WO2010107064A1

WO2010107064A1 - Power transmission

Info

Publication number: WO2010107064A1
Application number: PCT/JP2010/054559
Authority: WO
Inventors: 忠彦加藤
Original assignee: 株式会社ユニバンス
Priority date: 2009-03-18
Filing date: 2010-03-17
Publication date: 2010-09-23
Also published as: JP4834797B2; JPWO2010107064A1

Abstract

[Object] To provide a power transmission that is small in size yet capable of transmitting power with high efficiency. [Solution] A power transmission (1) is capable of transmitting power from a motor (121) in two stages through a first reduction gear (3) and a second reduction gear (5) enabling the operation of the motor (121) with high efficiency within a wide range of rotation from low to a high speed thus transmitting power from the motor (121) to rear wheels (102) with high efficiency. With a transmission capable of transmitting power from the motor (121) with high efficiency within a wide range of rotation from low to a high speed, the motor power can be reduced and the size of the motor can be reduced. In comparison with a transmission with a multi-plate clutch which is engaged/disengaged to reduce the input speed, the present transmission is simple in structure and small in size because no hydraulic system is needed to engage/disengage the multi-plate clutch.

Description

Power transmission device

The present invention relates to a power transmission device that transmits the power of a motor, and more particularly to a power transmission device that can efficiently transmit the power of a motor and can be downsized.

Conventionally, as a power transmission device that transmits power of a motor, for example, Non-Patent Document 1 discloses a rear unit that decelerates input rotation from a motor with a reduction gear in a drive system of a hybrid vehicle.

Further, Non-Patent Document 2 discloses a transmission that shifts input rotation from a motor in two stages by a planetary gear device by engaging and disengaging two multi-plate clutches. According to the transmission disclosed in Non-Patent Document 2, since the input rotation can be shifted in two stages, the motor can be used in an efficient rotation range in a wide vehicle speed range from low speed to high speed. Power can be transmitted efficiently.

However, since the rear unit disclosed in Non-Patent Document 1 cannot decelerate the input rotation by simply decelerating the input rotation, when the motor is controlled in a wide vehicle speed range from low speed to high speed, the motor has an efficient rotation range. This makes it difficult to use the motor and the motor power cannot be efficiently transmitted. In addition, since the input rotation cannot be changed, a high-output motor is required to use the motor in an efficient rotation range in a wide range of vehicle speeds. There was a problem of inviting.

On the other hand, in the transmission disclosed in Non-Patent Document 2, although the above-mentioned problems can be solved, since the multi-plate clutch is engaged and the input rotation is changed, a hydraulic system for engaging and disengaging the multi-plate clutch is required. However, there is a problem that the structure is complicated and the apparatus is enlarged. In addition, it is difficult to turn on and off the two multi-plate clutches. If the two multi-plate clutches are both disconnected, the transmission of power is cut off, causing a motor rotation increase and a shock at the time of shifting. If the clutches are connected at the same time, the planetary gear unit may double mesh and the transmission may be damaged. Further, energy loss is caused by the amount of heat energy released when the multi-plate clutch is connected.

The present invention has been made to solve the above-described problems, and an object of the present invention is to provide a power transmission device that can efficiently transmit power of a motor and can be downsized.

Means for Solving the Problems and Effects of the Invention

In order to achieve this object, according to the power transmission device of the first aspect, when the motor rotates forward, the power is transmitted from the input shaft to the first reduction gear, while the first reduction gear to the input shaft. A sprag having a first clutch configured to block transmission of power and to block transmission of power from the input shaft to the first reduction gear, and the first clutch has engagement surfaces that respectively contact the inner ring and the outer ring. And a biasing member that applies a biasing force to the sprag and tilts the sprag in the circumferential self-locking direction so that the engagement surface contacts the inner ring and the outer ring, and against the biasing force of the biasing member A load applying device that applies a load to the sprag and tilts the sprag in a direction opposite to the self-locking direction and in a circumferential anti-locking direction. As a result, when the load applying device of the first clutch is operated while the motor is rotating forward, the sprag is tilted in the anti-self-lock direction against the urging force of the urging member, and the inner ring and the outer ring The transmission of power from the input shaft to the first reduction gear is interrupted by releasing the engagement of the sprag. On the other hand, in this case, the power of the motor is transmitted from the input shaft to the second reduction gear, whereby the power is transmitted from the second reduction gear to the transmission shaft by the second clutch, and the power is transmitted from the transmission shaft to the output shaft. Is transmitted. In this case, the rotation transmitted to the output shaft is transmitted to the first reduction gear. Even if the reduction ratio of the second reduction gear is greater than the reduction ratio of the first reduction gear, Transmission of power from the first reduction gear to the input shaft is interrupted by one clutch.

Therefore, when the load applying device of the first clutch is operated, the input rotation from the motor can be decelerated by the second reduction gear and decelerated at a reduction ratio larger than that of the first reduction gear.

On the other hand, when the load applying device of the first clutch is inactivated, the sprag is tilted in the self-locking direction by the urging force of the urging member, and the sprag is engaged with the inner ring and the outer ring, so that the input shaft The power is transmitted from the first reduction gear to the output shaft, and the power is transmitted from the first reduction gear to the output shaft. In this case, the rotation transmitted to the output shaft is transmitted to the transmission shaft. However, since the reduction ratio of the second reduction gear is set larger than the reduction ratio of the first reduction gear, the second clutch Then, the inner ring and the outer ring rotate so that the sprag tilts in the anti-self-locking direction, and the transmission of power from the transmission shaft to the second reduction gear is interrupted.

Therefore, when the load applying device of the first clutch is inactivated, the input rotation from the motor can be decelerated by the first reduction gear and decelerated at a reduction ratio smaller than that of the second reduction gear.

Thus, according to the power transmission device of the present invention, the input rotation from the motor can be shifted in two stages by the first reduction gear and the second reduction gear, so that the motor can be efficiently operated in a wide vehicle speed range from low speed to high speed. It can be used in a good rotation range, and there is an effect that the power of the motor can be transmitted efficiently.

In addition, if it becomes possible to use the motor in a wide range of vehicle speeds in an efficient rotation range, a high-output motor is not necessary, and the size of the device accompanying the increase in motor output is avoided accordingly. There is an effect that downsizing can be achieved.

Further, compared with the conventional configuration in which the multi-plate clutch is intermittently engaged and the input rotation is changed, a hydraulic system for intermittently engaging the multi-plate clutch is not required, and the structure is simplified and the size is reduced. There is an effect that can be. Furthermore, in the case of a configuration in which the multi-plate clutch is intermittently connected to change the input rotation, heat energy is released when the multi-plate clutch is connected, resulting in energy loss. The multi-plate clutch is not required and energy loss is prevented. There is an effect that can be.

In addition, since the first clutch switches between transmission and shut-off of power by tilting the sprag, compared to a configuration in which switching is performed by moving the sprag, the amount of sprag operation can be reduced and the time required for switching is shortened. It is possible to perform switching quickly. Furthermore, if the switching can be performed quickly, the inner ring and the outer ring do not run idle until the transmission of power is interrupted and the shock during power transmission can be prevented. There is.

Further, since the second clutch is configured to interrupt the transmission of power from the transmission shaft to the second reduction gear when the motor rotates in the forward direction, the first clutch is in the state where the motor is rotating in the forward direction. Even if the clutch load application device becomes inoperable, the transmission of power from the input shaft to the first reduction gear and the transmission of power from the transmission shaft to the second reduction gear are performed at the same time. There is an effect that it is possible to prevent double meshing between the second reduction gear and the second reduction gear.

