WO2010137668A1

WO2010137668A1 - Power transmission equipment

Info

Publication number: WO2010137668A1
Application number: PCT/JP2010/059044
Authority: WO
Inventors: 忠彦加藤
Original assignee: 株式会社ユニバンス
Priority date: 2009-05-27
Filing date: 2010-05-27
Publication date: 2010-12-02
Also published as: JP4862104B2; JPWO2010137668A1

Abstract

Disclosed is power transmission equipment which can switch transmission and interruption of rotation in a fixed direction quickly while preventing impact at the time of switching, and can prevent reduction in the amount of output during inertial motion without requiring an extra control. Since transmission and interruption of rotation in a fixed direction are switched by tilting a first sprag (13), the time required for switching can be shortened and switching can be carried out quickly. Furthermore, since the first inner ring (11) and the first outer ring (12) do not idle during the interval between a state of not transmitting power and a state of transmitting power, impact can be prevented at the time of switching. Furthermore, since the first sprag (13) tilts naturally in the anti-self lock direction during inertial motion, braking can be prevented during inertial motion and reduction in the amount of output can be prevented during inertial motion.

Description

Power transmission device

The present invention relates to a power transmission device, and in particular, can quickly switch between rotation transmission and interruption in a certain direction and prevent an impact at the time of switching, and further, during inertial movement without special control. It is related with the power transmission device which can prevent that the output amount of No. decreases.

Conventionally, as a power transmission device that transmits power from a power source, for example, in Patent Document 1, an input shaft, an output shaft parallel to the input shaft, and an input shaft and an output shaft that are always meshed with each other are different. An apparatus is disclosed that includes a plurality of gear pairs that are set to have a gear ratio and a two-way clutch that is provided on one gear of each gear pair.

In the power transmission device disclosed in Patent Document 1, the two-way clutch includes an inner ring having a polygonal outer peripheral surface, an outer ring having a circular inner peripheral surface facing the outer peripheral surface of the inner ring, and an inner ring of the outer ring. A cage for holding a plurality of rollers in the circumferential direction is provided between the peripheral surface and the outer peripheral surface of the inner ring. In the two-way clutch, when the cage is in a neutral state, there is a gap between the inner peripheral surface of the outer ring and the roller, so that the inner ring and the outer ring can freely rotate relative to each other (idle and no power is transmitted). . On the other hand, when the roller is moved by displacing the cage in the circumferential direction, the roller engages like a wedge between the inner peripheral surface of the outer ring and the outer peripheral surface of the inner ring as the inner ring or outer ring rotates. The inner ring and the outer ring can be locked (power is transmitted in the locked state). As described above, in this power transmission device, the cage provided in the corresponding gear pair is displaced from the neutral state in the circumferential direction, and the roller is engaged between the inner ring and the outer ring to be locked, thereby driving the power. Switch to the state of transmission and shift.

JP 2007-298145 A

However, in the power transmission device disclosed in Patent Document 1, in order to switch from a state in which power is not transmitted to a state in which power is transmitted, the rollers provided in the corresponding gear pair are moved in the circumferential direction, and the inner ring In addition, it is necessary to make the roller engage like a wedge between the inner peripheral surface of the outer ring and the outer peripheral surface of the inner ring by utilizing the rotation of the outer ring. For this reason, there has been a problem that it takes a long time to move the roller, and it takes a long time to switch.

Also, if it takes time to switch, the outer ring or input shaft and the inner ring or output shaft run idle until the power is transmitted after the power is not transmitted. As a result, there is a problem that an impact is generated when the roller is locked like a wedge.

In addition, when performing upshifting during acceleration, the roller is moved in the rotational direction by applying a braking force that stops the rotation with respect to the rotation of the inner and outer rings, and the rotational speed of the outer ring to which power is input is applied to the output shaft. When the rotational speed of the connected inner ring is equal to or relatively faster than the inner ring, the roller is engaged in the positive rotation direction between the inner peripheral surface of the outer ring and the outer peripheral surface of the inner ring. As a result, the inner ring and the outer ring are locked, and the output shaft is driven from the input shaft. Next, when coasting (inertia traveling) is performed, the rotational speed of the outer ring to which power is input becomes relatively slower than the rotational speed of the inner ring connected to the output shaft, so that the roller that is bitten in the forward rotational direction is removed. Through the neutral state, it is bitten in the reverse rotation direction between the inner peripheral surface of the outer ring and the outer peripheral surface of the inner ring. As a result, the inner ring and the outer ring are locked again, and the input shaft is driven from the output shaft. As described above, there is a problem that an impact is generated because there is a rotation backlash even at the time of switching in which the roller biting in the forward rotation direction is removed and the roller is bitten in the reverse rotation direction through the neutral state.

Also, in order to eliminate resistance during coasting (inertia), it is necessary to control the roller so that the roller is not caught in order to suppress braking of the output shaft. As described above, when coasting, the output shaft is braked unless the roller is controlled, so that there is a problem that the distance that can be coasted is shortened (the problem that the output amount during coasting is reduced). .

The present invention has been made in order to solve the above-described problems, and can quickly transfer and shut off rotation in a certain direction and prevent an impact at the time of switching. Even if it does not perform, it aims at providing the power transmission device which can prevent that the output amount at the time of inertia exercise decreases.

Means for Solving the Problems and Effects of the Invention

According to the first aspect of the present invention, in the first clutch, the urging force is applied to the sprag by the urging member, and the engagement surface is in contact with the outer peripheral surface of the first inner ring and the inner peripheral surface of the first outer ring. When the first sprag is tilted in the self-locking direction, the first sprag is engaged with the first inner ring and the first outer ring. Thereby, the relative rotation of the first inner ring and the first outer ring in the constant rotation direction is restricted. On the other hand, a load is applied to the first sprag against the urging force of the urging member by the load applying device, and the first sprag is tilted in the anti-self-locking direction, whereby the first inner ring and the first outer ring are tilted. The engagement of the first sprag is released, and the first inner ring and the first outer ring rotate relative to each other.

As described above, according to the present invention, since the first sprag is tilted to transmit the rotation in a certain direction and to switch the cutoff, when the roller is displaced in the circumferential direction as in the conventional case, the switching is performed. Compared to the above, there is an effect that the time required for switching can be shortened and switching can be performed quickly.

Further, since the rotation of the first sprag is tilted to transmit and block the rotation in a certain direction, the first inner ring and the first ring are not changed from the state where the power is not transmitted to the state where the power is transmitted as in the prior art. There is an effect that an impact at the time of switching can be prevented without causing the outer ring to idle.

Further, during inertial movement in which power is transmitted from the output shaft to the input shaft, the first sprag is released from the first inner ring and the first outer ring, and the first sprag naturally tilts in the anti-self-locking direction. Even if the load applying device is not operated, the transmission of power from the output shaft to the input shaft is interrupted. As a result, it is possible to prevent the output shaft from being braked during inertial motion and to prevent the output amount during inertial motion from decreasing without operating the load applying device.

According to the power transmission device of the second aspect, since the second clutch is provided in the second gear pair and transmits the power input from the output shaft to the input shaft, the power is transmitted from the output shaft to the input shaft. During the inertial motion that is transmitted, power is transmitted from the output shaft to the input shaft by the second clutch, and the input shaft is driven from the output shaft, and the power source becomes the driving resistance of the output shaft, so that the output shaft can be braked. As a result, in addition to the effect of claim 1, there is an effect that priority can be given to braking of the output shaft rather than preventing the output amount during inertial movement from decreasing.

According to the power transmission device of claim 3, the number of teeth of the gear disposed on the output shaft of the second gear pair is less than the minimum number of teeth of the gear disposed on the output shaft of the first gear pair. Since it is small, the gear ratio of the second gear pair is smaller than the gear ratio of the first gear pair. As a result, even if the second clutch is not configured to be capable of interrupting transmission of power from the output shaft to the input shaft, the shift between the first gear pair and the second gear pair can be performed when the output shaft performs inertial motion. Due to the ratio relationship, the sprags of the first clutch can be tilted in the anti-self-lock direction. For this reason, it is possible to prevent double meshing between the first gear pair and the second gear pair. Therefore, in addition to the effect of claim 2, there is an effect that the control of the power transmission device can be simplified.

In addition, when reverse power (power to rotate the output shaft in reverse) is input to the output shaft, a rotational speed difference is generated due to the gear ratio of the first gear pair and the second gear pair, There is an effect that the second gear pair can be double-engaged. For this reason, when the vehicle is stopped uphill, it is possible to prevent the vehicle from retreating without operating the side brake or controlling the power source so as to obtain a large driving force. In addition, when the vehicle moves forward from a state where it has stopped climbing, it can start by only driving the power source.

According to the power transmission device of the fourth aspect, since the second clutch is configured to be able to cut off the transmission of power from the output shaft to the input shaft, the transmission of power from the output shaft to the input shaft can be cut off. It is possible to prevent the output amount from decreasing during inertial exercise. As a result, the output shaft can be braked unless the transmission of power from the output shaft to the input shaft is interrupted. As described above, in addition to the effect of the second or third aspect, there is an effect that it is possible to select which of the output amount and the braking of the output shaft is prioritized during inertial movement.

According to the power transmission device of the fifth aspect, since the second clutch tilts the second sprag in contact with the second inner ring and the second outer ring to perform transmission of rotation in a certain direction and switching between cutoffs. As described above, the time required for switching can be shortened as compared with the case where switching is performed by displacing the roller in the circumferential direction. Therefore, in addition to the effect of claim 4, there is an effect that switching can be performed quickly.

Further, since the rotation of the second sprag is tilted to transmit and block the rotation in a certain direction, the second inner ring and the second inner ring are connected to the second inner ring until the power is transmitted from the state where the power is not transmitted as in the prior art. There is an effect that the impact at the time of switching can be prevented without idling with the outer ring.

