JP6172674B2 - Power transmission device for vehicle - Google Patents

Description

  The present invention relates to a vehicle power transmission device including a crank type continuously variable transmission.

  A crank-type non-rotating unit that converts the rotation of the input shaft connected to the engine into the reciprocating motion of the connecting rod, and converts the reciprocating motion of the connecting rod into the rotational motion of the output shaft using a one-way clutch. A step transmission is known from Japanese Patent Application Laid-Open No. 2004-228561.

JP-T-2005-502543

By the way, if the engine of a vehicle equipped with a crank type continuously variable transmission fails and becomes inoperable, or the clutch disposed between the engine and the continuously variable transmission fails in a disengaged state, If the driving force is no longer transmitted to the continuously variable transmission, if it is possible to evacuation travel to the location and repair shop which is not a vehicle in the way of traffic, convenience is improved traction like by wrecker becomes unnecessary.

  The present invention has been made in view of the above-described circumstances, and an object of the present invention is to enable retreat travel when travel by a travel drive source is disabled in a vehicle including a crank type continuously variable transmission. .

In order to achieve the above object, according to the first aspect of the present invention, the transmission unit includes a transmission unit that changes the rotation of the input shaft connected to the drive source for traveling and transmits the rotation to the output shaft. , An input side fulcrum that rotates eccentrically integrally with the input shaft, a transmission shaft that is arranged coaxially with the input shaft, and the input shaft that is rotated relative to the input shaft by the driving force of an electric motor. A speed change actuator that changes the amount of eccentricity of the side fulcrum, a one-way clutch supported on the outer periphery of the output shaft, a connecting rod that connects the input-side fulcrum and an output-side fulcrum provided on an outer member of the one-way clutch, A vehicle power transmission device comprising: a control means for controlling the operation of the electric motor, wherein the control means is configured to prevent the electric power from being traveled by the travel drive source. By driving the over motor, the changeable der the eccentricity of the input side fulcrum by relatively rotating the shift shaft to the input shaft is, in the state, the electric motor of the input side fulcrum eccentricity vehicle power transmission device for a drive to said Rukoto to reciprocate between the states of the second predetermined value greater than the state with the first predetermined value of the first predetermined value is proposed.

According to the invention described in claim 2, in addition to the configuration of claim 1, the speed change actuator includes at least a first planetary gear mechanism and a second planetary gear mechanism, and the first planetary gear mechanism includes a sun gear. A vehicle power transmission device is proposed in which a ring gear is connected to the input shaft connected to the electric motor, a sun gear is fixed to the second planetary gear mechanism, and a ring gear is connected to the transmission shaft. that.

According to the invention described in or claim 3, in addition to the configuration of claim 3, wherein, smaller the driver's required driving force is large, the first predetermined value and the second predetermined value A vehicle power transmission device is proposed in which the difference between the two is increased or the output of the electric motor is increased.

  The eccentric disk 19 of the embodiment corresponds to the input side fulcrum of the present invention, the connection pin 37 of the embodiment corresponds to the output side fulcrum of the present invention, and the engine E of the embodiment corresponds to the traveling fulcrum of the present invention. Corresponding to the drive source, the first ring gear Ra and the second ring gear Rb of the embodiment correspond to the ring gear of the present invention, the first sun gear Sa and the second sun gear Sb of the embodiment correspond to the sun gear of the present invention, The electronic control unit U of the embodiment corresponds to the control means of the present invention.

  According to the configuration of the first aspect of the present invention, the vehicle power transmission device connects the input side fulcrum that rotates eccentrically integrally with the input shaft, and the output side fulcrum provided on the outer member of the one-way clutch supported on the outer periphery of the output shaft. Since the connection is made via the rod, when the input shaft rotates and the connecting rod reciprocates, the one-way clutch is intermittently engaged, whereby the output shaft rotates intermittently and the driving force is transmitted. At this time, by changing the amount of eccentricity of the input side fulcrum from the axis of the input shaft by the speed change actuator, the stroke in which the connecting rod reciprocates is changed to change the speed ratio.

Control means, by driving the electric motor of the speed change actuator in a state where running becomes impossible by the running drive source, by relative rotation with respect to the input shaft of the transmission shaft can change the eccentricity of the input side fulcrum , and the in the state, you drive as eccentric amount of the input side fulcrum of the electric motor to reciprocate between the states of the second predetermined value greater than the state with the first predetermined value of the first predetermined value Therefore, when the connecting rod connected to the input side fulcrum is driven and the output shaft rotates , the output shaft can be continuously rotated to enable long-distance retreat travel, and the vehicle retreat travel can be performed. It becomes possible.