According to the power transmission device of the second aspect, the load applying device for the first clutch is operated to transmit power from the second reduction gear to the output shaft through the transmission shaft, while the load applying device for the first clutch is used. Is deactivated, and power is transmitted from the first reduction gear to the output shaft. Thus, in addition to the effect of the first aspect, there is an effect that the input rotation can be shifted without requiring complicated control by switching the operation and non-operation of the load applying device of the first clutch. Therefore, as compared with the conventional configuration in which two multi-plate clutches are intermittently engaged and the input rotation is changed, smooth transmission without interruption of transmission of power can be realized, and the first reduction gear and the second reduction gear. It is also possible to prevent double meshing.

According to a third aspect of the present invention, there is provided the third clutch for transmitting the reverse power from the first reduction gear to the input shaft when the reverse power is input to the output shaft so that the output shaft rotates forward. Therefore, in addition to the effect of the first or second aspect, the power transmission state in which the power of the motor is transmitted to the output shaft without switching the operation and non-operation of the load applying device of the first clutch, and the input to the output shaft. There is an effect that it is possible to switch between the power transmission state in which the reverse power transmitted to the motor is transmitted. Therefore, the control for switching the load applying device of the first clutch can be made unnecessary, and a shock at the time of switching the power transmission state can be prevented.

According to the power transmission device of the fourth aspect, when the motor is rotating in the reverse direction, power is transmitted from the input shaft to the first reduction gear by the third clutch, and power is transmitted from the first reduction gear to the output shaft. Is done. In this case, the rotation transmitted to the output shaft is transmitted to the transmission shaft, but the transmission of power from the transmission shaft to the second reduction gear is interrupted by the second clutch. Therefore, in addition to the effect of the third aspect, there is an effect that power can be transmitted even in a state where the motor is rotating in the reverse direction.

Further, since the third clutch is disposed on the power transmission path from the input shaft to the first reduction gear, the load applying device for the first clutch and the second clutch in a state where the motor is rotating forward. Even if the operation of the first reduction gear becomes impossible, the transmission of power from the input shaft to the first reduction gear and transmission of power from the transmission shaft to the second reduction gear are not performed at the same time. There is an effect that double meshing with the gear can be prevented.

According to the power transmission device of the fifth aspect, when the reverse power is input to the output shaft so that the output shaft rotates in the reverse direction, the load applying device of the second clutch is deactivated so that the third clutch Thus, the reverse power is transmitted from the first reduction gear to the input shaft, and at the same time, the reverse power is transmitted from the transmission shaft to the second reduction gear by the second clutch. Thus, in addition to the effect of the fourth aspect, when reverse power is input to the output shaft so that the output shaft rotates in the reverse direction, the first reduction gear and the second reduction gear can be double-engaged. effective. Therefore, for example, when the vehicle is stopped on an uphill, the vehicle can be prevented from retreating without operating the side brake or controlling the motor so as to obtain the necessary driving force. In addition, when the vehicle moves forward from a state where the vehicle has stopped climbing, the vehicle can be started only by driving the motor.

According to the power transmission device of the sixth aspect, when the motor rotates in the reverse direction, the power is transmitted from the second reduction gear to the transmission shaft, and the reverse power is input to the output shaft so that the output shaft rotates in the forward direction. In this case, the fourth clutch is provided to transmit the reverse power from the transmission shaft to the second reduction gear. In addition to the effect of the first aspect, the output is performed so that the motor rotates backward and the output shaft rotates forward. When reverse power is input to the shaft, there is an effect that power and reverse power can be transmitted by the second reduction gear having a larger reduction ratio than the first reduction gear.

That is, according to the power transmission device of the present invention, when the motor rotates in the reverse direction, the power transmitted from the input shaft to the second reduction gear is transmitted from the second reduction gear to the transmission shaft by the fourth clutch. Power is transmitted from the shaft to the output shaft. In this case, the rotation transmitted to the output shaft is transmitted to the first reduction gear. By operating the load applying device of the first clutch, power is transmitted from the first reduction gear to the input shaft. Is cut off.

Further, when reverse power is input to the output shaft so that the output shaft rotates forward, the reverse power is transmitted from the output shaft to the transmission shaft, and the reverse power transmitted to the transmission shaft is transmitted by the fourth clutch. Transmission is transmitted from the transmission shaft to the second reduction gear, and reverse power is transmitted from the second reduction gear to the input shaft. In this case, the rotation input to the output shaft is transmitted to the first reduction gear, but the transmission of power from the first reduction gear to the input shaft is blocked by the first clutch.

As described above, according to the power transmission device of the present invention, when the motor rotates in the reverse direction and when the reverse power is input to the output shaft so that the output shaft rotates in the forward direction, the reduction ratio is higher than that of the first reduction gear. Since power and reverse power can be transmitted by the large second reduction gear, a larger driving force can be obtained. In addition, when energy is regenerated using a motor as a generator, energy can be regenerated efficiently.

It is the schematic diagram which showed typically the vehicle by which the power transmission device in 1st Embodiment of this invention is mounted. It is the schematic diagram which showed typically the internal structure of a power transmission device. It is sectional drawing of a 1st clutch. FIG. 4 is a cross-sectional view of the first clutch taken along line IV-IV in FIG. 3. It is the elements on larger scale of the 1st clutch which expanded and showed the part shown by V of FIG. It is the schematic diagram which showed typically the internal structure of a power transmission device. It is the schematic diagram which showed typically the internal structure of a power transmission device. It is the schematic diagram which showed typically the internal structure of a power transmission device. It is the schematic diagram which showed typically the internal structure of a power transmission device. It is the schematic diagram which showed typically the internal structure of the power transmission device in 2nd Embodiment. It is the schematic diagram which showed typically the internal structure of the power transmission device in 2nd Embodiment. It is the schematic diagram which showed typically the internal structure of the power transmission device in 2nd Embodiment. It is the schematic diagram which showed typically the internal structure of the power transmission device in 2nd Embodiment. It is the schematic diagram which showed typically the internal structure of the power transmission device in 2nd Embodiment.

Hereinafter, preferred embodiments of the present invention will be described with reference to the accompanying drawings. FIG. 1 is a schematic diagram schematically showing a vehicle 100 on which the power transmission device 1 according to the first embodiment of the present invention is mounted. Note that arrows FB and LR in FIG. 1 indicate the front-rear direction and the left-right direction of the vehicle 100, respectively.

First, a schematic configuration of the vehicle 100 will be described. As shown in FIG. 1, the vehicle 100 drives a front unit 110 that drives a front wheel 101 (left front wheel 101FL and right front wheel 101FR) and a rear wheel 102 (left rear wheel 102BL and right rear wheel 102BR). The rear unit 120 is configured to be able to drive the front wheel 101 and the rear wheel 102 independently of each other.

The front unit 110 mainly includes an engine 111 and a motor 112 as a power source, and a power transmission device 113 that transmits the power of the engine 111 and the motor 112 to the front wheels 101. The front unit 110 supplies two powers of the engine 111 and the motor 112. The front wheel 101 can be driven by properly using it.

The rear unit 120 mainly includes a motor 121 as a power source and a power transmission device 1 that transmits the power of the motor 121 to the rear wheel 102, and the motor 121 is controlled according to the driving torque of the front wheel 101. Thus, the rear wheels 102 can be driven so that the driving torques of the front wheels 101 and the rear wheels 102 can be distributed appropriately according to the traveling state of the vehicle 100.