In addition, since the first clutch can be switched from the self-locking state during acceleration to the second clutch being self-locking during coasting without rotation backlash, an effect of preventing an impact due to idle rotation at the time of switching can be prevented. There is.

It is the schematic diagram which showed typically the vehicle by which the power transmission device in 1st Embodiment is mounted. It is the schematic diagram which showed the power transmission device typically. 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. (A) is the schematic diagram which showed typically the internal structure of the power transmission device at the time of acceleration driving | running | working (1st speed), (b) is the internal structure of the power transmission device at the time of acceleration driving | running | working (2nd speed). It is the schematic diagram shown typically, (c) is the schematic diagram which showed typically the internal structure of the power transmission device at the time of acceleration driving | running | working (3rd speed). It is the schematic diagram which showed typically the internal structure of the power transmission device at the time of coast driving | running | working (3rd speed). (A) is the schematic diagram which showed typically the internal structure of the power transmission device in 2nd Embodiment, (b) is the schematic diagram which showed typically a part of internal structure of a 2nd clutch. . (A) is the schematic diagram which showed typically the internal structure of the power transmission device at the time of acceleration driving | running | working (3rd speed) in the power transmission device in 2nd Embodiment, (b) is the time of coast driving | running | working (3rd (C) is a schematic diagram schematically showing the internal structure of a power transmission device that transmits power from the output shaft to the input shaft. It is the schematic diagram which showed typically the internal structure of the power transmission device which interrupted | blocked transmission of power. (A) is the schematic diagram which showed typically the internal structure of the power transmission device in case the vehicle has stopped climbing in the power transmission device in 2nd Embodiment, (b) is the state which the vehicle stopped climbing up It is the schematic diagram which showed typically the internal structure of the power transmission device in the case of moving forward from. (A) is the schematic diagram which showed typically the vehicle by which the power transmission device in 3rd Embodiment is mounted, (b) is the schematic diagram which showed typically the power transmission device.

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 includes a front unit 110 that drives a front wheel 101 (a left front wheel 101FL and a right front wheel 101FR). 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. Further, the front unit 110 is configured such that the motor 112 also has a function as a generator, and the electric power generated by the motor 112 can be regenerated. Note that the vehicle 100 may be configured by either the engine 111 or the motor 112.

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. In the following embodiments, the case where the driving force of the motor 112 is transmitted to the input shaft 2 will be described. However, the driving force of the engine 111 can be transmitted instead of the motor 112, or the engine 111 and the motor 112 can be transmitted. Of course, it is also possible to transmit the driving force.

As shown in FIG. 2, the power transmission device 1 includes an input shaft 2 to which the power of the motor 112 is input, an output shaft 3 disposed in parallel with the input shaft 2, and the output shaft 3 and the input shaft 2. And a plurality of first gear pairs 4, 5 and 6 which are set so as to mesh with each other and have different gear ratios. In the present embodiment, the main clutch 7 is disposed on the input shaft 2 between the motor 112 and the first gear pair 4, and the power of the motor 112 is transmitted to the power transmission device 1 by connecting the main clutch 7. Is configured to communicate. Further, the power transmitted to the output shaft 2 is output to the outside of the power transmission device 1 and transmitted to the front wheels 101.

The first gear pairs 4, 5, 6 are disposed on the input shaft 2 and driven by power transmitted from the input shaft 2, and the drive gears 4 a, 5 a, 6 a are disposed on the output shaft 3. And driven

gears

4b, 5b, 6b driven by 5a, 6a. Here, the

first gear pair

4, 5, 6 has the first gear ratio, the second gear speed, and the third gear speed in descending order of distance from the motor 112 with the gear ratio (number of teeth of the driven gear ÷ number of teeth of the driving gear). In the present embodiment, the first gear pair 4 is the first speed, the first gear pair 5 is the second speed, and the first gear pair 6 is the third speed. Note that illustration of the reverse gear is omitted. In the case of the reverse gear, a pinion gear may be inserted between the

first gear pair

4, 5, 6.

The drive gears 4a, 5a, 6a constituting the

first gear pair

4, 5, 6 are formed integrally with the input shaft 2, respectively. On the other hand, driven

gears

4b, 5b, and 6b that face and mesh with the driving

gears

4a, 5a, and 6a are respectively fixed to the output shaft 3 via a first clutch 10 described later. The first clutch 10 transmits power from the input shaft 2 to the output shaft 3, while interrupting transmission of power from the output shaft 3 to the input shaft 2, and transmits power from the input shaft 2 to the output shaft 3. The transmission can be cut off.

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 a first inner ring 11, a first outer ring 12 that surrounds the outer periphery of the first inner ring 11, and between the first inner ring 11 and the first outer ring 12. A plurality of first sprags 13, a retainer 14 for holding the first sprags 13, and a load applying device 15 are mainly provided.

The first 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 first inner ring 11 is formed integrally with the output shaft 3 (see FIG. 2). The first outer ring 12 is a member having a function of transmitting power together with the first inner ring 11, and as shown in FIGS. 3 and 4, the inner peripheral surface having a circular cross section facing the outer peripheral surface 11a of the first inner ring 11. 12a, and is configured to be rotatable around the axis O in the same manner as the first inner ring 11. The first outer ring 12 is formed integrally with the driven

gears

4b, 5b, 6b (see FIG. 2) of the

first gear pair

4, 5, 6.

The 1st sprag 13 is a member which bears the function which engages the 1st inner ring | wheel 11 and the 1st outer ring | wheel 12, and has

engagement surface

13a, 13b (refer FIG. 5) which each contact | connects the outer peripheral surface 11a and the inner peripheral surface 12a. In addition, as shown in FIG. 4, a plurality of elements are arranged at equal intervals in the circumferential direction between the outer peripheral surface 11 a and the inner peripheral surface 12 a facing each other. Further, the first sprag 13 is urged 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 first sprag 13 so that the engaging

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 in the “locking direction”, and is formed by applying a wave-like bending process to a metal material as shown in FIG. 5, and applies an urging force to the first sprag 13 using its elasticity. It is configured to be grantable. However, the ribbon spring 16 may be constituted by a coil spring.

By applying a biasing force to the first sprag 13 by the ribbon spring 16, the first 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 first inner ring 11 and the first 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 first sprag 13 is added to the first inner ring 11 and the first outer ring 12. Engage.

That is, the first outer ring 12 rotates relative to the first sprag 13 relative to the first inner ring 11 in the direction of the arrow Ro in FIG. 5 (hereinafter referred to as “lock direction”) as viewed from the first inner ring 11 side. When doing so, the first sprag 13 is engaged with the first inner ring 11 and the first outer ring 12. Thereby, the output shaft 3 rotates with the driven

gears

4b, 5b, and 6b. On the other hand, the first outer ring 12 is rotated relative to the first inner ring 11 with respect to the first sprag 13 as viewed from the first inner ring 11 side in the direction of the opposite arrow Ro in FIG. 5 (hereinafter referred to as “free direction”). When rotating, the first sprag 13 is tilted in the anti-self-locking direction against the urging force of the ribbon spring 16 by the frictional force acting on the contact A, and the first sprocket 13 is applied to the first inner ring 11 and the first outer ring 12. The sprag 13 is disengaged. As a result, the driven

gears

4b, 5b, and 6b idle the output shaft 3.

Further, the first inner ring 11 rotates relative to the first sprag 13 in the direction of arrow Ri (hereinafter referred to as “lock direction”) in FIG. 5 when viewed from the first outer ring 12 side relative to the first outer ring 12. When doing so, the first sprag 13 is engaged with the first inner ring 11 and the first outer ring 12. As a result, the output shaft 3 rotates with the driven

gears

4b, 5b, 6b. On the other hand, the first inner ring 11 is rotated relative to the first outer ring 12 with respect to the first sprag 13 and viewed from the first outer ring 12 side in the direction of the opposite arrow Ri in FIG. 5 (hereinafter referred to as “free direction”). When rotating, the first sprag 13 tilts in the anti-self-locking direction against the urging force of the ribbon spring 16 due to the frictional force acting on the contact B, and the driven

gears

4b, 5b, 6b rotate the output shaft 3 idle. To do.

Referring back to FIG. 3 and FIG. The retainer 14 is a member that retains the first 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 and the load transmission unit 14b. The holding portion 14 a is a portion that holds the first 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 first sprag 13. The load transmitting portion 14b is a portion to which a 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 applies a load to the first sprag 13 against the urging force of the ribbon spring 16 to tilt the first sprag 13 in the anti-self-lock direction (the counter arrow S rotation direction in FIG. 5). As shown in FIGS. 3 and 4, the apparatus includes an actuator 15 a and a pinion 15 b. The actuator 15a is a power source that generates a load to be applied to the first sprag 13, and is configured by an electric motor (an AC motor or a DC motor) and configured to be drivable 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. Further, when the structure of the load applying device 15 is complicated, the load applying device 15 increases in size and causes the first clutch 10 to increase in size. However, the structure of the load applying device 15 can be simplified and downsized. If possible, the size of the first clutch 10 can be reduced.

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 power of the actuator 15 a is transmitted to the retainer 14 by the pinion 15 b, so that a load is applied to the first sprag 13 via the retainer 14. Thus, since the load application device 15 applies a load to the first sprags 13 via the retainer 14, it can apply a load to the plurality of first sprags 13 at a time, and the first sprags 13 can be efficiently applied. A load can be applied to the.

