WO2015104805A1

WO2015104805A1 - Vehicle power transmission device

Info

Publication number: WO2015104805A1
Application number: PCT/JP2014/050127
Authority: WO
Inventors: 和樹市川; 庸浩小林
Original assignee: 本田技研工業株式会社
Priority date: 2014-01-08
Filing date: 2014-01-08
Publication date: 2015-07-16
Also published as: CN105793623B; JP6125668B2; CN105793623A; JPWO2015104805A1

Abstract

A vehicle power transmission device provided with a crank-type transmission unit (U) is further equipped with an output-side one-way clutch (55) that is positioned between an output-shaft main body section (12A) and an output-shaft downstream section (12B), and makes a withdrawal movement possible when the output-shaft main body section (12A) fails by becoming stuck. When a continuous-engagement-interval timing means (M1) times the continuous engagement interval since the output-side one-way clutch (55) was engaged, and a requested-drive-power detection means (M2) detects the drive power requested by a driver, an output-side-one-way-clutch forced engagement release means (M3) forcibly releases the engagement of the output-side one-way clutch (55) by reducing the eccentricity of the eccentric disc (18) of a continuously variable transmission (T) and reducing the number of rotations of the output-shaft main body section (12A), in the case that the continuous engagement interval has reached or exceeded a prescribed interval and the drive power requested by the driver has decreased; hence, it is possible to prevent a decline in durability caused by the continuous engagement of the output-side one-way clutch (55) for a long period of time.

Description

Power transmission device for vehicle

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

A vehicle power transmission device comprising a plurality of crank-type transmission units that convert the rotation of an input shaft connected to an engine into a reciprocating motion of a connecting rod, and convert the reciprocating motion of the connecting rod into a rotational motion of an output shaft by a one-way clutch. Is known from Patent Document 1 below.

Japan Special Table 2005-2005543 Publication

Incidentally, in the vehicle power transmission device described in Patent Document 1, the output shaft is supported by the transmission case via a bearing, and the ends of the connecting rods of the plurality of transmission units are respectively connected via a one-way clutch. Because it is connected to the output shaft, even if one of these bearings or one-way clutch fails, the output shaft cannot be rotated, and the drive wheels connected to the output shaft are locked so that the vehicle cannot travel. There is a possibility.

Therefore, a one-way clutch for retracting travel is arranged between the output shaft and the differential gear, and the input shaft and the downstream side (differential gear side) of the one-way clutch for retracting traveling are connected by auxiliary power transmission means, and the engine It is conceivable that the vehicle can be evacuated to a repair shop by transmitting the driving force E to the differential gear through the auxiliary power transmission means. At this time, since the one-way clutch for retreat travel slips, it is avoided that the driving force is reversely transmitted from the differential gear to the fixed output shaft, so that the retreat travel is not hindered.

However, the one-way clutch for retreat travel is in the engaged state in most of the normal travel of the vehicle to which the driving force is transmitted via the crank-type transmission unit, and if the engagement duration time becomes longer, the retreat travel one-way clutch becomes longer. The durability of the one-way clutch may be reduced. That is, when the connecting rods and one-way clutches of a plurality of transmission units arranged between the input shaft and the output shaft continuously transmit the driving force in a predetermined order, the driving force transmitted in the engaged state of the one-way clutch When the one-way clutch is disengaged, the transmitted driving force decreases, and when this fluctuation in driving force continues for a long period of time, the roller caught between the outer member and inner member of the one-way clutch for retreat travel Since the positions of the outer member and the inner member are gradually shifted, the concentric state of the outer member and the inner member may be lost, which may reduce the durability of the one-way clutch for retreat travel.

The present invention has been made in view of the above circumstances, and an object of the present invention is to prevent a decrease in durability due to continuous engagement of a one-way clutch for retreat travel in a vehicle power transmission device including a crank-type transmission unit. .

To achieve the above object, according to the present invention, a plurality of transmission units that transmit rotation of an input shaft connected to a drive source to an output shaft are juxtaposed between the input shaft and the output shaft, and the transmission unit Each of which is provided on an input side fulcrum that is variable in eccentricity from the axis of the input shaft and rotates together with the input shaft, a one-way clutch connected to the output shaft, and an input member of the one-way clutch An output-side fulcrum; a connecting rod that is connected to both ends of the input-side fulcrum and the output-side fulcrum; and a speed-change actuator that changes the amount of eccentricity of the input-side fulcrum. An output shaft main body connected to the unit, and an output shaft downstream portion downstream of the output shaft main body in the power transmission direction, the output shaft main body and the output shaft downstream portion And an output side one-way clutch that engages when the rotational speed of the output shaft main body is higher than the rotational speed of the downstream portion of the output shaft, wherein the output side one-way clutch is engaged. Engagement duration time measuring means for measuring the engagement duration time after the combination, required driving force detection means for detecting the driver's required driving force, and engagement duration time counted by the engagement duration time measuring means Is equal to or longer than a predetermined time and when the driver's required driving force detected by the required driving force detecting means decreases, the rotational speed of the output shaft main body is set so that the output-side one-way clutch is disengaged. There is proposed a vehicle power transmission device having a first feature that includes an output-side one-way clutch forcible engagement releasing means for lowering.

According to the invention, in addition to the first feature, the output-side one-way clutch forced disengagement means reduces the eccentric amount of the input-side fulcrum with the speed change actuator, or rotates the drive source. A vehicular power transmission device is proposed that forcibly disengages the output one-way clutch by at least one of reducing the number.