Further, the rear unit 120 is configured such that the motor 121 also has a function as a generator, and the electric power generated by the motor 121 can be regenerated.

It should be noted that the vehicle 100 may be configured by only the rear unit 120 without the front unit 110, and in that case, the front wheel 101 may be driven by the rear unit 120.

Next, the detailed configuration of the power transmission device 1 will be described with reference to FIG. FIG. 2 is a schematic diagram schematically showing the internal structure of the power transmission device 1. In FIG. 2, only the configuration that bears the function of transmitting power is shown for easy understanding.

As shown in FIG. 2, the power transmission device 1 includes an input shaft 2 to which power of the motor 121 is input, a first reduction gear 3 to which power is transmitted from the input shaft 2, and the first reduction gear 3. An output shaft 4 to which power is transmitted, a first clutch 10 disposed on a power transmission path from the input shaft 2 to the first reduction gear 3, and a second reduction gear to which power is transmitted from the input shaft 2. 5, a transmission shaft 6 to which power is transmitted from the second reduction gear 5, a second clutch 20 disposed on a power transmission path from the second reduction gear 5 to the transmission shaft 6, and the input shaft 2 To the first reduction gear 3 and mainly includes a third clutch 30 disposed on a power transmission path.

However, in the present embodiment, as shown in FIG. 2, the power transmitted to the first reduction gear 3 is transmitted to the output shaft 4 via the differential device 7, and the power transmitted to the output shaft 4 is also transmitted. It is configured to be output to the outside of the power transmission device 1 and transmitted to the rear wheel 102.

The differential device 7 is a device for absorbing the rotational difference between the left and right rear wheels 102BL and 102BR, and its configuration is well known (for example, Japanese Patent No. 4024897), and thus detailed description thereof is omitted.

The first reduction gear 3 is a gear pair that reduces the input rotation from the motor 121. As shown in FIG. 2, the first reduction gear 3 is driven by power transmitted from the input shaft 2, and the drive gear 3a. It is comprised by the driven gear 3b driven and the reduction ratio is set to Dh.

In the present embodiment, as shown in FIG. 2, a reduction gear is formed between the driven gear 3b and the differential device 7, and even when power is transmitted from the driven gear 3b to the differential device 7. The input rotation from the motor 121 is decelerated at a predetermined reduction ratio.

The first clutch 10 is for transmitting and interrupting power between the input shaft 2 and the first reduction gear 3, and when the motor 121 rotates in the forward direction, the first reduction gear 3 from the input shaft 2. The transmission of power from the first reduction gear 3 to the input shaft 2 is interrupted, and the transmission of power from the input shaft 2 to the first reduction gear 3 can be interrupted.

Here, the detailed configuration of the first clutch 10 will be described with reference to FIGS. 3 is a cross-sectional view of the first clutch 10, and FIG. 4 is a cross-sectional view of the first clutch 10 taken along the line IV-IV in FIG.

As shown in FIGS. 3 and 4, the first clutch 10 includes an inner ring 11, an outer ring 12 surrounding the outer periphery of the inner ring 11, and a plurality of sprags 13 disposed between the inner ring 11 and the outer ring 12. The retainer 14 for holding the sprags 13 and the load applying device 15 are mainly provided.

The inner ring 11 is a member having a function of transmitting power, and includes an outer peripheral surface 11a having a circular cross section as shown in FIGS. 3 and 4, and is configured to be rotatable around an axis O. The inner ring 11 is formed integrally with the input shaft 2 (see FIG. 2).

The outer ring 12 is a member having a function of transmitting power together with the inner ring 11. As shown in FIGS. 3 and 4, the outer ring 12 includes an inner circumferential surface 12 a having a circular cross section facing the outer circumferential surface 11 a of the inner ring 11. Similarly to the above, it is configured to be rotatable around the axis O. The outer ring 12 is formed integrally with the drive gear 3a (see FIG. 2) of the first reduction gear 3.

The sprag 13 is a member having a function of engaging the inner ring 11 and the outer ring 12, and includes

engagement surfaces

13a and 13b (see FIG. 5) that contact the outer peripheral surface 11a and the inner peripheral surface 12a, respectively, and is shown in FIG. As described above, a plurality of outer circumferential surfaces 11a and inner circumferential surfaces 12a are arranged at equal intervals in the circumferential direction between the opposing surfaces.

The sprag 13 is biased in the circumferential direction of the inner peripheral surface 11a and the outer peripheral surface 12a by a ribbon spring 16 (see FIG. 5). Here, the ribbon spring 16 will be described with reference to FIG. FIG. 5 is a partially enlarged cross-sectional view of the first clutch 10 showing the portion indicated by V in FIG. 4 in an enlarged manner.

The ribbon spring 16 applies an urging force to the sprag 13 so that the engagement surfaces 13a and 13b are in contact with the outer peripheral surface 11a and the inner peripheral surface 12a. 5 is a member that generates a rotational moment, and is formed by applying a wave-like bending process to a metal material as shown in FIG. 5, and is configured to apply a biasing force to the sprag 13 using its elasticity. Yes. However, the ribbon spring 16 may be constituted by a coil spring.

By applying an urging force to the sprag 13 by the ribbon spring 16, the sprag 13 tilts in the self-locking direction so that the engaging

surfaces

13a and 13b are in contact with the outer peripheral surface 11a and the inner peripheral surface 12a.

As a result, as shown in FIG. 5, frictional force is generated at the contact A between the inner peripheral surface 12a and the engagement surface 13b and the contact B between the outer peripheral surface 11a and the engagement surface 13a, and the outer peripheral surface 11a and the inner peripheral surface. When the inner ring 11 and the outer ring 12 rotate in a predetermined direction due to the displacement of the respective contacts A and B in the circumferential direction of 12a, the sprags 13 engage with the inner ring 11 and the outer ring 12.

Thus, when the motor 121 rotates in the forward direction, the inner ring 11 rotates relative to the sprag 13 relative to the outer ring 12 as viewed from the outer ring 12 side in the direction of arrow Ri in FIG. 5 (hereinafter referred to as “lock direction”). , The sprag 13 is engaged with the inner ring 11 and the outer ring 12, and power is transmitted from the input shaft 2 to the first reduction gear 3. On the other hand, when the motor 121 rotates in the reverse direction, the inner ring 11 rotates relative to the sprag 13 relative to the outer ring 12 as viewed from the outer ring 12 side, and is in the direction of the opposite arrow Ri in FIG. 5 (hereinafter referred to as “free direction”). The sprag 13 tilts in the anti-self-lock direction against the urging force of the ribbon spring 16 due to the frictional force acting on the contact point B. As a result, the sprag 13 is engaged with the inner ring 11 and the outer ring 12. Is released, and transmission of power from the input shaft 2 to the first reduction gear 3 is interrupted.

Further, when the outer ring 12 rotates relative to the sprag 13 relative to the inner ring 11 in the direction of the arrow Ro in FIG. 5 (hereinafter referred to as “locking direction”), the inner ring 11 and the outer ring 12 is engaged with the sprag 13, and power is transmitted from the first reduction gear 3 to the input shaft 2. On the other hand, when the outer ring 12 rotates relative to the sprag 13 relative to the inner ring 11 and rotates in the direction of the opposite arrow Ro (hereinafter referred to as “free direction”) in FIG. The sprag 13 is tilted in the anti-self-locking direction against the urging force of the ribbon spring 16 by the acting frictional force. As a result, the engagement of the sprag 13 with the inner ring 11 and the outer ring 12 is released, and the first reduction gear 3 From the power to the input shaft 2 is cut off.