According to the load applying device 15 configured as described above, by applying a load to the first sprag 13 against the urging force of the ribbon spring 16, the first sprag 13 is tilted in the anti-self-lock direction. The engagement of the first sprag 13 to the first inner ring 11 and the first outer ring 12 can be forcibly released. As a result, the power transmitted from the motor 112 to the input shaft 2, the drive gears 4 a, 5 a, 6 a and the driven

gears

4 b, 5 b, 6 b is input to the first outer ring 12 of the first clutch 10, and the first outer ring 12. Even when the first sprag 13 rotates relative to the first inner ring 11 and rotates in the locking direction (in the direction of the arrow Ro in FIG. 5) as viewed from the first inner ring 11 side, the load applying device 15 By forcibly releasing the engagement of the first sprag 13 from the inner ring 11 and the first outer ring 12, the driven

gears

4b, 5b, 6b are idled to transmit power from the input shaft 2 to the output shaft 3. Can be blocked.

Next, the operating state of the power transmission device 1 according to the first embodiment configured as described above will be described with reference to FIGS. 6 to 7 schematically show a front view of the internal structure of the power transmission device 1. For easy understanding, the power transmission path is indicated by an arrow P and the drive gears 4 a, 5 a, 6a, the driven

gears

4b, 5b, 6b and the rotation directions of the first outer ring 12 of the first clutch 10 are indicated by arrows. Further, in the

first gear pair

4, 5, 6, the load application device 15 of the first clutch 10 is operated to disengage the first sprag 13 from the first inner ring 11 and the first outer ring 12. The case where the first sprag 13 can be engaged with the first inner ring 11 and the first outer ring 12 when the load applying device 15 of the first clutch 10 is not operated and the first sprag 13 can be engaged is expressed as “OFF”. ing.

First, the operating state of the power transmission device 1 when the vehicle 100 moves forward will be described with reference to FIG. 6A is a schematic diagram schematically showing the internal structure of the power transmission device 1 during acceleration / deceleration traveling (first speed), and FIG. 6B is a diagram during acceleration / deceleration traveling (second speed). FIG. 6C is a schematic diagram schematically showing the internal structure of the power transmission device 1. FIG. 6C is a schematic diagram schematically showing the internal structure of the power transmission device 1 during acceleration / deceleration running (third speed). is there.

As shown in FIG. 6, when the vehicle 100 moves forward, the motor 112 (see FIG. 2) rotates in the forward direction, so that the input shaft 2 rotates in the forward direction and power is transmitted to the drive gears 4a, 5a, 6a, and the drive gear 4a. , 5a, 6a, the driven

gears

4b, 5b, 6b rotate. The rotational speed of the input shaft 2 is determined by the rotational speed of the motor 112. Further, if the rotational speed of the driven gear 4b is α1, the rotational speed of the driven gear 5b is α2, and the rotational speed of the driven gear 6b is α3, the rotational speed α1 when power is transmitted from the input shaft 2 to the output shaft 3 , Α2, α3 are uniquely determined by the rotational speed of the input shaft 2, and α1 <α2 <α3 from the relationship of the gear ratio of the

first gear pair

4, 5, 6. The rotation speed of the output shaft 3 is a rotation speed corresponding to the gear position.

As shown in FIG. 6A, during the first speed traveling, the load applying device 15 (see FIG. 4) of the first clutch 10 of the second speed driven gear 5b and the third speed driven gear 6b is operated (see FIG. 4). ON). As a result, the engagement of the first sprag 13 with the first inner ring 11 (see FIG. 5) and the first outer ring 12 is forcibly released. In the first clutch 10 in the driven gear 4b of the first speed, when the first outer ring 12 rotates in the locking direction (the direction of the arrow Ro in FIG. 5), the load applying device 15 is inoperative (OFF), so the first inner ring 11 The first sprag 13 is engaged with the first outer ring 12, and power is transmitted from the first outer ring 12 toward the first inner ring 11. As a result, the first speed driven gear 4b rotates together with the output shaft 3, and the output shaft 3 rotates at a rotational speed of α1. At this time, the rotational speeds of the second and third driven

gears

5b and 6b are faster than the rotational speed α1 of the output shaft 3 (α1 <α2 <α3). As a result, the first outer ring 12 in the driven

gears

5 b and 6 b rotates in the locking direction (in the direction of arrow Ro in FIG. 5) as viewed from the first inner ring 11 side by relative rotation with the first inner ring 11. However, since the load applying device 15 of the first clutch 10 is operated (ON) at the second speed and the third speed, the driven

gears

5b and 6b idle the output shaft 3 and no power is transmitted.

Next, when performing a shift-up shift from the first speed traveling state to the second speed, as shown in FIG. 6B, the load applying device 15 of the first clutch 10 of the second speed driven gear 5b. The operation (see FIG. 4) is stopped (OFF). As a result, in the first clutch 10 of the second-speed driven gear 5b, the first inner ring 11 (see FIG. 5) and the first outer ring 12 are moved to the first outer ring 12 similarly to the first clutch 10 of the first-speed driven gear 4b. One sprag 13 can be engaged.

Here, since the rotation speed α2 of the second speed driven gear 5b is higher than the rotation speed α1 of the first speed driven gear 4b (α1 <α2), the rotation speed α2 of the second speed driven gear 5b is output. The rotational speed (α1) of the shaft 3 will be exceeded. Therefore, in the first clutch 10 in the second-speed driven gear 5b, the first outer ring 12 rotates in the locking direction when viewed from the first inner ring 11 side by relative rotation with the first inner ring 11, and the first inner ring 11 and The first sprag 13 is engaged with the first outer ring 12. As a result, power is transmitted from the first outer ring 12 toward the first inner ring 11, the second-speed driven gear 5b rotates with the output shaft 3, and the output shaft 3 rotates at a rotational speed of α2.

On the other hand, the rotational speed (α1) of the first-speed driven gear 4b is slower than the rotational speed (α2) of the output shaft 3 (α1 <α2). Therefore, in the first clutch 10 in the first speed driven gear 4b, the rotational speed of the first outer ring 12 is slower than the rotational speed of the first inner ring 11, and the first inner ring 11 relatively rotates in the free direction. It becomes equal to the state. Therefore, the first sprag 13 cannot be engaged with the first inner ring 11 and the first outer ring 12 in the first clutch 10 of the first-speed driven gear 4b. As a result, the first-speed driven gear 4b idles the output shaft 3 and no power is transmitted. Further, since the first clutch 10 of the third speed driven gear 6b operates (ON) the load applying device 15, the engagement of the first sprag 13 to the first inner ring 11 and the first outer ring 12 is forced. Thus, the third-speed driven gear 6b idles the output shaft 3 and no power is transmitted. Thus, the shift-up shift to the second speed can be performed only by stopping the operation of the load applying device 15 of the first clutch 10 of the second speed driven gear 5b from the state of the first speed traveling.

Next, when performing a shift-up shift from the second speed traveling state to the third speed, as shown in FIG. 6C, the load applying device 15 of the first clutch 10 of the third speed driven gear 6b. The operation of (see FIG. 4) is stopped (OFF). As a result, in the first clutch 10 of the third speed driven gear 6b as well as the first clutch 10 of the first speed and second speed driven

gears

4b and 5b, the first inner ring 11 (see FIG. 5) and The first sprag 13 can be engaged with the first outer ring 12.

Here, since the rotational speed (α3) of the third speed driven gear 6b is faster than the rotational speed (α2) of the second speed driven gear 5b (α2 <α3), the rotational speed of the third speed driven gear 6b. (Α3) exceeds the rotational speed (α2) of the output shaft 3. Therefore, in the first clutch 10 in the third-speed driven gear 6b, the first outer ring 12 rotates in the locking direction when viewed from the first inner ring 11 side by relative rotation with the first inner ring 11, and the first inner ring 11 The first sprag 13 is engaged with the first outer ring 12. As a result, power is transmitted from the first outer ring 12 toward the first inner ring 11, the third speed driven gear 6b rotates together with the output shaft 3, and the output shaft 3 rotates at a rotational speed of α3.

On the other hand, the rotational speed (α2) of the second-speed driven gear 5b is slower than the rotational speed (α3) of the output shaft 3 (α2 <α3). Therefore, in the first clutch 10 in the second-speed driven gear 5b, the rotational speed of the first outer ring 12 is slower than the rotational speed of the first inner ring 11, and the first inner ring 11 relatively rotates in the free direction. It becomes equal to the state. Therefore, the first sprag 13 cannot be engaged with the first inner ring 11 and the first outer ring 12 in the first clutch 10 of the second-speed driven gear 5b. As a result, the second-speed driven gear 5b idles the output shaft 3 and no power is transmitted.

Similarly, the rotational speed (α1) of the first speed driven gear 4b is slower than the rotational speed (α3) of the output shaft 3 (α1 <α3). Therefore, in the first clutch 10 in the first speed driven gear 4b, the rotational speed of the first outer ring 12 is slower than the rotational speed of the first inner ring 11, and the first inner ring 11 relatively rotates in the free direction. It becomes equal to the state. Therefore, even in the first clutch 10 of the first-speed driven gear 4b, the first sprag 13 cannot be engaged with the first inner ring 11 and the first outer ring 12. As a result, the first-speed driven gear 4b idles the output shaft 3 and no power is transmitted. Thus, from the state of the second speed traveling, the shift-up shift to the third speed can be performed only by stopping the operation of the load applying device 15 (see FIG. 4) of the first clutch 10 of the third speed driven gear 6b. It can be carried out.