According to the configuration of claim 2, the speed change actuator includes at least a first planetary gear mechanism and a second planetary gear mechanism, and the first planetary gear mechanism has a sun gear connected to the electric motor and a ring gear connected to the input shaft. In the second planetary gear mechanism, since the sun gear is fixed and the ring gear is connected to the transmission shaft, the rotation of the electric motor is greatly decelerated and transmitted to the transmission shaft, so that the vehicle is retracted by a small output electric motor. it is possible.

According to the configuration of claim 3 or the control means, as when the required driving force of the driver is large, or increasing the difference between the first predetermined value and second predetermined value, because it increases the output of the electric motor The vehicle can be evacuated at a speed corresponding to the driver's required driving force.

1 is an overall view of a vehicle power transmission device. FIG. (First embodiment) The partially broken perspective view of the principal part of the power transmission device for vehicles. (First embodiment) FIG. 3 is a sectional view taken along line 3-3 in FIG. 1. (First embodiment) FIG. 4 is an enlarged view of part 4 of FIG. 3. (First embodiment) The skeleton figure of a speed change actuator. (First embodiment) FIG. 6 is a sectional view taken along line 6-6 of FIG. (First embodiment) The figure which shows the shape of an eccentric disk. (First embodiment) The figure which shows the relationship between the eccentric amount of an eccentric disk, and a gear ratio. The figure which shows the state of the eccentric disk in OD transmission ratio and GN transmission ratio. The flowchart of evacuation travel. (First embodiment) The speed diagram of the speed-change actuator at the time of ratio holding. (First embodiment) The speed diagram of the speed-change actuator at the time of ratio change. (First embodiment) The speed diagram of the speed-change actuator at the time of evacuation driving | running | working (crankshaft stop state). (First embodiment) The speed diagram of the speed-change actuator at the time of evacuation driving | running | working (crankshaft rotation state). (First embodiment) The speed diagram which shows other embodiment of a speed-change actuator. (Second and third embodiments)

First embodiment

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

  As shown in FIGS. 1 to 4, an input shaft 12 and an output shaft 13 are supported in parallel with each other on a pair of side walls 11 a and 11 b of a transmission case 11 of a continuously variable transmission T for an automobile. The rotation of the connected input shaft 12 is transmitted to the drive wheels via the six transmission units 14..., The output shaft 13 and the differential gear. A variable speed shaft 15 sharing an axis L with the input shaft 12 is fitted into the hollow formed input shaft 12 via seven needle bearings 16 so as to be relatively rotatable. Since the structure of the six transmission units 14 is substantially the same, the structure will be described below with one transmission unit 14 as a representative.

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

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

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

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

  As shown in FIG. 5, the speed change actuator 23 for changing the speed ratio of the continuously variable transmission T by rotating the speed change shaft 15 relative to the input shaft 12 is disposed on the axis L of the input shaft 12. A first planetary gear mechanism PGS1, a second planetary gear mechanism PGS2, and a third planetary gear mechanism PGS3 are provided.

  The single pinion type first planetary gear mechanism PGS1 includes a first sun gear Sa, a first ring gear Ra, a first carrier Ca, and a first carrier Ca and a first carrier Ca that are rotatably supported by the first sun gear Sa and the first ring gear Ra. Are provided with a plurality of first pinions Pa. The single pinion type second planetary gear mechanism PGS2 includes a second sun gear Sb, a second ring gear Rb, and a second sun gear Sb, a second ring gear Rb, a second carrier Cb, and a second carrier Cb. Are provided with a plurality of second pinions Pb. The first carrier Ca of the first planetary gear mechanism PGS1 and the second carrier Cb of the second planetary gear mechanism PGS2 rotate integrally. In the present embodiment, the first sun gear Sa and the second sun gear Sb have the same number of teeth, the first ring gear Ra and the second ring gear Rb have the same number of teeth, and the first pinion Pa and the second pinion Pb have the same number of teeth. The number of teeth is the same.

  A pinion 25 provided on the motor shaft 24a of the electric motor 24 of the speed change actuator 23 is connected to the first sun gear Sa of the first planetary gear mechanism PGS1 via the first reduction gear 26 and the second reduction gear 27, and is electrically operated. When the motor 24 is driven, the first sun gear Sa rotates. The second sun gear Sb of the second planetary gear mechanism PGS2 is fixed to the transmission case 11.

