on an outer periphery of the one-way clutch, a clutch engagement portion is provided on an inner periphery of the one-way clutch, and the one-way clutch is connected to the transmission wheel. A rotation transmission element that is fixed to the inner periphery of the auxiliary transmission shaft and that has a transmission area corresponding to the clutch engagement portion of the one-way clutch to achieve the clutch engagement.   6. The rotary transmission element according to claim 5, wherein a clutch mounting portion is provided on an inner periphery of the one-way clutch, a clutch engagement portion is provided on an outer periphery of the one-way clutch, and the one-way clutch is the sub-transmission shaft. A rotation transmission element that is fixed to the outer periphery of the transmission wheel and that has a transmission area corresponding to the clutch engagement portion of the one-way clutch to achieve the clutch engagement is provided on the inner periphery of the transmission wheel. A transmission wheel for transferring rotational power through the outer periphery, a transmission shaft which is a shaft center member for rotation,
The transmission wheel and the transmission shaft are rotated in the same direction only in one direction, or the rotation between the transmission wheel and the transmission shaft is not transmitted, and the inner periphery of the transmission wheel and the outer periphery of the transmission shaft interposed between the one-way clutch of double structure having respective inside and outside clutch engaging portion,
And a tubular operation member for moving operating the one-way clutch in the axial direction,
At least a part of the inner periphery of the transmission wheel is provided with a transmission area part that achieves clutch engagement corresponding to the outer clutch engaging part. At least a part of the outer periphery of the transmission shaft is provided. In addition, a transmission area portion that achieves clutch engagement corresponding to the inner clutch engagement portion is provided,
The transmission shaft is on the axial center side, the transmission wheel is relatively disposed on the outer peripheral side, and the transmission shaft and the transmission wheel are combined with each other,
On the outer periphery of the transmission shaft, the one-way clutch is fitted via a clutch engagement portion inside the one-way clutch, and the operation members are fitted on both ends of the one-way clutch, respectively.
When the transmission area portion on the inner peripheral side of the transmission wheel, the transmission area portion on the outer peripheral side of the transmission shaft, and the inner and outer clutch engagement portions of the one-way clutch coincide with each other, the transmission wheel and the transmission shaft are When the one-way clutch enters the clutch engagement state, and the transmission area portion and the clutch engagement portion do not match each other, the transmission wheel and the transmission shaft are released from the clutch engagement of the one-way clutch. A rotary transmission element characterized by the above.   The rotation transmission element according to any one of claims 1 to 8, wherein one transmission wheel and one transmission shaft correspond to each other so that clutch engagement can be performed by two one-way clutches. Two rotational transmission elements including a transmission wheel for transferring rotational power through the outer periphery and a transmission shaft rotatably provided at the axial center of the transmission wheel;
The corresponding transmission wheels of the respective rotary transmission elements are connected to each other by means of any one of a direct connection means not via a transmission linkage member and an indirect linkage means via a transmission linkage member,
At least one of the two rotational transmission elements is according to any one of claims 1 to 4,
When the transmission wheel of the rotation transmission element and the transmission shaft are clutch-engaged by a one-way clutch, rotation is transmitted from one rotation transmission element side to the other rotation transmission element side, and the transmission wheel of the rotation transmission element A power on / off transmission device characterized in that when the clutch engagement with the transmission shaft is released, the rotation from one rotation transmission element side to the other rotation transmission element side is not transmitted. An output rotational transmission element and an input rotational transmission element, wherein the output rotational transmission element delivers rotational power through the outer periphery, and a plurality of adjacent transmission wheels and axial portions of the plurality of transmission wheels The input rotation transmission element also passes the rotational power through the outer periphery, and a plurality of transmission wheels adjacent to each other and the plurality of transmission wheels A transmission shaft provided at the shaft center and rotatably supported;
The rotation transmission element according to any one of claims 1 to 4 , wherein at least one of the output rotation transmission element and the input rotation transmission element is a transmission wheel provided additionally to the rotation transmission element. Each transmission wheel and the transmission shaft are clutch-engaged by the one-way clutch, or the clutch engagement is released,
The direct transmission means not via the transmission linkage member and the indirect linkage means via the transmission linkage member in which the transmission wheels on the output rotary transmission element side and the transmission wheels on the input rotary transmission element side correspond to each other. Connected freely by any connecting means,
When the transmission shaft and either one of the transmission wheel is engaged Therefore clutch engaging the one-way clutch, the rotation is transmitted from the input rotation transmission device side to the rotating transmission element side for the output, the one-way clutch The transmission is characterized in that shifting is performed by changing the clutch engagement with the transmission shaft from one transmission wheel to the other transmission wheel.   12. The transmission according to claim 11, wherein a forward rotation transmission system and a reverse rotation transmission system are provided between the output rotation transmission element and the input rotation transmission element, and the forward and reverse rotation transmission elements are provided. A transmission in which a transmission system is switched by an axial operation means having a one-way clutch.   12. The transmission according to claim 11, further comprising an intermittent means for connecting and disconnecting adjacent transmission wheels of the rotary transmission element.   The transmission according to any one of claims 10 to 13, wherein the transmission system for transmitting rotation includes a planetary gear transmission mechanism. 15. The transmission according to claim 10, a rotation driving system provided on a rotational power input side of the transmission, and a rotational operation system provided on a rotational power output side of the transmission. In the transmission system in which the rotation driving system, the transmission, and the rotation operating system are combined so that the rotational power of the rotation driving system is transmitted to the rotation operating system via the transmission.
When the one-way clutch of the rotation transmission element of the transmission is switched from the clutch engagement state to the clutch disengagement state or when the clutch transmission state is switched from the clutch disengagement state to the clutch engagement state, relative to the transmission wheel and the transmission shaft of the rotation transmission element The transmission system is characterized in that the one-way clutch is switched so that the clutch engagement of the one-way clutch is not performed with a difference in rotational speed.   The transmission system according to claim 15, wherein when the one-way clutch is switched while the clutch engagement of the one-way clutch is not performed, the rotation speed or the number of rotations of the measurement object of the rotation driving system is A transmission system that detects the rotational speed or the rotational speed of the measurement object of the rotational operation system and provides a relative rotational speed difference between the transmission wheel and the transmission shaft of the rotational transmission element based on the detection result.

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