As described above, when performing a shift-up shift during vehicle acceleration, only the operation of the load applying device 15 of the first clutch 10 in the driven gear on the high speed stage side is stopped, and no operation is performed on the low speed stage side. It is possible to change gears without doing so. Further, when the first clutch 10 stops the operation of the load applying device 15, the first sprag 13 tilts in the self-locking direction, and the first inner ring 11 and the first outer ring 12 instantaneously move in the constant rotation direction. Relative rotation is restricted. Therefore, the time required for switching can be shortened, and quick shifting can be achieved. Further, since the time required for switching can be shortened, the first inner ring 11 and the first outer ring 12 do not idle during the period from the state where power is not transmitted to the state where power is transmitted. Can be prevented. Furthermore, since it is possible to change gears simply by switching the operation of the load applying device 15 of the first clutch 10 between non-operation, a complicated meshing mechanism, a shift fork and the like are not required, and weight reduction and miniaturization can be achieved. As a result, a large number of first gear pairs can be accommodated in a limited space, and for example, the multi-stage power transmission device 1 having six or more speeds can be made compact.

Note that when a downshift is performed, such as when a stronger driving force is required during vehicle acceleration, the load is applied by using the load applying device 15 (see FIG. 4) of the first clutch 10 as in the case of the upshift. Is possible. When shifting down to the second speed from the third speed traveling state shown in FIG. 6 (c), as shown in FIG. 6 (b), the first clutch 10 of the third speed driven gear 6b. The load applying device 15 is activated (ON). As a result, in the first clutch 10 of the third speed driven gear 6b, the engagement of the first sprag 13 to the first inner ring 11 (see FIG. 5) and the first outer ring 12 is released, so that the third speed The driven gear 6b runs idle on the output shaft 3 and no power is transmitted. On the other hand, since the rotational speed of the second speed driven gear 5b is higher than the rotational speed of the first speed driven gear 4b, in the first clutch 10 in the second speed driven gear 5b, the first outer ring 12 moves in the locking direction. The first sprag 13 is engaged with the first inner ring 11 and the first outer ring 12 by rotating. As a result, the second speed driven gear 5b rotates together with the output shaft 3, and a downshift can be performed from the third speed traveling state to the second speed.

Next, when performing a downshift from the second speed traveling state to the first speed, as shown in FIG. 6 (a), the load applying device 15 of the first clutch 10 of the second speed driven gear 5b ( 4) is activated (ON). As a result, in the first clutch 10 of the second speed driven gear 5b, the engagement of the sprags 13 with the first inner ring 11 (see FIG. 5) and the first outer ring 12 is released, so the second speed driven gear. 5b idles the output shaft 3, and no power is transmitted. As a result, in the first clutch 10 in the first speed driven gear 4 b, the first outer ring 12 rotates in the locking direction, and the first sprag 13 engages with the first inner ring 11 and the first outer ring 12. As a result, the first speed driven gear 4b rotates together with the output shaft 3, and a downshift can be performed from the second speed traveling state to the first speed.

It is also possible to shift down to the first speed by jumping over the second speed from the state of the third speed traveling. In this case, from the state of the third speed traveling shown in FIG. 6C, as shown in FIG. 6A, the first clutch 10 of the third speed driven gear 6b and the second speed driven gear 5b is changed. The load applying device 15 (see FIG. 4) is activated (ON). As a result, the first sprag 13 is disengaged from the first inner ring 11 (see FIG. 5) and the first outer ring 12, so that the second speed driven gear 5b and the third speed driven gear 6b are output shafts. 3 is idled and power is not transmitted. On the other hand, in the first clutch 10 in the first-speed driven gear 4 b, the first outer ring 12 rotates in the locking direction, and the first sprag 13 engages with the first inner ring 11 and the first outer ring 12. As a result, the first speed driven gear 4b rotates together with the output shaft 3, and a downshift can be performed from the third speed traveling state to the first speed.

As described above, when the downshift is performed, the load applying device 15 of the first clutch 10 in the driven

gears

4b, 5b, and 6b of the traveling gear stage is merely operated, and nothing is performed on the low speed stage side. Shifting is possible without operation. Further, it is possible to perform a shift-down shift by jumping over a predetermined shift stage by a similar operation. Further, the first clutch 10 operates the load applying device 15 to apply a load to the first sprag 13 against the urging force of the urging member 16, and the first sprag 13 tilts in the anti-self-lock direction. As a result, the engagement of the first sprag 13 with the first inner ring 11 and the first outer ring 12 is released. Therefore, the time required for switching can be shortened and a quick shift can be achieved.

Next, the operation state of the power transmission device 1 when the vehicle 100 does not operate the accelerator pedal during coasting (during coasting) will be described with reference to FIG. FIG. 7 is a schematic diagram schematically showing the internal structure of the power transmission device during coasting (third speed). In the state of the third speed traveling described with reference to FIG. 6C, when coasting the vehicle 100 without operating the accelerator pedal is performed, power is transmitted from the output shaft 3 to the power transmission device as shown in FIG. 1 is input. Since the accelerator pedal is not operated, the rotation speed of the motor 112 decreases and the rotation of the input shaft 2 decreases. As a result, the first inner ring 11 (see FIG. 5) of the first clutch 10 in the first, second, and third driven

gears

4 b, 5 b, 6 b is rotated relative to the first outer ring 12 to be the first. As viewed from the outer ring 12 side, it rotates in the free direction (counter arrow Ri direction in FIG. 5). Therefore, in the first clutch 10 in the first, second, and third driven

gears

4b, 5b, and 6b, the first sprag 13 tilts in the anti-self-lock direction, and the first inner ring 11 and the first outer ring. 12 cannot be engaged. Therefore, the driven

gears

4 b, 5 b, 6 b idle the output shaft 3 and no power is transmitted to the input shaft 2.

As described above, during coasting, transmission of power from the output shaft 3 to the input shaft 2 is interrupted without operating the load applying device 15. The same applies to the case of the first speed running (see FIG. 6A) and the second speed running (see FIG. 6B). As a result, it is possible to prevent the internal resistance and inertia of the motor 112 from becoming the driving resistance of the output shaft 3 and to prevent the output shaft 3 from being braked without performing control for operating the load applying device 15. . Therefore, energy loss can be suppressed and the traveling distance during coasting can be prevented from being shortened.

Next, the power transmission device 20 according to the second embodiment will be described with reference to FIG. FIG. 8A is a schematic diagram schematically showing the internal structure of the power transmission device 20, and FIG. 8B is a schematic diagram schematically showing a part of the internal structure of the second clutch 22. . Hereinafter, the same parts as those in the first embodiment are denoted by the same reference numerals, and the description thereof is omitted. In FIG. 8, only the configuration having a function of transmitting power is illustrated for easy understanding.

The power transmission device 20 is mounted on the vehicle 100 instead of the power transmission device 1 mounted on the vehicle 100 (see FIG. 1). Further, as shown in FIG. 8A, the input shaft 2 to which the power of the motor 112 is input, the output shaft 3 arranged in parallel to the input shaft 2, the output shaft 3 and the input shaft 2 A plurality of first gear pairs 4, 5, 6 that are arranged and meshed with each other and set to have different gear ratios are provided. These configurations are the same as those described in the first embodiment. The power transmission device 20 in the second embodiment further includes a second gear pair 21 that is disposed on the input shaft 2 and the output shaft 3 and meshes with each other.

The drive gear 21 a constituting the second gear pair 21 is fixed to the input shaft 2 via the second clutch 22. On the other hand, the driven gear 21 b that meshes with the drive gear 21 a is formed integrally with the output shaft 3. The number of teeth of the driven gear 21b of the second gear pair 21 is the minimum number of teeth of the driven

gears

4b, 5b, 6b of the

first gear pair

4, 5, 6 (in this embodiment, the number of teeth of the driven gear 6b). It is formed to be smaller than the number of teeth). For this reason, when power is transmitted from the input shaft 2 to the output shaft 3, the rotational speeds α1, α2, and α3 of the driven

gears

4b, 5b, and 6b and the rotational speed α4 of the driven gear 21b depend on the rotational speed of the input shaft 2. It is uniquely determined, and α1 <α2 <α3 <α4 from the relationship of the gear ratio. Further, the rotation speed of the output shaft 3 is a rotation speed corresponding to the gear position. If the gear ratios of the

first gear pair

4, 5, 6 and the second gear pair 21 (the number of teeth of the driven gear / the number of teeth of the driving gear) are sequentially k1, k2, k3, k4, the gear ratio is k1>. The relationship is k2> k3> k4.

The second clutch 22 transmits power from the output shaft 3 to the input shaft 2, while blocking transmission of power from the input shaft 2 to the output shaft 3, and transmits power from the output shaft 3 to the input shaft 2. The transmission can be cut off. Since the second clutch 22 is configured in the same manner as the first clutch 10, detailed description thereof is omitted. The same parts as those of the first clutch 10 will be described below using the same reference numerals.

In the second clutch 22, a second inner ring 221 (see FIG. 8B) is formed integrally with the input shaft 2, and a second outer ring 222 is formed integrally with the drive gear 21 a of the second gear pair 21. Yes. The second clutch 22 includes a second sprag 223 that contacts the inner peripheral surface 222 a of the second outer ring 222 and the outer peripheral surface 221 a of the second inner ring 221. According to the second clutch 22, power is input from the input shaft 2, and the second inner ring 221 rotates relative to the second sprag 223 relative to the second outer ring 222 as viewed from the second outer ring 222 side. When rotating in the direction of the opposite arrow Ri (free direction) of FIG. 8B, the engagement of the second sprag 223 with the second inner ring 221 and the second outer ring 222 is released. As a result, the input shaft 2 idles the drive gear 21a, and power transmission from the input shaft 2 to the output shaft 3 is interrupted. Also, when the second inner ring 221 rotates relative to the second sprag 223 in the direction of the arrow Ri (locking direction) in FIG. 8B when viewed from the second outer ring 222 side relative to the second outer ring 222. The second sprag 223 engages with the second inner ring 221 and the second outer ring 222. As a result, the drive gear 21 a rotates with the input shaft 2, and power is transmitted from the input shaft 2 to the output shaft 3.