Referring back to FIG. 3 and FIG. The retainer 14 is a member that holds the sprag 13 so as to be tiltable in the circumferential direction of the outer peripheral surface 11a and the inner peripheral surface 12a. As shown in FIGS. 3 and 4, the retainer 14a, the load transmitting portion 14b, It is configured with. The holding part 14 a is a part that holds the sprag 13 and extends in the direction of the axis O as shown in FIGS. 3 and 4 and holds the upper end side of the sprag 13.

The load transmitting portion 14b is a portion to which the load is transmitted from the load applying device 15, and extends in a direction intersecting with the direction of the axis O as shown in FIG. Thereby, compared with the case where the load transmission part 14b is extended in the axial center O direction, the dimension of the axial direction O of the holder | retainer 14 can be shortened, and size reduction of the 1st clutch 10 can be achieved.

Further, as shown in FIG. 4, the load transmitting portion 14b is formed in a gear shape so that a load is transmitted from the load applying device 15 through a gear mechanism configured between the load transmitting portion 14b and a pinion 15b described later. It is configured. Thereby, the energy loss produced in the load transmission path from the load applying device 15 to the cage 14 can be reduced, and the load can be efficiently transmitted to the cage 14.

The load applying device 15 is a device for applying a load to the sprags 13 against the urging force of the ribbon spring 16 and tilting the sprags 13 in the anti-self-lock direction (the anti-arrow S rotation direction in FIG. 5). As shown in FIGS. 3 and 4, the actuator 15a and the pinion 15b are provided.

The actuator 15a is a power source that generates a load to be applied to the sprags 13, and is configured by an electric motor (an AC motor or a DC motor), and is configured to be driven by electric power supplied from a power source (not shown).

Thus, since the actuator 15a is comprised with the electric motor, compared with the case where the actuator 15a is comprised with a cylinder, a solenoid, etc., for example, the structure of the load provision apparatus 15 can be simplified and size reduction can be achieved. it can.

In addition, when the structure of the load applying device 15 is complicated, the load applying device 15 is increased in size, leading to an increase in the size of the first clutch 10. However, the structure of the load applying device 15 is simplified and downsized. If possible, the first clutch 10 can be downsized.

The pinion 15b is a member for transmitting the motive power of the actuator 15a to the cage 14, and is formed in a gear shape that meshes with the load transmission portion 14b of the cage 14 as shown in FIG. 3, and is connected to the load transmission portion 14b. A gear mechanism is formed between them.

The load of the sprag 13 is applied through the retainer 14 by transmitting the power of the actuator 15a to the retainer 14 by the pinion 15b. Thus, since the load application device 15 applies a load to the sprags 13 via the retainer 14, it is possible to apply a load to the plurality of sprags 13 at a time and efficiently apply a load to the sprags 13. Can do.

According to the load applying device 15 configured as described above, by applying a load to the sprag 13 against the urging force of the ribbon spring 16, the sprag 13 is tilted in the anti-self-lock direction, and the inner ring 11 and The engagement of the sprag 13 with the outer ring 12 can be forcibly released.

Thereby, when the inner ring 11 rotates relative to the sprag 13 in the locking direction (in the direction of the arrow Ri in FIG. 5) when viewed from the outer ring 12 side relative to the outer ring 12, Even when rotating relative to the inner ring 11 and rotating in the locking direction (in the direction of arrow Ro in FIG. 5) when viewed from the inner ring 11 side, the load application device 15 forcibly releases the engagement of the sprags 13 with the inner ring 11 and the outer ring 12. Thus, transmission of power from the input shaft 2 to the first reduction gear 3 and transmission of power from the first reduction gear 3 to the input shaft 2 can be interrupted.

Referring back to FIG. The second reduction gear 5 is a gear pair that reduces the input rotation from the motor 121 at a reduction ratio different from that of the first reduction gear 3, and is driven by the power transmitted from the input shaft 2 as shown in FIG. The driving gear 5a and the driven gear 5b driven by the driving gear 5a, and the reduction ratio thereof is set to Dl.

Here, the reduction ratio Dh of the first reduction gear 3 is set smaller than the reduction ratio Dl of the second reduction gear 5 (Dh <Dl), and the input rotation from the motor 121 is reduced by the first reduction gear 3. In this case, the second reduction gear 5 is configured to decelerate at a reduction ratio smaller than that in the case where the second reduction gear 5 decelerates.

The transmission shaft 6 transmits the power transmitted to the second reduction gear 5 to the output shaft 4, and is formed integrally with the driven gear 3b of the first reduction gear 3, as shown in FIG. Power is transmitted from 3b to the output shaft 4 via the differential device 7.

The second clutch 20 is a device for transmitting and interrupting power between the second reduction gear 5 and the transmission shaft 6, and transmits power from the second reduction gear 5 when the motor 121 rotates forward. While transmitting to the shaft 6, the transmission of power from the transmission shaft 6 to the second reduction gear 5 is interrupted, and when the motor 121 rotates in the reverse direction, transmission of power from the transmission shaft 6 to the second reduction gear 5 is performed. It is configured to be shut off. Since the second clutch 20 is configured in the same manner as the first clutch 10, detailed description thereof is omitted.

However, in the first clutch 10, the inner ring 11 is formed integrally with the input shaft 2 and the outer ring 12 is formed integrally with the drive gear 3 a of the first reduction gear 3, whereas in the second clutch 20, The inner ring 11 is formed integrally with the transmission shaft 6 and the outer ring 12 is formed integrally with the driven gear 5 b of the second reduction gear 5.

As a result, when the outer ring 12 rotates relative to the sprag 13 relative to the inner ring 11 in the direction of the arrow Ro (hereinafter referred to as “lock direction”) in FIG. The sprag 13 is engaged with the outer ring 12, and power is transmitted from the second reduction gear 5 to the transmission shaft 6. On the other hand, when the outer ring 12 rotates relative to the sprag 13 in the direction of the opposite arrow Ro in FIG. 5 (hereinafter referred to as “free direction”) as viewed from the inner ring 11 side relative to the inner ring 11, the inner ring 11 and The engagement of the sprag 13 with the outer ring 12 is released, and the transmission of power from the second reduction gear 5 to the transmission shaft 6 is interrupted.

When the inner ring 11 rotates relative to the sprag 13 relative to the outer ring 12 in the direction of the arrow Ri in FIG. 5 (hereinafter referred to as “locking direction”) when viewed from the outer ring 12 side, the inner ring 11 and the outer ring 12 is engaged with the sprag 13, and power is transmitted from the transmission shaft 6 to the second reduction gear 5. On the other hand, when the inner ring 11 rotates relative to the sprag 13 relative to the outer ring 12 in the direction of the opposite arrow Ri (hereinafter referred to as “free direction”) in FIG. The engagement of the sprag 13 with the outer ring 12 is released, and the transmission of power from the transmission shaft 6 to the second reduction gear 5 is interrupted.

In contrast, when the outer ring 12 rotates relative to the sprag 13 in the locking direction as viewed from the inner ring 11 side relative to the inner ring 11, and when the inner ring 11 rotates relative to the outer ring 12 relative to the sprag 13. Even when rotating in the locking direction when viewed from the outer ring 12 side, the load applying device 15 forcibly releases the engagement of the sprags 13 to the inner ring 11 and the outer ring 12, so that the second reduction gear 5 to the transmission shaft 6. And transmission of power from the transmission shaft 6 to the second reduction gear 5 can be cut off.