  The single pinion type third planetary gear mechanism PGS3 includes a third sun gear Sc, a third ring gear Rc, a third carrier Cc, and a plurality of third pinions Pc that are rotatably supported by the third carrier Cc. Prepare. The third pinion Pc is a double pinion in which a large-diameter pinion 28 and a small-diameter pinion 29 are integrally formed. The large-diameter pinion 28 meshes with the third sun gear Sc, and the small-diameter pinion 29 meshes with the third ring gear Rc.

  The first ring gear Ra of the first planetary gear mechanism PGS1 is connected to the third ring gear Rc of the third planetary gear mechanism PGS3 and the input shaft 12 (specifically, the cylindrical portion 18b of the eccentric cam 18), and the second planetary gear. The second ring gear Rb of the mechanism PGS2 is connected to the third sun gear Sc of the third planetary gear mechanism PGS3. The third carrier Cc of the third planetary gear mechanism PGS3 is connected to the transmission shaft 15.

The electronic control unit U of the shift actuator 23, an accelerator pedal opening detected by the accelerator opening sensor S p, based on the vehicle speed detected by the vehicle speed sensor S v, the control to continuously variable driving of the electric motor 24 The gear ratio of the machine T is changed.

  1 to 4, an annular portion 33 a on one end side of the connecting rod 33 is supported on the outer periphery of the eccentric disk 19 via a roller bearing 32 so as to be relatively rotatable. The output shaft 13 is supported by a pair of ball bearings 34 and 35 on a pair of side walls 11a and 11b of the mission case 11, and a one-way clutch 36 is provided on the outer periphery thereof. The one-way clutch 36 includes a ring-shaped outer member 38 pivotally supported at the tip of the rod portion 33 b of the connecting rod 33 via a connecting pin 37, and an inner member disposed inside the outer member 38 and fixed to the output shaft 13. A plurality of rollers arranged in a wedge-shaped space formed between the member 39 and an arcuate surface of the inner periphery of the outer member 38 and a plane of the outer periphery of the inner member 39 and biased by a plurality of springs 40. 41...

  As shown in FIGS. 7 and 9, since the center O1 of the eccentric recesses 19a and 19a (that is, the center O1 of the eccentric cam 18) is shifted by the distance d with respect to the center O2 of the eccentric disk 19, the outer periphery of the eccentric disk 19 And the inner periphery of the eccentric recesses 19a, 19a are non-uniform in the circumferential direction, and crescent-shaped thinning recesses 19c, 19c are formed at portions where the interval is large.

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

  6 and 8A to 8D, when the input shaft 12 is rotated by the engine E when the center O2 of the eccentric disk 19 is eccentric with respect to the axis L of the input shaft 12. As the annular portion 33a of the connecting rod 33 rotates eccentrically around the axis L, the rod portion 33b of the connecting rod 33 reciprocates.

  As a result, in FIG. 6, when the connecting rod 33 is reciprocated and pushed to the right in the figure, the rollers 41 urged by the springs 40 bite into the wedge-shaped space between the outer member 38 and the inner member 39. The outer member 38 and the inner member 39 are coupled via the rollers 41... So that the one-way clutch 36 is engaged and the movement of the connecting rod 33 is transmitted to the output shaft 13. On the other hand, when the connecting rod 33 is reciprocated, the rollers 41 are pushed out of the wedge-shaped space between the outer member 38 and the inner member 39 while compressing the springs 40. As the inner members 39 slip each other, the one-way clutch 36 is disengaged and the movement of the connecting rod 33 is not transmitted to the output shaft 13.

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

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

  When the transmission shaft 15 does not rotate relative to the input shaft 12, that is, when the electric motor 24 of the transmission actuator 23 stops and the input shaft 12 and the transmission shaft 15 rotate at the same speed, the transmission ratio of the continuously variable transmission T Is kept constant. On the other hand, when the electric motor 24 of the speed change actuator 23 is driven, the speed change shaft 15 rotates relative to the input shaft 12, and the eccentric recesses 19a and 19a of the eccentric disk 19 in which the ring gear 19b is engaged with the pinion 17 of each speed change unit 14 are provided. The eccentric cam 18 integral with the input shaft 12 rotates while being guided by the guide portions 18a, 18a, and the eccentric amount ε of the center O2 of the eccentric disk 19 with respect to the axis L of the input shaft 12 changes.