On the other hand, when power is input from the output shaft 3 to the second clutch 22 via the driven gear 21b, the second outer ring 222 is in the direction of the arrow Ro (locking direction) in FIG. 8B with respect to the second sprag 223. And the second sprag 223 engages with the second inner ring 221 and the second outer ring 222. As a result, the drive gear 21 a rotates with the input shaft 2, and power is transmitted from the output shaft 3 to the input shaft 2. Further, the second outer ring 222 rotates relative to the second sprag 223 in the direction opposite to the arrow Ro (free direction) in FIG. 8B when viewed from the second inner ring 221 side relative to the second inner ring 221. In this case, the engagement of the second sprag 223 with the second inner ring 221 and the second outer ring 222 is released. As a result, the input shaft 2 idles the drive gear 21a, and power transmission from the output shaft 3 to the input shaft 2 is interrupted.

The second clutch 22 includes a load applying device (not shown) as in the first clutch 10. By actuating the load applying device 15 (see FIG. 4) of the second clutch 22, a load is applied to the second sprag 223 against the urging force of the ribbon spring 16, and the second sprag 223 is moved in the anti-self-locking direction. By tilting, the engagement of the second sprag 223 with the second inner ring 221 and the second outer ring 222 can be forcibly released. As a result, the power transmitted to the second clutch 22 from the output shaft 3 via the driven gear 21b and the drive gear 21a is input to the second outer ring 222, and the second outer ring 222 is locked to the second sprag 223. Even when rotating in the direction (arrow Ro direction in FIG. 8B), by forcibly releasing the engagement of the second sprag 223 from the second inner ring 221 and the second outer ring 222 by the load applying device 15, The drive driven gear 21a can be idled to interrupt the transmission of power from the output shaft 3 to the input shaft 2.

Next, the operating state of the power transmission device 20 in the second embodiment configured as described above will be described with reference to FIGS. 9 to 10 schematically show a front view of the internal structure of the power transmission device 20. Here, in FIG. 9 and FIG. 10, the power transmission path is indicated by an arrow P for easy understanding, and the drive gears 4a, 5a, 6a, 21a, the driven

gears

4b, 5b, 6b, 21b and the first gears are shown. The respective rotation directions of the outer ring 12 of the first clutch 10 and the second clutch 22 are indicated by arrows. Further, in the

first gear pair

4, 5, 6 and the second gear pair 21, the load applying device 15 (see FIG. 4) of the first clutch 10 and the second clutch 22 is operated, and the first inner ring 11 and the first gear pair 21 are operated. The case where the engagement of the first sprag 13 to the outer ring 12 and the engagement of the second sprag 223 to the second inner ring 221 and the second outer ring 222 are released is denoted as “ON”. The first sprags 13 and the first outer ring 12 are engaged with each other, the first sprags 13 are engaged, and the second inner ring 221 and the second outer ring 222 are secondly operated. The case where the sprag 223 can be engaged is described as “OFF”.

First, the operating state of the power transmission device 20 when the vehicle 100 moves forward will be described with reference to FIG. FIG. 9A is a schematic diagram schematically showing the internal structure of the power transmission device 20 during acceleration travel (third speed), and FIG. 9B shows the output shaft during coast travel (third speed). FIG. 9 is a schematic diagram schematically showing the internal structure of the power transmission device 20 that transmits power from 3 to the input shaft 2, and FIG. 9C is a diagram showing the input shaft 2 from the output shaft 3 during coasting (third speed). It is the schematic diagram which showed typically the internal structure of the power transmission device 20 which interrupted | blocked transmission of the motive power to.

As shown in FIG. 9A, during acceleration travel (third speed), as described in the first embodiment, the first to third driven

gears

4b, 5b, 6b (driven gears) The operation of the load applying device 15 (see FIG. 4) of the first clutch 10 whose rotation direction is clockwise in FIG. 9 is stopped (OFF). Since the rotational speed (α3) of the third speed driven gear 6b is faster than the rotational speeds (α1, α2) of the first and second driven

gears

4b, 5b (α1 <α2 <α3), the third speed. In the first clutch 10 in the driven gear 6b, the first outer ring 12 rotates relative to the first inner ring 11 in the locking direction (the direction of the arrow Ro in FIG. 5), and the first inner ring 11 (see FIG. 5) and the first The first sprag 13 is engaged with the one outer ring 12. As a result, power is transmitted from the first outer ring 12 toward the first inner ring 11, the third speed driven gear 6b rotates together with the output shaft 3, and the output shaft 3 rotates at a rotational speed of α3.

On the other hand, in this case, the drive gear 21a rotates at the rotational speed α4 from the output shaft 3 via the driven gear 21b. In the present embodiment, the gear ratio (number of teeth of the driven gear / number of teeth of the driving gear) k4 of the second gear pair 21 is set smaller than the gear ratio k3 of the first gear pair 6, so that the second The rotational speed (α4 = α3 · k4 = k4 / k3 · α) of the drive gear 21a of the gear pair 21 is smaller than the rotational speed (α) of the input shaft 2. Therefore, in the second clutch 22, the rotational speed α4 of the second outer ring 222 (see FIG. 8B) is slower than the rotational speed α of the second inner ring 221, and the second outer ring 222 relatively moves in the free direction. It is equal to the rotating state. Therefore, in the second clutch 22, the second sprag 223 cannot be engaged with the second inner ring 221 and the second outer ring 222. Therefore, even if the load application device 15 of the second clutch 22 is not operated, the power transmission device 20 is not affected by the second gear pair 21 and is in the third speed traveling state (the rotational speed α3 of the output shaft 3). )

When the gear ratio k4 of the second gear pair 21 is set to be larger than the gear ratio k3 of the first gear pair 6, the rotational speed (α4 = k4 / k3 · α) of the drive gear 21a is input. It becomes larger than the rotational speed (α) of the shaft 2. Therefore, in the second clutch 22, the rotational speed α4 of the second outer ring 222 is faster than the rotational speed α of the second inner ring 221, and is relatively equal to the state in which the second outer ring 222 rotates in the locking direction. . In this case, by operating the load applying device 15 of the second clutch 22 (ON), the second sprag 223 is forcibly tilted in the anti-self-locking direction, and is engaged with the second inner ring 221 and the second outer ring 222. Make it impossible to match. As a result, the third speed traveling state (the rotational speed α3 of the output shaft 3) is obtained without being affected by the second gear pair 21 as in the case described above.

Next, when coasting is performed in the third speed traveling state, power is input from the output shaft 3 to the input shaft 2 as shown in FIG. As a result, the drive gear 21 a is driven from the output shaft 3 via the driven gear 21 b of the second gear pair 21. That is, power is transmitted to the second outer ring 222 (see FIG. 8B) of the second clutch 22 (rotational speed α4). On the other hand, since the second inner ring 221 of the second clutch 22 has no driving force from the input shaft 2, the rotational speed thereof is slower than the rotational speed α4 of the drive gear 21a. As a result, the second outer ring 222 of the second clutch 22 rotates relative to the second inner ring 221 in the locking direction (the direction of the arrow Ro in FIG. 8B) when viewed from the second inner ring 221 side. When the load applying device 15 of the second clutch 22 is not operated (OFF), the sprag 13 is engaged with the second outer ring 222 and the second inner ring 221. As a result, power is transmitted from the second outer ring 222 of the second clutch 22 toward the second inner ring 221, and the drive gear 21a of the second gear pair 21 rotates together with the input shaft 2 (rotational speed α4). Since the gear ratio of the second gear pair 21 is k4 and the rotational speed of the driven gear 21b of the second gear pair 21 is α3, the rotational speed α4 of the drive gear 21a of the second gear pair 21 is k4 · α3. . As the drive gear 21a of the second gear pair 21 rotates, the input shaft 2 rotates, and the drive gears 4a, 5a, 6a of the first gear pairs 4, 5, 6 also rotate (rotational speed α4 = k4 · α3).

As a result, power is transmitted to the driven

gears

4b, 5b, and 6b that mesh with the driving

gears

4a, 5a, and 6a of the first gear pairs 4, 5, and 6, and the driven

gears

4b, 5b, and 6b correspond to the respective gear ratios. Rotates at speed. The rotational speed β1 of the driven gear 4b is k4 / k1 · α3, the rotational speed β2 of the driven gear 5b is k4 / k2 · α3, and the rotational speed β3 of the driven gear 6b is k4 / k3 · α3. Since k1> k2> k3> k4, the rotational speeds β1, β2, β3 of the driven

gears

4b, 5b, 6b are all smaller than α3.

On the other hand, since the rotation speed of the output shaft 3 is α3, in the first clutch 10 (see FIG. 5) of the driven

gears

4b, 5b, 6b of the first gear pairs 4, 5, 6, the first inner ring 11 is α3. Rotates at speed. Therefore, in the first clutch 10, the rotational speed of the first inner ring 11 is faster than the rotational speed of the first outer ring 12 (β1 = k4 / k1 · α3), and the first inner ring 11 is relatively free (see FIG. 5 in the direction of the counter arrow Ri). Therefore, in the first clutch 10, the first sprag 13 cannot be engaged with the first inner ring 11 and the first outer ring 12. Therefore, when the load applying device 15 of the second clutch 22 is not operated (OFF), the power transmission device 20 (see FIG. 8A) can be operated without operating the load applying device 15 of the first clutch 10. The power from the output shaft 3 can be transmitted to the input shaft 2 via the second gear pair 21 without being affected by the

first gear pair

4, 5, 6. As a result, during coasting of the vehicle 100, the motor 112 can function as a generator by the power input from the output shaft 3, and the power generated by the motor 112 can be regenerated to the power source. Thereby, energy saving can be achieved. Further, since the internal resistance and inertia of the motor 112 become the driving resistance of the output shaft 3, the output shaft 3 can be braked (engine brake).