The third clutch 30 is for transmitting and blocking power between the input shaft 2 and the first reduction gear 3, and reverse power is input to the output shaft 4 so that the output shaft 4 rotates forward. In this case, the reverse power is transmitted from the first reduction gear 3 to the input shaft 2, and the power can be transmitted from the input shaft 2 to the first reduction gear 3 when the motor 121 rotates in the reverse direction. Since the third clutch 30 is configured in the same manner as the first clutch 10 except that the load applying device 15 is omitted, detailed description thereof is omitted.

Therefore, when the inner ring 11 rotates relative to the sprag 13 relative to the outer ring 12 in the direction of arrow Ri in FIG. 5 (hereinafter referred to as “locking direction”) when viewed from the outer ring 12 side, the inner ring 11 and the outer ring 12 is engaged with the sprag 13, and power is transmitted from the input shaft 2 to the first reduction gear 3. On the other hand, when the inner ring 11 rotates relative to the sprag 13 relative to the outer ring 12 in the direction of the opposite arrow Ri (hereinafter referred to as “free direction”) in FIG. The engagement of the sprag 13 with the outer ring 12 is released, and the transmission of power from the input shaft 2 to the first reduction gear 3 is interrupted.

Further, when the outer ring 12 rotates relative to the sprag 13 relative to the inner ring 11 in the direction of the arrow Ro in FIG. 5 (hereinafter referred to as “locking direction”), the inner ring 11 and the outer ring 12 is engaged with the sprag 13, and power is transmitted from the first reduction gear 3 to the input shaft 2. On the other hand, when the outer ring 12 rotates relative to the sprag 13 in the direction of the opposite arrow Ro in FIG. 5 (hereinafter referred to as “free direction”) as viewed from the inner ring 11 side relative to the inner ring 11, the inner ring 11 and The sprag 13 is disengaged from the outer ring 12 and the transmission of power from the first reduction gear 3 to the input shaft 2 is interrupted.

Next, the operation state of the power transmission device 1 configured as described above will be described with reference to FIGS. 6 to 9 are schematic views schematically showing the internal structure of the power transmission device 1. 6 to 9, (a) schematically shows a side view of the internal structure, and (b) schematically shows a front view of the internal structure.

Here, in FIGS. 6 to 9, the power transmission path is indicated by an arrow P for easy understanding. Further, in FIGS. 6B, 7B, 8B, and 9B, the rotation of the inner ring 11 and the outer ring 12 of the first clutch 10, the second clutch 20, and the third clutch 30 is performed. The directions are indicated by arrows R and F. The arrow R indicates that the rotation direction is the lock direction with respect to the sprag 13, and the arrow F indicates that the rotation direction is the free direction with respect to the sprag 13. The sizes of the arrows R and F represent the rotational speed.

First, the operating state of the power transmission device 1 when the vehicle 100 moves forward will be described with reference to FIGS. As shown in FIG. 6, when the vehicle 100 moves forward, the motor 121 rotates in the forward direction, so that the inner ring 11 of the first clutch 10 rotates in the locking direction and the inner ring 11 of the third clutch 30 rotates in the free direction.

Here, when the load application device 15 of the first clutch 10 is operated, the engagement of the sprags 13 with the inner ring 11 and the outer ring 12 is released, so that the inner ring 11 is rotating in the locking direction. Even in this case, transmission of power from the input shaft 2 to the first reduction gear 3 is interrupted.

On the other hand, in this case, the power of the motor 121 is transmitted from the input shaft 2 to the second reduction gear 5, whereby the outer ring 12 of the second clutch 20 rotates in the locking direction. As a result, power is transmitted from the second reduction gear 5 to the transmission shaft 6 by the second clutch 20, and power is transmitted from the driven gear 3 b of the first reduction gear 3 to the output shaft 4 via the differential device 7.

In this case, the rotation transmitted to the driven gear 3b is transmitted to the drive gear 3a, whereby the outer ring 12 of the first clutch 10 rotates in the free direction. Here, since the engagement and release of the sprags 13 to and from the inner ring 11 and the outer ring 12 are determined by the difference in rotational speed between the inner ring 11 and the outer ring 12, in this case, the reduction ratio Dh of the first reduction gear 3 is The rotation speed of the inner ring 11 is faster than the rotation speed of the outer ring 12 in the first clutch 10 by the amount set to be smaller than the reduction ratio Dl of the second reduction gear 5, and the inner ring 11 relatively rotates in the locking direction. It becomes equal to the state. However, since the load applying device 15 of the first clutch 10 is operated and the engagement of the sprags 13 with the inner ring 11 and the outer ring 12 is forcibly released, the power from the first reduction gear 3 to the input shaft 2 is reduced. Transmission is blocked.

Thus, when the load applying device 15 of the first clutch 10 is operated, the input rotation from the motor 121 is decelerated by the second reduction gear 5 and decelerated at a reduction ratio larger than that of the first reduction gear 3. can do.

On the other hand, as shown in FIG. 7, when the load applying device 15 of the first clutch 10 is inactivated, the sprag 13 is engaged with the inner ring 11 and the outer ring 12, so that the first from the input shaft 2. Power is transmitted to the reduction gear 3, and power is transmitted to the output shaft 4 via the differential device 7.

In this case, the rotation transmitted to the first reduction gear 3 is transmitted from the driven gear 3b to the transmission shaft 6, whereby the inner ring 11 of the second clutch 20 rotates in the free direction. However, since the rotation direction is a free direction, transmission of power from the transmission shaft 6 to the second reduction gear 5 is interrupted.

On the other hand, in this case, the power of the motor 121 is transmitted from the input shaft 2 to the second reduction gear 5, whereby the outer ring 12 of the second clutch 20 rotates in the locking direction. However, since the reduction ratio Dh of the first reduction gear 3 is set smaller than the reduction ratio Dl of the second reduction gear 5 (Dh <Dl), the outer ring 12 of the second clutch 20 is rotating in the locking direction. Even in the state, transmission of power from the transmission shaft 6 to the second reduction gear 5 is interrupted.

That is, since the reduction ratio Dh of the first reduction gear 3 is set smaller than the reduction ratio Dl of the second reduction gear 5, the rotation speed of the inner ring 11 becomes faster than the rotation speed of the outer ring 12 in the second clutch 20. This is relatively equal to the state in which the inner ring 11 is rotating in the free direction. Therefore, transmission of power from the second reduction gear 5 to the transmission shaft 6 is interrupted.

As described above, when the load applying device 15 of the first clutch 10 is inactivated, the input rotation from the motor 121 is decelerated by the first reduction gear 3 and the reduction ratio is smaller than that of the second reduction gear 5. You can slow down.

Next, the operating state of the power transmission device 1 when the vehicle 100 is coasting (at the time of coasting) will be described with reference to FIG. As shown in FIG. 8, when the vehicle 100 is coasting, reverse power is input from the output shaft 4, so that power is transmitted to the first reduction gear 3 via the differential device 7, and the outer wheel of the first clutch 10. 12 rotates in the free direction and the outer ring 12 of the third clutch 30 rotates in the locking direction. As a result, power is transmitted from the first reduction gear 3 to the input shaft 2 by the third clutch 30.

On the other hand, in this case, rotation is transmitted from the driven gear 3b of the first reduction gear 3 to the transmission shaft 6, whereby the inner ring 11 of the second clutch 20 rotates in the free direction. However, since the rotation direction is a free direction, transmission of power from the transmission shaft 6 to the second reduction gear 5 is interrupted.