FIG. 8 (A) and FIG. 9 (A) The minimum condition is the gear ratio (speed ratio: OD) indicates the eccentric amount of the center O2 of the eccentric disc 19 with respect to the axis L of the input shaft 12 at this time ε is The maximum value is equal to 2d, which is the sum of the distance d from the axis L of the input shaft 12 to the center O1 of the eccentric cam 18 and the distance d from the center O1 of the eccentric cam 18 to the center O2 of the eccentric disk 19. When the transmission shaft 15 rotates relative to the input shaft 12, the eccentric disk 19 rotates relative to the eccentric cam 18 integral with the input shaft 12, as shown in FIGS. 8C and 8B. Furthermore, the eccentric amount ε of the center O2 of the eccentric disk 19 with respect to the axis L of the input shaft 12 is gradually decreased from the maximum value 2d, and the transmission ratio is increased. When the transmission shaft 15 further rotates relative to the input shaft 12, the eccentric disk 19 further rotates relative to the eccentric cam 18 integral with the input shaft 12, so that FIG. 8 ( D ) and FIG. 9 (B). As shown in the figure, the center O2 of the eccentric disk 19 overlaps the axis L of the input shaft 12 so that the eccentricity ε becomes zero and the gear ratio is maximized (infinite) (gear ratio: GN) and output. The power transmission to the shaft 13 is interrupted.

Figure 11 shows a speed diagram of the first to third planetary gear mechanism PGS1, PGS 2, PGS3, solid lines the first planetary gear mechanism PGS, dashed line second planetary gear mechanism PGS2, chain line third planetary gear This corresponds to the mechanism PGS3. The first sun gear Sa of the first planetary gear mechanism PGS1 is connected to the electric motor 24, the second sun gear Sb of the second planetary gear mechanism PGS2 is fixed to the transmission case 11, and the first carrier Ca of the first planetary gear mechanism PGS1 and The second carrier Cb of the second planetary gear mechanism PGS2 is connected to each other, the second ring gear Rb of the second planetary gear mechanism PGS2 and the third sun gear Sc of the third planetary gear mechanism PGS3 are connected to each other, and the first planetary gear is connected. The first ring gear Ra of the mechanism PGS1 and the third ring gear Rc of the third planetary gear mechanism PGS3 are connected to each other. The input shaft 12, that is, the crankshaft of the engine E, is connected to the first ring gear Ra of the first planetary gear mechanism PGS1 and the third ring gear Rc of the third planetary gear mechanism PGS3, and the transmission shaft 15 is connected to the third planetary gear mechanism PGS3. Connected to the third carrier Cc.

  The number of teeth of each gear of the first planetary gear mechanism PGS1, the second planetary gear mechanism PGS2, and the third planetary gear mechanism PGS3 is input when the rotational speed of the electric motor 24 (the rotational speed of the first sun gear Sa) is zero. The rotational speed of the shaft 12 (the rotational speed of the first ring gear Ra or the third ring gear Rc) and the rotational speed of the transmission shaft 15 (the rotational speed of the third carrier Cc) are set to coincide with each other. Therefore, when the electric motor 24 is stopped, the input shaft 12 and the transmission shaft 15 rotate at the same speed, and the eccentric amount ε of the eccentric disk 19 is kept constant.

From this state, as shown in FIG. 12, when the electric motor 24 is driven in one direction to increase the rotation speed of the first sun gear Sa, the rotation speed of the third carrier Cc (transmission shaft 15) is increased and input. A differential rotation occurs between the shaft 12 and the transmission shaft 15, the eccentric amount ε of the eccentric disk 19 increases, and the transmission ratio of the continuously variable transmission T decreases. Conversely, when the electric motor 24 is driven in the other direction, the eccentric amount ε of the eccentric disk 19 decreases and the transmission ratio of the continuously variable transmission T increases. Therefore, the electronic control unit U that controls the operation of the electric motor 24 of the shift actuator 23, the continuously variable transmission T accelerator opening and the vehicle speed sensor S v of the gear ratio is detected by the accelerator opening sensor S p of It is controlled to a value determined by the vehicle speed detected at.

  Next, the operation of the first embodiment of the present invention having the above configuration will be described. When the vehicle becomes unable to travel, the vehicle can be evacuated according to the procedure shown in the flowchart of FIG.