On the other hand, when preventing the internal resistance or inertia of the motor 112 from becoming the driving resistance of the output shaft 3, as shown in FIG. 9C, the load applying device 15 of the second clutch 22 (see FIG. 4). ) Is activated (ON). When power is input from the output shaft 3 to the power transmission device 20 (see FIG. 8A), the second outer ring 222 (see FIG. 8B) of the second clutch 22 is relative to the second inner ring 221. Rotation rotates in the locking direction (in the direction of arrow Ro in FIG. 8B) when viewed from the second inner ring 221 side. 223 is forcibly tilted in the anti-self-lock direction and cannot be engaged with the second outer ring 222 and the second inner ring 221. Therefore, the drive gear 21 a idles the input shaft 2 and no power is transmitted to the input shaft 2.

The first inner ring 11 (see FIG. 5) of the first clutch 10 in the first, second, and third driven

gears

4b, 5b, and 6b is in a free direction due to relative rotation with the first outer ring 12. It rotates in the direction opposite to arrow Ri in FIG. Therefore, in the first clutch 10 in the first, second, and third driven

gears

4 b, 5 b, 6 b idle the output shaft 3 and no power is transmitted to the input shaft 2. Thereby, energy loss can be suppressed and it can prevent that the travel distance in coast driving | running | working becomes short.

As described above, during coasting, the load application device 15 of the second clutch 22 is switched between operation and non-operation, thereby suppressing energy loss and extending the travel distance, or braking of the output shaft 3 and electric power. You can choose whether to regenerate or prioritize.

Next, the operation state of the power transmission device 20 when the vehicle 100 stops climbing will be described with reference to FIG. FIG. 10A is a schematic diagram schematically showing the internal structure of the power transmission device 20 when the vehicle 100 stops climbing in the power transmission device 20 according to the second embodiment, and FIG. FIG. 4 is a schematic diagram schematically showing the internal structure of the power transmission device 20 when the vehicle 100 moves forward from a state where the vehicle 100 has stopped climbing.

When the vehicle 100 has stopped climbing up, the vehicle 100 tries to move backward on the slope due to gravity, so the front wheel 101 tries to rotate backward with respect to the forward rotation. As a result, as shown in FIG. 10A, reverse power is input from the front wheel 101 to reversely rotate the output shaft 3 of the power transmission device 20. Due to this reverse power, the drive gear 21a attempts to reversely rotate (rotate clockwise in FIG. 10 (a)) from the output shaft 3 via the driven gear 21b. As a result, the second outer ring 222 (see FIG. 8B) of the second clutch 22 of the second gear pair 21 tends to rotate in the reverse direction. Further, the first inner ring 11 (see FIG. 5) of the first clutch 10 of the

first gear pair

4, 5, 6 also tries to rotate in the reverse direction (FIG. 10 (a) rotates counterclockwise). The rotational speed of the output shaft 3 by this reverse power (a virtual value when rotated) is assumed to be γ.

With this reverse power, in the

first gear pair

4, 5, 6, the first inner ring 11 of the first clutch 10 will rotate in the locking direction (the direction of arrow Ri in FIG. 5) relative to the first outer ring 12. Therefore, the first sprag 13 is engaged with the first inner ring 11 and the first outer ring 12. As a result, power is transmitted from the first inner ring 11 of the first clutch 10 toward the first outer ring 12, and the driven

gears

4b, 5b, 6b of the first gear pairs 4, 5, 6 try to rotate together with the output shaft 3. (Rotational speed γ). As a result, power is transmitted to the drive gears 4a, 5a, 6a meshing with the driven

gears

4b, 5b, 6b of the first gear pairs 4, 5, 6.

Here, the gear ratios of the

first gear pair

4, 5, 6 and the second gear pair 21 (the number of teeth of the driven gear / the number of teeth of the driving gear) are k1, k2, k3, k4 (however, as described above) , K1> k2> k3> k4), so that when the rotational speeds of the driven

gears

4b, 5b, 6b of the

first gear pair

4, 5, 6 are γ, the rotational speed of the drive gear 4a is k1 · γ, The rotational speed of 5a is k2 · γ, and the rotational speed of the drive gear 6a is k3 · γ (the rotational directions of the drive gears 4a, 5a, 6a are clockwise in FIG. 10 (a)). Due to the rotation of the drive gears 4a, 5a and 6a, the input shaft 2 tries to rotate at a rotational speed k1 · γ (or k2 · γ or k3 · γ). As a result, the second inner ring 221 (see FIG. 8B) of the second clutch 22 of the second gear pair 21 connected to the input shaft 2 is rotated at the rotational speed k1 · γ (or k2 · γ or k3 · γ). It rotates in the locking direction (arrow Ri direction in FIG. 8B). On the other hand, since the driving gear 21a is input with power at the rotational speed k4 · γ from the meshed driven gear 21b, the second outer ring 222 of the second clutch 22 is rotated at the rotational speed k4 · γ in the free direction (FIG. 8 (b ) In the direction opposite to arrow Ro).

Here, since k1> k2> k3> k4, the rotational speed k1 · γ (or k2 · γ or k3 · γ) of the second inner ring 221 of the second clutch 22 is equal to that of the second outer ring 222 of the second clutch 22. The rotational speed is faster than k4 · γ. For this reason, in the second clutch 22, the rotation speed of the second outer ring 222 is slower than the rotation speed of the second inner ring 221, and the second inner ring 221 rotates relative to the second outer ring 222 from the second outer ring 222 side. As seen, it is equal to the state of rotating in the locking direction (the direction of arrow Ri in FIG. 8B). Therefore, in the second clutch 22, the second sprag 223 engages with the second inner ring 221 and the second outer ring 222, and the drive gear 21 a of the second gear pair 21 tends to rotate together with the input shaft 2.

However, as described above, since there is a rotational speed difference between the driving gear 21a and the driven gear 21b that are meshed with each other, the

first gear pair

4, 5, 6 and the second gear pair 21 are double meshed. Therefore, when the vehicle 100 is stopped uphill, it is possible to prevent the vehicle 100 from moving backward without operating the side brake or controlling the motor 112 so that the necessary driving force can be obtained.

When the vehicle 100 that has stopped climbing is moved forward, first, as shown in FIG. 10B, the first clutch 10 in the driven

gears

5b and 6b of the

first gear pair

5 and 6 of the second speed and the third speed is used. The load applying device 15 (see FIG. 4) is activated (ON). Even in this state, since the gear ratio of the first gear pair 4 (first speed) is larger than the gear ratio of the second gear pair 21, the first gear pair 4 and the second gear pair 21 are doubled as described above. The vehicles 100 can be engaged with each other, and the vehicle 100 does not move backward without operating the side brake.

Next, when the power of the forward rotation of the motor 112 (see FIG. 8A) is transmitted to the input shaft 2, the first clutch 10 of the second speed driven gear 5b and the third speed driven gear 6b. Since the load applying device 15 (see FIG. 4) is operated (ON), the first clutch 10 of the driven

gears

5b and 6b causes the first sprags to the first inner ring 11 (see FIG. 5) and the first outer ring 12. 13 is disengaged. As a result, the second and third speed driven

gears

5b and 6b idle the output shaft 3 and no power is transmitted. In contrast, in the first clutch 10 in the first-speed driven gear 4b, when the first outer ring 12 rotates in the locking direction (the direction of the arrow Ro in FIG. 5), the load applying device 15 (see FIG. 4) is inoperative ( OFF), the first sprag 13 is engaged with the first inner ring 11 and the first outer ring 12, and power is transmitted from the first outer ring 12 toward the first inner ring 11. As a result, the first speed driven gear 4b rotates with the output shaft 3, and the output shaft 3 rotates. If the rotational speed of the input shaft 2 is α, the rotational speed of the output shaft 3 is α / k1.

On the other hand, in this case, power is transmitted from the output shaft 3 to the drive gear 21a of the second gear pair 21 via the driven gear 21b of the second gear pair 21. As a result, the rotation speed of the drive gear 21a of the second gear pair 21 is k4 / k1 · α (the rotation direction is counterclockwise in FIG. 10B). Thereby, the rotational speed of the second inner ring 221 of the second clutch 22 (see FIG. 8B) is α, and the rotational speed of the second outer ring 222 of the second clutch 22 is k4 / k1 · α. From k1> k4, in the second clutch 22, the rotation speed of the second inner ring 221 is higher than the rotation speed of the second outer ring 222 when viewed from the second outer ring 222 side by relative rotation with the second outer ring 222, The second inner ring 221 is equal to the state in which the second inner ring 221 is rotating in the free direction (the counter arrow Ri direction in FIG. 8B). Therefore, in the second clutch 22, the second sprag 223 cannot be engaged with the second inner ring 221 and the second outer ring 222. Therefore, even if the load applying device 15 of the second clutch 22 is not operated, the power transmission device 20 is not affected by the second gear pair 21 and is in the first speed traveling state (the rotational speed α / of the output shaft 3). k1), and the vehicle 100 starts. As described above, when the vehicle 100 moves forward from a state where the climbing is stopped, the vehicle 100 can start only by driving the motor 112 without performing a complicated operation such as operating the side brake so as not to move backward. .

When the vehicle 100 starts, in the present embodiment, the load applying device 15 of the first clutch 10 is operated in the driven

gears

5b and 6b of the

first gear pair

5 and 6 of the second speed and the third speed. Although the case where power is transmitted using the first gear pair 4 of the first speed has been described, the present invention is not necessarily limited thereto. If the first gear pair (5 or 6) having a larger gear ratio than the second gear pair 21 is selected so as to be able to transmit power, the torque is compared with the case where the first gear pair 4 of the first speed is used. Decrease, but you can start.