In this case, the power is transmitted to the input shaft 2, whereby the rotation is transmitted to the second reduction gear 5, and the outer ring 12 of the second clutch 20 rotates in the locking direction. However, since the reduction ratio Dh of the first reduction gear 3 is set smaller than the reduction ratio Dl of the second reduction gear 5 (Dh <Dl), the outer ring 12 of the second clutch 20 is rotating in the locking direction. Even in the state, transmission of power from the second reduction gear 5 to the transmission shaft 6 is interrupted.

Thus, during coasting of the vehicle 100, the motor 121 can function as a generator by the power input from the output shaft 4, and the power generated by the motor 121 can be regenerated as a power source. Thereby, energy saving can be achieved.

Next, the operating state of the power transmission device 1 when the vehicle 100 moves backward will be described with reference to FIG. As shown in FIG. 9, when the vehicle 100 moves backward, the motor 121 rotates in the reverse direction, whereby the inner ring 11 of the first clutch 10 rotates in the free direction and the inner ring 11 of the third clutch 30 rotates in the locking direction. As a result, power is transmitted from the input shaft 2 to the first reduction gear 3 by the third clutch 30, and power is transmitted from the differential device 7 to the output shaft 4.

On the other hand, in this case, the rotation of the motor 121 is transmitted from the input shaft 2 to the second reduction gear 5, whereby the outer ring 12 of the second clutch 20 rotates in the free direction. In this case, the rotation transmitted to the first reduction gear 3 is transmitted from the driven gear 3b to the transmission shaft 6, whereby the inner ring 11 of the second clutch 20 rotates in the locking direction. In this case, since the reduction ratio Dh of the first reduction gear 3 is set smaller than the reduction ratio Dl of the second reduction gear 5, the rotation speed of the inner ring 11 is higher than the rotation speed of the outer ring 12 in the second clutch 20. And the speed is relatively equal to the state in which the inner ring 11 is rotating in the locking direction. Therefore, by transmitting the load applying device 15 of the second clutch 20 and forcibly releasing the engagement of the sprags 13 with the inner ring 11 and the outer ring 12, the transmission of power from the transmission shaft 6 to the second reduction gear 5 is achieved. Can be cut off.

As described above, according to the power transmission device 1, the input rotation from the motor 121 can be shifted in two stages by the first reduction gear 3 and the second reduction gear 5 when the vehicle 100 moves forward. The motor 121 can be used in an efficient rotation range in a wide vehicle speed range, and the power of the motor 121 can be transmitted to the rear wheel 102 efficiently.

Further, if the motor 121 can be used in an efficient rotation range in a wide range of vehicle speeds, a high-output motor is not required, and accordingly, an increase in the size of the apparatus accompanying the increase in the motor output is avoided. Thus, the size can be reduced.

Further, compared with the conventional configuration in which the multi-plate clutch is intermittently engaged and the input rotation is changed, a hydraulic system for intermittently engaging the multi-plate clutch is not required, and the structure is simplified and the size is reduced. Can do. Furthermore, in the case of a configuration in which the multi-plate clutch is intermittently connected to change the input rotation, heat energy is released when the multi-plate clutch is connected, resulting in energy loss. The multi-plate clutch is not required and energy loss is prevented. be able to.

Further, since the first clutch 10, the second clutch 20, and the third clutch 30 perform switching of transmission and cutoff of power by tilting the sprag 13, the sprag 13 is compared with a configuration in which switching is performed by movement of the sprag 13. Since the amount of movement can be reduced, the time required for switching can be shortened, and switching can be performed quickly. Furthermore, if the switching can be performed quickly, the inner ring 11 and the outer ring 12 do not run idle until the transmission of power is interrupted, so that an impact during power transmission can be prevented. .

The second clutch 20 is configured to interrupt transmission of power from the transmission shaft 6 to the second reduction gear 5 when the motor 121 rotates in the forward direction, and the third clutch 30 includes the input shaft 2. Is disposed on the power transmission path from the first reduction gear 3 to the first reduction gear 3, so that the electric circuit for supplying electric power to the load applying device 15 is abnormal (disconnected or shorted, etc.) while the motor 121 is rotating forward. ) And the load application device 15 of the first clutch 10 and the second clutch 20 becomes inoperable, the transmission of power from the input shaft 2 to the first reduction gear 3 and the transmission shaft 6 to the second reduction gear. Thus, it is possible to prevent double meshing between the first reduction gear 3 and the second reduction gear 5 without transmitting power to the motor 5 at the same time.

Moreover, according to the power transmission device 1, the input rotation can be shifted without requiring complicated control by switching between the operation and non-operation of the load applying device 15 of the first clutch 10. Therefore, as compared with the conventional configuration in which two multi-plate clutches are intermittently engaged and the input rotation is shifted, a smooth shift without interruption of power transmission can be realized, and the first reduction gear 3 and the second reduction gear can be realized. Double engagement of the gear 5 can also be prevented.

Further, according to the power transmission device 1, the third clutch that transmits the reverse power from the first reduction gear 3 to the input shaft 2 when reverse power is input to the output shaft 4 so that the output shaft 4 rotates forward. 30, the power transmission state in which the power of the motor 121 is transmitted to the output shaft 4 and the reverse input to the output shaft 4 without switching the operation and non-operation of the load applying device 15 of the first clutch 10. The power transmission state in which power is transmitted to the motor 121 can be switched. Therefore, control for switching the load applying device 15 of the first clutch 10 can be made unnecessary, and a shock at the time of switching the power transmission state can be prevented.

Furthermore, when reverse power is input to the output shaft 4 so that the output shaft 4 rotates in the reverse direction, the first reduction gear 3 and the second reduction gear 5 can be double-engaged. Therefore, for example, when the vehicle 100 is stopped uphill, the vehicle 100 can be prevented from retreating without operating the side brake or controlling the motor 121 so as to obtain a necessary driving force. In addition, when the vehicle 100 moves forward from the state where the climbing is stopped, the vehicle 100 can start by only driving the motor 121.

Next, the power transmission device 201 according to the second embodiment will be described with reference to FIG. FIG. 10 is a schematic diagram schematically showing the internal structure of the power transmission device 201 in the second embodiment. In FIG. 10, only the configuration having the function of transmitting power is illustrated for easy understanding. Hereinafter, the same parts as those in the first embodiment are denoted by the same reference numerals, and the description thereof is omitted.

As shown in FIG. 10, the power transmission device 201 according to the second embodiment includes an input shaft 2, a first reduction gear 3, an output shaft 4, a first clutch 10, a second reduction gear 5, and transmission. The shaft 6 is mainly provided with a second clutch 220 and a fourth clutch 240 disposed on the power transmission path from the second reduction gear 5 to the transmission shaft 6.

The second clutch 220 is for transmitting and blocking power between the second reduction gear 5 and the transmission shaft 6, and transmits power from the second reduction gear 5 when the motor 121 rotates in the forward direction. While transmitting to the shaft 6, the transmission of power from the transmission shaft 6 to the second reduction gear 5 can be cut off. Since the second clutch 220 is configured in the same manner as the first clutch 10 except that the load applying device 15 is omitted, detailed description thereof is omitted.

However, in the first clutch 10, the inner ring 11 is formed integrally with the input shaft 2 and the outer ring 12 is formed integrally with the drive gear 3 a of the first reduction gear 3, whereas in the second clutch 220, The inner ring 11 is formed integrally with the transmission shaft 6 and the outer ring 12 is formed integrally with the driven gear 5 b of the second reduction gear 5.