  That is, when the engine E fails in step S1 or when a clutch is provided between the engine E and the continuously variable transmission T, the clutch becomes stuck in a released state and the vehicle becomes unable to travel. When the accelerator pedal is depressed in step S2 and the driver's intention to travel is detected, the electric motor 24 of the speed change actuator 23 is driven to reciprocate at a speed corresponding to the accelerator pedal opening degree in step S3.

  As shown in FIG. 13, when the electric motor 24 (first sun gear Sa) is driven in one direction with the crankshaft (input shaft 12) of the engine E stopped, the third carrier Cc (transmission shaft 15) rotates. Thus, a differential rotation occurs between the input shaft 12 and the input shaft 12 stopped, and the differential rotation of the input shaft 12 and the transmission shaft 15 increases the amount of eccentricity ε of the six eccentric disks 19 to the OD state. When the eccentricity ε of the six eccentric disks 19 increases to the OD state, the eccentric amount ε of the six eccentric disks 19 increases from the OD state to the GN state by driving the electric motor 24 in the reverse direction. In order to decrease, by repeating this, the eccentricity ε of the six eccentric disks 19...

  As a result, the six connecting rods 33 reciprocate, whereby the output shaft 13 rotates, and the driving force of the engine E is not required, and the vehicle is evacuated to a place where it does not obstruct traffic or to a repair shop. be able to. At this time, by driving the electric motor 24 at a speed corresponding to the accelerator pedal opening, the retreat travel can be performed at a vehicle speed according to the intention of the driver.

  The case where the crankshaft of the engine E is stopped has been described above. However, even when the crankshaft (the input shaft 12) of the engine E is dragged by the transmission shaft 15, the speed diagram of FIG. As can be seen, by driving the electric motor 24, the eccentric amount ε of the eccentric discs 19 can be changed, so that the vehicle can be retreated without any trouble.

  Moreover, the first planetary gear mechanism PGS1 has the first sun gear Sa connected to the electric motor 24 and the first ring gear Ra connected to the input shaft 12, and the second planetary gear mechanism PGS2 has the second sun gear Sb fixed to the transmission case 11. Since the second ring gear Rb is connected to the transmission shaft 15 via the third planetary gear mechanism PGS3, the rotation of the electric motor 24 is greatly decelerated and transmitted to the transmission shaft 15, and the vehicle is driven by the small output electric motor 24. The vehicle can be evacuated.

  Further, since the eccentric disks 19 are reciprocated between the OD state and the GN state during the retreat travel, the maximum reciprocating stroke of the connecting rod 33 can be ensured to increase the vehicle speed during the retreat travel. .

Second and third embodiments

  Next, second and third embodiments of the present invention will be described with reference to FIG.

  The connection relationship of each element of the first planetary gear mechanism PGS1 and the second planetary gear mechanism PGS2 is not limited to the first embodiment, and various design changes are possible.

  In the speed change actuator 23 of the second embodiment shown in FIG. 15A, the first ring gear Ra of the first planetary gear mechanism PGS1 and the second ring gear Rb of the second planetary gear mechanism PGS2 are connected to each other. The first carrier Ca of the planetary gear mechanism PGS1 and the third sun gear Sc of the third planetary gear mechanism PGS3 are connected to each other, and the second carrier Cb of the second planetary gear mechanism PGS2 and the third ring gear Rc of the third planetary gear mechanism PGS3. Are connected to each other. The first sun gear Sa of the first planetary gear mechanism PGS1 is connected to the electric motor 24, the second sun gear Sb of the second planetary gear mechanism PGS2 is fixed to the transmission case 11, and the second carrier Cb of the second planetary gear mechanism PGS2 is used. The third ring gear Rc of the third planetary gear mechanism PGS3 is connected to the input shaft 12, and the third carrier Cc of the third planetary gear mechanism PGS3 is connected to the transmission shaft 15.

  Also in the second embodiment, when the first sun gear Sa is driven by the electric motor 24, the third ring gear Rc (input shaft 12) and the third carrier Cc (transmission shaft 15) are rotated relative to each other to cause the eccentric disk 19 to rotate. The eccentric amount ε of... Can be changed and the vehicle can be retreated.