Next, a power transmission device according to a third embodiment of the present invention will be described with reference to FIG. In the second embodiment, the power transmission device is mounted on the front-wheel drive vehicle 100, the second clutch 22 is disposed on the input shaft 2, and the second outer wheel 222 of the second clutch 22 is the drive gear 21a. The case where it is formed integrally with has been described. In contrast, in the third embodiment, the power transmission device 30 is mounted on a rear-wheel drive vehicle 200. Further, the case where the second clutch 34 is disposed on the output shafts 31 and 32 and the second clutch 34 is provided separately from the driven gear 33b will be described.

FIG. 11A is a schematic diagram schematically showing a vehicle 200 on which the power transmission device 30 according to the third embodiment of the present invention is mounted, and FIG. 11B is a power transmission according to the third embodiment. 3 is a schematic diagram schematically showing the device 30. FIG. Note that arrows FB and LR in FIG. 11A indicate the front-rear direction and the left-right direction of the vehicle 200, respectively.

First, a schematic configuration of the vehicle 200 will be described. As shown in FIG. 11A, the vehicle 200 includes a rear unit 120 that drives the rear wheels 102 (the left rear wheel 102FL and the right rear wheel 102FR). The rear unit 120 mainly includes an engine 111 and a motor 112 as a power source, and a power transmission device 30 that transmits the power of the engine 111 and the motor 112 to the rear wheel 102, and an output shaft of the power transmission device 30. The power transmitted to 31 is transmitted to the left and right rear wheels 102 via a differential device. Note that the rear wheel 102 can be driven by properly using the two powers of the engine 111 and the motor 112, but may be configured by either the engine 111 or the motor 112. Both engine 111 and motor 112 can be used as a power source. In the following embodiment, the case where the driving force of the engine 111 is transmitted to the input shaft 2 will be described. However, the driving force of the motor 112 can be transmitted instead of the engine 111, or the engine 111 and the motor 112 can be transmitted. Of course, it is also possible to transmit the driving force.

Next, a detailed configuration of the power transmission device 30 will be described with reference to FIG. FIG. 11B is a schematic diagram schematically showing the internal structure of the power transmission device 30. Hereinafter, the same parts as those of the second embodiment are denoted by the same reference numerals, and the description thereof is omitted. Note that in FIG. 11B, only the configuration that bears the function of transmitting power is illustrated for easy understanding.

The power transmission device 30 includes an input shaft 2 to which power of the engine 111 is input, output shafts 31 and 32 disposed in parallel to the input shaft 2, and the output shaft 31 and the input shaft 2. A plurality of first gear pairs 4, 5 and 6 set so as to mesh with each other to have different gear ratios, and a second gear pair 33 disposed on the output shaft 32 and the input shaft 2 are mainly configured. ing. The output shafts 31 and 32 are coaxially connected via the second clutch 34. Further, the first inner ring 11 of the first clutch 10 disposed in the

first gear pair

4, 5, 6 is formed integrally with the output shaft 31. The power transmission device 30 configured as described above is configured such that the power transmitted to the output shaft 31 is output to the outside of the power transmission device 30 and transmitted to the rear wheel 102.

The second gear pair 33 is disposed on the input shaft 2 and driven by power transmitted from the input shaft 2, and a driven gear 33b disposed on the output shaft 32 and driven by the drive gear 33a. It has. The number of teeth of the driven gear 33b of the second gear pair 33 is the minimum number of teeth of the

first gear pair

4, 5, 6 (in this embodiment, the number of teeth of the driven gear 6b of the first gear pair 6). Number). Therefore, the gear ratio of the second gear pair 33 (the number of teeth of the driven gear 33b / the number of teeth of the driving gear 33a, k5) is the gear ratio of the first gear pairs 4, 5, 6 (in order k1, k2, and so on). k3), which is smaller than the minimum speed ratio (in this embodiment, the speed ratio k3 of the first gear pair 6).

The second clutch 34 is configured to transmit power from the output shafts 31 and 32 to the input shaft 2 so as to be cut off, while blocking transmission of power from the input shaft 2 to the output shafts 31 and 32. Since the second clutch 34 is configured in the same manner as the first clutch 10 (see FIG. 5), detailed description thereof is omitted. The same parts as those of the first clutch 10 will be described below using the same reference numerals.

The second clutch 34 is provided separately from the driven gear 33 b of the second gear pair 33. The second inner ring 341 of the second clutch 34 is formed integrally with the output shaft 32, but the second outer ring 342 of the second clutch 34 has a side edge connected to the outer ring connecting portion 34 a, and the outer ring connecting portion It is connected with the output shaft 31 via 34a. A second sprag 343 is disposed in contact with the second inner ring 341 and the second outer ring 342.

As described in the second embodiment, the power transmission device 30 in the third embodiment configured as described above is driven from the first speed to the third speed during acceleration travel (third speed). The operation of the load applying device 15 (see FIG. 4) of the first clutch 10 (see FIG. 5) of the

gears

4b, 5b, 6b is stopped. Thus, if the rotational speed of the input shaft 2 is α, the output shaft 31 rotates at the rotational speed α / k3 via the third gear pair 6 of the first gear. On the other hand, in this case, the outer ring connecting portion 34a connected to the output shaft 31 also rotates at the rotation speed α / k3, and accordingly, the second outer ring 342 of the second clutch 34 also rotates (rotation speed α / k3).

Further, the driven gear 33b of the second gear pair 33 rotates at a rotational speed α / k5 in accordance with the rotation (rotational speed α) of the drive gear 33a. As a result, the output shaft 32 provided with the driven gear 33b rotates, and the second inner ring 341 of the second clutch 34 connected to the output shaft 32 also rotates (rotational speed α / k5). Since k3> k5, in the second clutch 34, the rotational speed (α / k5) of the second inner ring 341 is faster than the rotational speed (α / k3) of the second outer ring 342, and relative rotation with the second outer ring 342 is achieved. Thus, when viewed from the second outer ring 342 side, the second inner ring 341 is equal to a state of rotating in the free direction (counter arrow Ri direction shown in FIG. 5). Therefore, in the second clutch 34, the second sprag 343 cannot be engaged with the second inner ring 341 and the second outer ring 342. Therefore, even if the load application device 15 of the second clutch 34 is not operated, the power transmission device 30 is not affected by the second gear pair 33 and is in the third speed traveling state (the rotational speed α of the output shaft 31). / K3).

When the gear ratio k5 of the second gear pair 33 is set to be larger than the gear ratio k3 of the first gear pair 6, the rotational speed (α / k5) of the driven gear 33b is the rotational speed of the output shaft 31. It becomes smaller than (α / k3). In this case, in the second clutch 34, the rotation speed (α / k3) of the second outer ring 342 is faster than the rotation speed (α / k5) of the second inner ring 341, and the second outer ring 342 is relatively locked ( This is equivalent to the state of rotation in the direction of the arrow Ro shown in FIG. In this case, by operating the load applying device 15 of the second clutch 34, the second sprag 343 is forcibly tilted in the anti-self-locking direction and cannot be engaged with the second inner ring 341 and the second outer ring 342. To do. As a result, as in the case described above, the power transmission device 30 is not affected by the second gear pair 33 and can obtain the third speed traveling state (the rotational speed α / k3 of the output shaft 31).

Next, when coasting is performed in the third speed traveling state (rotational speed α / k3 of the output shaft 31), power is input from the output shaft 31 as in the case of the second embodiment. Since the rotational speed of the output shaft 31 is α / k3, power is transmitted to the second outer ring 342 of the second clutch 34 via the outer ring connecting portion 34a, and the rotational speed of the second outer ring 342 is α / k3. Become.

On the other hand, since the second inner ring 341 of the second clutch 34 has no driving force from the input shaft 2 via the second gear pair 33, the rotation speed thereof is slower than the rotation speed α / k3 of the second outer ring 342. . As a result, the second outer ring 342 of the second clutch 34 rotates relative to the second inner ring 341 in the locking direction (in the direction of the arrow Ro in FIG. 5) when viewed from the second inner ring 341 side. When the load application device 15 of the second clutch 34 is not operated (OFF), the second sprag 343 engages with the second outer ring 342 and the second inner ring 341. As a result, power is transmitted from the second outer ring 342 of the second clutch 34 toward the second inner ring 341, and the driven gear 33b of the second gear pair 33 rotates together with the output shaft 32 (rotational speed α / k3). Since the gear ratio of the second gear pair 33 is k5, the rotational speed of the drive gear 33a of the second gear pair 33 is α / k3 · k5. As the drive gear 33a of the second gear pair 33 rotates, the input shaft 2 rotates (rotational speed α / k3 · k5), and the drive gears 4a, 5a, 6a of the first gear pairs 4, 5, 6 also rotate (rotation). Speed α / k3 · k5).

As a result, power is transmitted to the driven

gears

4b, 5b, and 6b that mesh with the driving

gears

4a, 5a, and 6a of the first gear pairs 4, 5, and 6, and the driven

gears

4b, 5b, and 6b correspond to the respective gear ratios. Rotates at speed. The rotational speed of the driven gear 4b is α / k3 · k5 / k1, the rotational speed of the driven gear 5b is α / k3 · k5 / k2, and the rotational speed of the driven gear 6b is α / k3 · k5 / k3. . Since k1> k2> k3> k5, the rotational speeds of the driven

gears

4b, 5b, 6b are all smaller than the rotational speed α / k3 of the output shaft 31.