The fourth clutch 240 is a device for transmitting and interrupting power between the second reduction gear 5 and the transmission shaft 6, and reverse power is input to the output shaft 4 so that the output shaft 4 rotates forward. In this case, the reverse power is transmitted from the transmission shaft 4 to the second reduction gear 5 and the power can be transmitted from the second reduction gear 5 to the transmission shaft 6 when the motor 121 rotates in the reverse direction. Since the fourth clutch 240 is configured in the same manner as the first clutch 10, detailed description thereof is omitted.

However, in the first clutch 10, the inner ring 11 is formed integrally with the input shaft 2 and the outer ring 12 is formed integrally with the drive gear 3 a of the first reduction gear 3, whereas in the fourth clutch 240, The inner ring 11 is formed integrally with the transmission shaft 6 and the outer ring 12 is formed integrally with the driven gear 5 b of the second reduction gear 5.

On the other hand, even when the outer ring 12 rotates in the locking direction with respect to the sprag 13 and when the inner ring 11 rotates in the locking direction with respect to the sprag 13, the sprag 13 is applied to the inner ring 11 and the outer ring 12 by the load applying device 15. By forcibly releasing the engagement, transmission of power from the second reduction gear 5 to the transmission shaft 6 and transmission of power from the transmission shaft 6 to the second reduction gear 5 can be interrupted.

Next, the operation state of the power transmission device 201 configured as described above will be described with reference to FIGS. 11 to 14 are schematic views schematically showing the internal structure of the power transmission device 201. 11 to 14, (a) schematically shows a side view of the internal structure, and (b) schematically shows a front view of the internal structure.

Here, in FIG. 11 to FIG. 14, the power transmission path is indicated by an arrow P for easy understanding. Further, in FIGS. 11B, 12B, 13B, and 14B, the rotation of the inner ring 11 and the outer ring 12 of the first clutch 10, the second clutch 220, and the fourth clutch 240 is performed. The directions are indicated by arrows R and F. The arrow R indicates that the rotation direction is the lock direction with respect to the sprag 13, and the arrow F indicates that the rotation direction is the free direction with respect to the sprag 13. The sizes of the arrows R and F represent the rotational speed.

First, the operating state of the power transmission device 201 when the vehicle 100 moves forward will be described with reference to FIGS. 11 and 12. As shown in FIG. 11, when the vehicle 100 moves forward, the motor 121 rotates in the forward direction, so that the inner ring 11 of the first clutch 10 rotates in the locking direction.

Here, when the load application device 15 of the first clutch 10 is operated, the engagement of the sprags 13 with the inner ring 11 and the outer ring 12 is released, so that the inner ring 11 is rotating in the locking direction. Even in this case, transmission of power from the input shaft 2 to the first reduction gear 3 is cut off.

On the other hand, in this case, the power of the motor 121 is transmitted from the input shaft 2 to the second reduction gear 5, whereby the outer ring 12 of the second clutch 220 rotates in the locking direction and the outer ring 12 of the fourth clutch 240. Rotates in the free direction. As a result, power is transmitted from the second reduction gear 5 to the transmission shaft 6 by the second clutch 220, and power is transmitted from the driven gear 3 b of the first reduction gear 3 to the output shaft 4 via the differential device 7.

On the other hand, as shown in FIG. 12, when the load applying device 15 of the first clutch 10 is not operated, the sprag 13 is engaged with the inner ring 11 and the outer ring 12, so that the first from the input shaft 2. Power is transmitted to the reduction gear 3, and power is transmitted to the output shaft 4 via the differential device 7.

In this case, the rotation transmitted to the first reduction gear 3 is transmitted from the driven gear 3 b to the transmission shaft 6, whereby the inner ring 11 of the second clutch 220 rotates in the free direction and the fourth clutch 240. The inner ring 11 rotates in the locking direction. In this case, since the reduction ratio Dh of the first reduction gear 3 is set to be smaller than the reduction ratio Dl of the second reduction gear 5, the rotation speed of the inner ring 11 is higher than the rotation speed of the outer ring 12 in the fourth clutch 240. And the speed is relatively equal to the state in which the inner ring 11 is rotating in the locking direction. Therefore, by transmitting the load applying device 15 of the fourth clutch 240 and forcibly releasing the engagement of the sprags 13 with the inner ring 11 and the outer ring 12, the transmission of power from the transmission shaft 6 to the second reduction gear 5 is achieved. Can be cut off.

Further, since the reduction ratio Dh of the first reduction gear 3 is set smaller than the reduction ratio Dl of the second reduction gear 5, the rotation speed of the inner ring 11 is higher than the rotation speed of the outer ring 12 in the second clutch 220. Even when the outer ring 12 is rotating in the lock direction, the inner ring 11 is relatively equal to the state rotating in the free direction. Therefore, transmission of power from the transmission shaft 6 to the second reduction gear 5 is interrupted.

Next, the operating state of the power transmission device 201 when the vehicle 100 is coasting (at the time of coasting) will be described with reference to FIG. As shown in FIG. 13, during coasting of the vehicle 100, reverse power is input from the output shaft 4, so that power is transmitted to the first reduction gear 3 via the differential device 7, and the outer wheel of the first clutch 10. 12 rotates in the free direction.

On the other hand, in this case, power is transmitted from the driven gear 3b of the first reduction gear 3 to the transmission shaft 6, whereby the inner ring 11 of the second clutch 220 rotates in the free direction and the inner ring of the fourth clutch 240. 11 rotates in the locking direction. As a result, power is transmitted from the transmission shaft 6 to the second reduction gear 5 by the fourth clutch 240, and power is transmitted from the drive gear 5 b of the second reduction gear 5 to the input shaft 2.

Further, in this case, the rotation is transmitted to the input shaft 2 so that the inner ring 11 of the first clutch 10 rotates in the locking direction. In this case, since the reduction ratio Dh of the first reduction gear 3 is set to be smaller than the reduction ratio Dl of the second reduction gear 5, the rotation speed of the inner ring 11 is higher than the rotation speed of the outer ring 12 in the first clutch 10. And the speed is relatively equal to the state in which the inner ring 11 is rotating in the locking direction. Therefore, by operating the load applying device 15 of the first clutch 10 and forcibly releasing the engagement of the sprags 13 with the inner ring 11 and the outer ring 12, power is transmitted from the input shaft 2 to the first reduction gear 3. Can be cut off.

Next, the operating state of the power transmission device 201 when the vehicle 100 moves backward will be described with reference to FIG. As shown in FIG. 14, when the vehicle 100 moves backward, the motor 121 rotates in the reverse direction, so that the inner ring 11 of the first clutch 10 rotates in the free direction.

On the other hand, in this case, the power of the motor 121 is transmitted from the input shaft 2 to the second reduction gear 5, whereby the outer ring 12 of the second clutch 220 rotates in the free direction and the outer ring 12 of the fourth clutch 240. Rotates in the locking direction. As a result, power is transmitted from the second reduction gear 5 to the transmission shaft 6 by the fourth clutch 240, and power is transmitted from the driven gear 3 b of the first reduction gear 3 to the output shaft 4 via the differential device 7.

In this case, the rotation transmitted to the driven gear 3b is transmitted to the drive gear 3a, whereby the outer ring 12 of the first clutch 10 rotates in the free direction. However, since the rotation direction is a free direction, transmission of power from the first reduction gear 3 to the input shaft 2 is interrupted.

As described above, according to the power transmission device 201 in the present embodiment, as with the power transmission device 1 in the first embodiment, the power of the motor 121 can be efficiently transmitted to the rear wheel 102 and the size can be reduced. Can be planned.