  In the speed change actuator 23 of the third embodiment shown in FIG. 15B, the first ring gear Ra of the first planetary gear mechanism PGS1 and the second ring gear Rb of the second planetary gear mechanism PGS2 are connected to each other. The first sun gear Sa of the planetary gear mechanism PGS1 and the third sun gear Sc of the third planetary gear mechanism PGS3 are connected to each other, and the second sun gear Sb of the second planetary gear mechanism PGS2 and the third ring gear Rc of the third planetary gear mechanism PGS3. Are connected to each other. The first carrier Ca of the first planetary gear mechanism PGS1 is connected to the electric motor 24, the second carrier Cb of the second planetary gear mechanism PGS2 is fixed to the transmission case 11, and the second sun gear Sb of the second planetary gear mechanism PGS2 is used. The third ring gear Rc of the third planetary gear mechanism PGS3 is connected to the input shaft 12, and the third carrier Cc of the third planetary gear mechanism PGS3 is connected to the transmission shaft 15.

  Also in the third embodiment, when the first carrier Ca is driven by the electric motor 24, the third ring gear Rc (input shaft 12) and the third carrier Cc (transmission shaft 15) are rotated relative to each other to cause the eccentric disk 19 to rotate. The eccentric amount ε of... Can be changed and the vehicle can be retreated.

  The embodiments of the present invention have been described above, but various design changes can be made without departing from the scope of the present invention.

For example, in the embodiment, the amount of eccentricity ε of the eccentric disk 19 is changed between the OD state and the GN state during the retreat travel, but the amount of eccentricity ε is changed between any two states other than the OD state and the GN state. It may be changed.

  Further, the third planetary gear mechanism PGS3 of the speed change actuator 23 is not necessarily required, and it can be replaced with an arbitrary speed reduction mechanism and can be eliminated. When the third planetary gear mechanism PGS3 is abolished, it is necessary to rotate the transmission shaft 15 at the same speed as the input shaft 12 in order to keep the transmission ratio of the continuously variable transmission T constant. If the shaft 15 is rotated at a speed different from that of the input shaft 12, the eccentric amount ε of the eccentric disk 19 can be changed to perform retreat travel.

  The traveling drive source of the present invention is not limited to the engine E of the embodiment, and may be another drive source such as an electric motor.

12 Input shaft 13 Output shaft 14 Transmission unit 15 Transmission shaft 19 Eccentric disc (input side fulcrum)
23 transmission actuator 24 electric motor 33 connecting rod 36 one-way clutch 37 connecting pin (output side fulcrum)
38 Outer member E Engine (driving drive source)
PGS1 First planetary gear mechanism PGS2 Second planetary gear mechanism Ra First ring gear (ring gear)
Rb Second ring gear (ring gear)
Sa 1st sun gear (sun gear)
Sb 2nd sun gear (sun gear)
U Electronic control unit (control means)
ε Eccentricity

Claims (3)

A transmission unit (14) for shifting the rotation of the input shaft (12) connected to the travel drive source (E) and transmitting it to the output shaft (13);
The transmission unit (14)
An input side fulcrum (19) that rotates eccentrically integrally with the input shaft (12);
A transmission shaft (15) disposed coaxially with the input shaft (12);
A speed change actuator (23) for changing the eccentric amount (ε) of the input side fulcrum (19) by rotating the speed change shaft (15) relative to the input shaft (12) by the driving force of the electric motor (24). When,
A one-way clutch (36) supported on the outer periphery of the output shaft (13);
A connecting rod (33) for connecting the input side fulcrum (19) and the output side fulcrum (37) provided on the outer member (38) of the one-way clutch (36);
A vehicle power transmission device comprising control means (U) for controlling the operation of the electric motor (24),
The control means (U) drives the electric motor (24) in a state where travel by the travel drive source (E) is disabled, so that the transmission shaft (15) is moved to the input shaft (12). Ri changeable der the eccentricity of the input side fulcrum (19) (epsilon) by relatively rotating with respect to, in the state, the eccentric amount of the electric motor (24) the input side fulcrum (19) ( epsilon) is driven to a vehicular power transmitting device according to claim Rukoto to reciprocate between the states of the second predetermined value greater than the state with the first predetermined value of the first predetermined value. The speed change actuator (23) includes at least a first planetary gear mechanism (PGS1) and a second planetary gear mechanism (PGS2),
The first planetary gear mechanism (PGS1) has a sun gear (Sa) connected to the electric motor (24), a ring gear (Ra) connected to the input shaft (12), and the second planetary gear mechanism (PGS2) The vehicle power transmission device according to claim 1, wherein the sun gear (Sb) is fixed and the ring gear (Rb) is connected to the speed change shaft (15). The control means (U) increases the difference between the first predetermined value and the second predetermined value or increases the output of the electric motor (24) as the driver's required driving force increases. The vehicle power transmission device according to claim 1 , wherein the vehicle power transmission device is characterized.

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