Here, in the first clutch 10 (see FIG. 5) of the driven

gears

4 b, 5 b, 6 b of the first gear pairs 4, 5, 6, the first inner ring 11 rotates at the same speed α / k3 as the output shaft 31. To do. On the other hand, as described above, since the rotational speeds of the driven

gears

4b, 5b, and 6b are all smaller than the rotational speed α / k3 of the output shaft 31, the rotational speed of the first outer ring 12 of each first clutch 10 is also the first. It becomes slower than the rotation speed of the inner ring 11. Therefore, in the first clutch 10, the rotational speed of the first inner ring 11 is faster than the rotational speed of the first outer ring 12, and the first inner ring 11 is relatively rotated in the free direction (counter arrow Ri direction in FIG. 5). It becomes equal to the state which is doing. Therefore, in the first clutch 10, the first sprag 13 cannot be engaged with the first inner ring 11 and the first outer ring 12.

Therefore, when the load application device 15 of the second clutch 34 is deactivated (OFF), the power transmission device 30 does not operate the load application device 15 of the first clutch 10, and the

first gear pair

4, 5 , 6, power can be transmitted from the output shaft 31 to the input shaft 2 via the second gear pair 33. Thus, when the vehicle 200 is coasting, power is input from the output shaft 31 to the input shaft 2 and the engine 111 serves as a driving resistance of the output shaft 31, so that the output shaft 3 can be braked (engine braking).

On the other hand, in order to prevent the engine 111 from becoming the driving resistance of the output shaft 31, as described in the second embodiment, the load applying device 15 (see FIG. 4) of the second clutch 34 is operated (see FIG. 4). ON). As a result, the second sprag 343 of the second clutch 34 is forcibly tilted in the anti-self-lock direction and cannot be engaged with the second outer ring 342 and the second inner ring 341. Therefore, the second clutch 34 idles the output shaft 32 and no power is transmitted to the input shaft 2. The first inner ring 11 (see FIG. 4) of the first clutch 10 in the first, second, and third driven

gears

4 b, 5 b, 6 b idle the output shaft 31 and no power is transmitted to the input shaft 2. Thereby, energy loss can be suppressed and it can prevent that the travel distance in coast driving | running | working becomes short.

As described above, during coasting, switching between the operation and non-operation of the load applying device 15 suppresses energy loss and extends the travel distance, or the braking of the output shaft 31 is prioritized. Can be selected.

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 each of the above embodiments, the case where the

power transmission devices

1, 20, and 30 are incorporated in the front unit 110 of the vehicle 100 or the rear unit 120 of the vehicle 200 has been described. Naturally, it can be incorporated into a power transmission device such as a traveling device, a working device, or a machine tool of a vehicle (such as a locomotive, a passenger vehicle, a freight vehicle, and a special vehicle).

In each of the above-described embodiments, the case where the load applying device 15 (actuator 15a) is configured by an electric motor (AC motor or DC motor) has been described. However, the present invention is not necessarily limited to this, and another power source is employed. Of course it is 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.

In the second embodiment, the case where the second gear pair 21 is disposed next to the first gear pair 6 has been described. However, the present invention is not necessarily limited to this. It can be arranged at any position such as between the

first gear pair

4, 5 and between the

first gear pair

5, 6.

In each of the above embodiments, the case where the first clutch 10 is provided on the output shaft 3 has been described. However, the present invention is not necessarily limited to this, and it is naturally possible to provide the first clutch 10 on the input shaft 2. In the second embodiment, the case where the second clutch 22 is provided on the input shaft 2 has been described. However, the present invention is not necessarily limited to this, and can naturally be provided on the output shaft 3.

In the third embodiment, the case where the second clutch 34 is provided on the output shaft 32 has been described. However, the present invention is not necessarily limited to this, and can naturally be provided on the input shaft 2. In this case, an input shaft formed coaxially with the input shaft 2 is separately provided, and the drive gear 33a of the second gear pair 33 is disposed on the input shaft (hereinafter referred to as "new input shaft"), and the first The drive gear 6a of the gear pair 6 is arranged in parallel. The new input shaft and the input shaft 2 are connected via the second clutch 34. The inner ring 11 of the second clutch 34 is formed integrally with the input shaft 2, and the outer ring connecting portion 34a is connected to the new input shaft. Also in this case, similarly to the power transmission device 30 in the third embodiment, during coasting, the load applying device 15 is switched between operation and non-operation so as to suppress energy loss and extend the travel distance or output. It is possible to select whether the shaft 31 is to be braked or which is prioritized.

In each of the above-described embodiments, the case where the

second clutches

22 and 34 are configured to include sprag type one-way clutches with a sprag engagement release function has been described. It is possible to use a one-way clutch or a two-way clutch. Examples of other one-way clutches include a normal sprag type one-way clutch that does not have a sprag engagement release function. Examples of the two-way clutch include those disclosed in Japanese Patent Application Laid-Open No. 2007-298145.

Although the description is omitted in the first embodiment, after the upshift is performed from the first speed running state to the second speed running state, the load applying device 15 of the first speed first clutch 10 is operated. Thus, the engagement of the first sprag 13 with the first inner ring 11 and the first outer ring 12 may be forcibly released. Similarly, after performing a shift-up shift from the second speed traveling state to the third speed traveling state, the load application device 15 of the second clutch 10 of the second speed is operated to operate the first inner ring 11 and the first outer ring. The engagement of the first sprags 13 to 12 may be forcibly released. Similarly, even when the vehicle 100 is coasting, the load application device 15 of the first clutch 10 is operated to forcibly disengage the first sprags 13 from the first inner rings 11 and the first outer rings 12. good.

Although the description is omitted in the second embodiment, when the vehicle 100 is accelerated (third speed), the load applying device 15 of the first clutch 10 of the first speed and the second speed is operated to operate the first inner ring 11. In addition, the engagement of the first sprag 13 with the first outer ring 12 may be forcibly released. Similarly, when the vehicle 100 is coasting, the load applying device 15 of the first clutch 10 may be operated to forcibly release the engagement of the first sprag 13 to the first inner ring 11 and the first outer ring 12. . The same applies to the case of the third embodiment.

1, 20, 30 Power transmission device 2 Input shaft 3, 31, 32

Output shaft

4, 5, 6 First gear pair 10 First clutch 11 First inner ring 11a Outer peripheral surface 12 First outer ring 12a Inner peripheral surface 13

First sprag

13a, 13b Engagement surface 14 Cage 15 Load applying device 16 Ribbon spring (biasing member)
21, 33

Second gear pair

22, 34 Second clutch 221, 341 Second inner ring 222, 342 Second

outer ring

223, 343 Second sprag 111 Engine (power source)
112 Motor (Power source)
A, B contact O axis

Claims

An input shaft to which power from a power source is input, an output shaft disposed in parallel to the input shaft, and the output shaft and the input shaft that are engaged with each other and set to have different gear ratios. A plurality of first gear pairs, and power input from the input shaft disposed on one gear of each of the first gear pairs is transmitted to the output shaft so as to be cut off, and from the output shaft to the input shaft. A first clutch for interrupting transmission of power to
The first clutch is
A first inner ring having an outer peripheral surface having a circular cross-section and configured to be rotatable about an axis and connected to the input shaft or the output shaft or the gear;
The first inner ring has an inner peripheral surface having a circular cross section facing the outer peripheral surface of the first inner ring, is configured to be rotatable about the axis, and is connected to the gear, the input shaft, or the output shaft of the first gear pair. A first outer ring;
A plurality of engagement surfaces that are in contact with the inner peripheral surface of the first outer ring and the outer peripheral surface of the first inner ring, respectively, between the outer peripheral surface of the first inner ring and the inner peripheral surface of the first outer ring. A first sprag disposed;
A cage for holding the first sprag so as to be tiltable in a circumferential direction of an outer peripheral surface of the first inner ring and an inner peripheral surface of the first outer ring;
A biasing force is applied to the first sprag so that the engagement surface of the first sprag is in contact with the outer peripheral surface of the first inner ring and the inner peripheral surface of the first outer ring in the circumferential direction. A biasing member that tilts in a self-locking direction;
A load is applied to the first sprag through the retainer against the urging force of the urging member to reverse the self-locking direction and to the circumferential anti-self-locking direction. A power transmission device comprising a load applying device that tilts one sprag.
A second gear pair disposed on the output shaft and the input shaft and meshing with each other;
A second clutch that is disposed on one gear of the second gear pair and blocks transmission of power from the input shaft to the output shaft, while transmitting power input from the output shaft to the input shaft; The power transmission device according to claim 1, wherein the power transmission device is provided.
In the second gear pair, the number of teeth of the gear disposed on the output shaft is smaller than the minimum number of teeth of the gear disposed on the output shaft of the plurality of first gear pairs. The power transmission device according to claim 2.
The power transmission device according to claim 2 or 3, wherein the second clutch is configured to be capable of interrupting transmission of power from the output shaft to the input shaft.
The second clutch is
A second inner ring having an outer peripheral surface having a circular cross section and configured to be rotatable around an axis and connected to the input shaft or the output shaft or the gear;
The inner ring has an inner peripheral surface having a circular cross section facing the outer peripheral surface of the inner ring, and is configured to be rotatable about the axis, and is connected to the gear, the input shaft, or the output shaft of the second gear pair. Outer ring,
A plurality of circumferentially facing portions are provided between the outer peripheral surface of the second inner ring and the inner peripheral surface of the second outer ring, each of which has an engaging surface that contacts the inner peripheral surface of the second outer ring and the outer peripheral surface of the second inner ring. A second sprag disposed;
A cage that holds the second sprag so as to be tiltable in a circumferential direction of an outer peripheral surface of the second inner ring and an inner peripheral surface of the second outer ring;
A biasing force is applied to the second sprag so that the engagement surface of the second sprag is in contact with the outer peripheral surface of the second inner ring and the inner peripheral surface of the second outer ring in the circumferential direction. A biasing member that tilts in a self-locking direction;
A load is applied to the second sprag through the retainer against the urging force of the urging member to reverse the self-lock direction and the anti-self-lock direction in the circumferential direction. The power transmission device according to claim 4, further comprising a load applying device that tilts the two sprags.