Further, according to the power transmission device 201, by reducing the configuration on the input shaft 2 arranged in series with the motor 121, it is possible to reduce the size as a space-efficient layout.

Further, according to the power transmission device 201, when the motor 121 rotates in the reverse direction and when reverse power is input to the output shaft 4 so that the output shaft 4 rotates in the forward direction, the reduction ratio is higher than that of the first reduction gear 3. Power and reverse power can be transmitted by the large second reduction gear 5. Therefore, when the motor 121 rotates in the reverse direction and when reverse power is input to the output shaft 3 so that the output shaft 4 rotates in the forward direction, the power is driven by the second reduction gear 5 having a larger reduction ratio than the first reduction gear 3. Since the reverse power can be transmitted, a larger driving force can be obtained. Further, when energy regeneration is performed using the motor 121 as a generator, energy can be efficiently regenerated.

The present invention has been described above based on the embodiments. However, the present invention is not limited to the above embodiments, and various improvements and modifications can be made without departing from the spirit of the present invention. It can be easily guessed.

In the above embodiment, the case where the power transmission device 1 is incorporated in the rear unit 120 of the vehicle 100 has been described. However, the present invention is not necessarily limited to this. For example, other vehicles (locomotives, passenger cars, freight cars, Naturally, it can be incorporated into a power transmission device such as a traveling device, a working device, and a machine tool of a special vehicle.

In the above-described embodiment, the case where the load applying device 15 (actuator 15a) is configured by an electric motor (an AC motor or a DC motor) has been described. Is of course possible. Examples of other power sources include a DC motor, a hydraulic motor, a pneumatic cylinder, a hydraulic cylinder, an AC solenoid, and a DC solenoid.

Here, when the actuator 15a is configured by a solenoid, the actuator 15a is not limited to the case where a load is applied to the sprag 13 by a gear mechanism or the like. For example, the actuator 15a is configured to apply a load to the sprag 13 using electromagnetic force. Also good.

Although the description is omitted in the first embodiment, when the load applying device 15 of the first clutch 10 is deactivated when the vehicle 100 moves forward, the load applying device 15 of the second clutch 20 is operated to operate the inner ring. 11 and the engagement of the sprags 13 with the outer ring 12 may be forcibly released.

Similarly, when the vehicle 100 is traveling on the coast, the load applying device 15 of the first clutch 10 and the second clutch 20 may be operated to forcibly disengage the sprags 13 from the inner rings 11 and the outer rings 12. In addition, when the vehicle 100 moves backward, the load applying device 15 of the first clutch 10 may be operated to forcibly release the engagement of the sprags 13 with the inner ring 11 and the outer ring 12.

Although description is omitted in the second embodiment, when the load application device 15 of the first clutch 10 is deactivated when the vehicle 100 moves forward, the load application device 15 of the fourth clutch 240 is operated to operate the inner ring. 11 and the engagement of the sprags 13 with the outer ring 12 may be forcibly released.

Similarly, the engagement of the sprags 13 with the inner ring 11 and the outer ring 12 may be forcibly released by operating the load applying device 15 of the first clutch 10 during coasting of the vehicle 100 and during reverse travel.

DESCRIPTION OF SYMBOLS 1 Power transmission device 2 Input shaft 3 1st reduction gear 4 Output shaft 5 2nd reduction gear 6 Transmission shaft 10 1st clutch 11 Inner ring 11a Outer surface 12 Outer ring 12a Inner surface 13

Sprags

13a, 13b Engagement surface 14 Cage 15 Load applying device 16 Ribbon spring (biasing member)
20, 220 Second clutch 30 Third clutch 121 Motor 240 Fourth clutch A, B Contact O Axle

Claims

An input shaft to which power of the motor is input, a first reduction gear that transmits the power from the input shaft and decelerates input rotation from the motor, and an output to which the power is transmitted from the first reduction gear In a power transmission device including a shaft,
The power is disposed on the power transmission path from the input shaft to the first reduction gear, and transmits the power from the input shaft to the first reduction gear when the motor rotates forward. A first clutch configured to block transmission of the power from one reduction gear to the input shaft and to block transmission of the power from the input shaft to the first reduction gear;
A second reduction gear that transmits the power from the input shaft and decelerates the input rotation at a reduction ratio larger than the reduction ratio of the first reduction gear;
A transmission shaft that transmits the power from the second reduction gear and transmits the power to the output shaft;
The power is disposed on the power transmission path from the second reduction gear to the transmission shaft, and transmits the power from the second reduction gear to the transmission shaft when the motor rotates forward. A second clutch for interrupting transmission of the power from the shaft to the second reduction gear,
The first clutch is
An inner ring having an outer peripheral surface with a circular cross section and configured to be rotatable about an axis;
An outer ring having an inner peripheral surface with a circular cross section facing the outer peripheral surface of the inner ring and configured to be rotatable about the axis;
A plurality of sprags having engagement surfaces in contact with the outer peripheral surface and the inner peripheral surface and disposed in a circumferential direction between the outer peripheral surface and the inner peripheral surface;
A retainer that holds the sprag so as to be tiltable in a circumferential direction of the outer peripheral surface and the inner peripheral surface;
A biasing member that applies a biasing force to the sprag and tilts the sprag in the circumferential self-locking direction so that the engagement surface is in contact with the outer peripheral surface and the inner peripheral surface;
A load applying device that applies a load to the sprag against the urging force of the urging member and tilts the sprag in a direction opposite to the self-locking direction and in the circumferential anti-locking direction. A power transmission device configured as a switchable clutch provided.
The load application device of the first clutch is operated to transmit the power from the second reduction gear to the output shaft through the transmission shaft, while the load application device of the first clutch is deactivated. The power transmission device according to claim 1, wherein the power is transmitted from the first reduction gear to the output shaft.
The reverse power is disposed on the power transmission path from the input shaft to the first reduction gear, and reverse power is input to the output shaft so that the output shaft rotates forward. A third clutch for transmitting from one reduction gear to the input shaft;
3. The power transmission according to claim 1, wherein the third clutch interrupts transmission of the power from the first reduction gear to the input shaft when transmitting the power. 4. apparatus.
The third clutch transmits the power from the input shaft to the first reduction gear when the motor rotates in reverse.
The second clutch is constituted by the switching clutch, and is configured to be capable of interrupting transmission of the power from the transmission shaft to the second reduction gear when the motor rotates in the reverse direction. The power transmission device according to claim 3.
When reverse power is input to the output shaft so that the output shaft rotates in the reverse direction, the load applying device of the second clutch is deactivated so that the reverse power is generated by the third clutch. The power transmission device according to claim 4, wherein the reverse power is transmitted from the transmission shaft to the second reduction gear by the second clutch simultaneously with transmission from the one reduction gear to the input shaft.
The power is disposed on the power transmission path from the second reduction gear to the transmission shaft, and transmits the power from the second reduction gear to the transmission shaft when the motor rotates in reverse. A fourth clutch for transmitting the reverse power from the transmission shaft to the second reduction gear when reverse power is input to the output shaft so that the shaft rotates forward;
The first clutch interrupts transmission of power from the first reduction gear to the input shaft when reverse power is input to the output shaft so that the output shaft rotates forward. In the case of reverse rotation, the transmission of the power from the first reduction gear to the input shaft is configured to be interrupted,
The fourth clutch is constituted by the switching clutch, and is configured to be capable of interrupting transmission of the power from the transmission shaft to the second reduction gear when the motor rotates forward. The power transmission device according to claim 1.