According to the invention, in addition to the first or second feature, the predetermined time includes a first predetermined time and a second predetermined time longer than the first predetermined time, and the output one-way clutch The forced engagement release means forcibly disengages the output-side one-way clutch when the driver's required driving force becomes zero when the engagement continuation time is equal to or longer than the first predetermined time. If the combined duration is equal to or longer than the second predetermined time, the vehicle power transmission is characterized by forcibly disengaging the output-side one-way clutch when the driver's required driving force decreases. A device is proposed.

According to the present invention, in addition to any one of the first to third features, the auxiliary power transmission that bypasses the speed change unit and can reversely transmit the driving force from the downstream portion of the output shaft to the input shaft. And the output-side one-way clutch forcibly disengaging means forcibly disengaging the output-side one-way clutch when the auxiliary power transmission means is reversely transmitting the driving force. A vehicle power transmission device is proposed.

The first output shaft 12 of the embodiment corresponds to the output shaft of the present invention, the eccentric disk 18 of the embodiment corresponds to the input side fulcrum of the present invention, and the pin 19c of the embodiment corresponds to the output of the present invention. Corresponding to the side fulcrum, the first one-way clutch 21 of the embodiment corresponds to the one-way clutch of the present invention, the outer member 22 of the embodiment corresponds to the input member of the present invention, and the engine E of the embodiment is the present one. This corresponds to the drive source of the invention.

According to the first feature of the present invention, when the input shaft is rotated by the drive source, the input side fulcrum rotates eccentrically, and when the connecting rod whose one end is connected to the input side fulcrum reciprocates, it is connected to the other end of the connecting rod. The output side fulcrum reciprocates and the output shaft rotates intermittently via the one-way clutch, so that the rotation of the input shaft is shifted at a gear ratio corresponding to the eccentric amount of the input side fulcrum and transmitted to the output shaft. .

The output shaft includes an output shaft main body connected to the speed change unit and an output shaft downstream portion downstream of the output shaft main body in the power transmission direction, and the output side one-way between the output shaft main body and the output shaft downstream portion. Because the clutch is placed, when the output shaft main body is stuck and cannot rotate, the output one-way clutch is automatically disengaged, and the output shaft downstream part is separated from the output shaft main body and stuck. It is possible to prevent the drive wheels from being locked by the output shaft main body, and to retreat the vehicle to the repair shop without any trouble.

When the engagement continuation time measuring means measures the engagement continuation time after the output-side one-way clutch is engaged, and the requested driving force detecting means detects the driver's requested driving force, the output-side one-way clutch forced engagement is released. When the engagement continuation time is equal to or longer than the predetermined time and the driver's required driving force decreases, the output side one-way clutch is disengaged by decreasing the rotation speed of the output shaft main body, Since the side one-way clutch continues to be engaged for a long time, it is possible to prevent the concentric state of the outer member and the inner member from collapsing and lowering the durability.

According to the second feature of the present invention, the output-side one-way clutch forcible engagement releasing means reduces at least one of the eccentric amount of the input-side fulcrum by the speed change actuator or the rotational speed of the drive source. As a result, the output side one-way clutch is forcibly disengaged, so that the output side one-way clutch can be reliably disengaged.

According to a third aspect of the present invention, the predetermined time includes a first predetermined time and a second predetermined time longer than the first predetermined time, and the output-side one-way clutch forced engagement releasing means When the duration is equal to or longer than the first predetermined time, the output one-way clutch is forcibly disengaged when the driver's required driving force becomes zero, and the engagement duration is equal to or longer than the second predetermined time. In this case, when the driver's required driving force decreases, the output side one-way clutch is forcibly disengaged, so the frequency of forced disengagement of the output side one-way clutch is reduced to minimize the driver's discomfort. To the limit.

According to a fourth aspect of the present invention, there is provided auxiliary power transmission means that can reversely transmit the driving force from the downstream portion of the output shaft to the input shaft, bypassing the speed change unit, and the output-side one-way clutch forced engagement releasing means is Since the output side one-way clutch is forcibly disengaged when the auxiliary power transmission means is reversely transmitting the driving force, when the output side one-way clutch is forcibly disengaged, the auxiliary power transmission means The driving force is reversely transmitted to the driving source side to operate the engine brake and regenerative braking, thereby eliminating the driver's uncomfortable feeling.

FIG. 1 is a skeleton diagram of a vehicle power transmission device. (First embodiment) FIG. 2 is a detailed view of part 2 of FIG. (First embodiment) 3 is a cross-sectional view (OD state) taken along line 3-3 in FIG. (First embodiment) 4 is a sectional view (GN state) taken along line 3-3 in FIG. (First embodiment) FIG. 5 is an explanatory diagram of the operation in the OD state. (First embodiment) FIG. 6 is a diagram for explaining the operation in the GN state. (First embodiment) FIG. 7 is a detailed view of part 7 of FIG. (First embodiment) FIG. 8 is an engagement table of the first and second meshing switching mechanisms. (First embodiment) FIG. 9 is a torque flow diagram in the parking range. (First embodiment) FIG. 10 is a torque flow diagram in the reverse range. (First embodiment) FIG. 11 is a torque flow diagram in the neutral range. (First embodiment) FIG. 12 is a torque flow diagram (normal running state) in the drive range. (First embodiment) FIG. 13 is a torque flow diagram (engine brake state) in the drive range. (First embodiment) FIG. 14 is a torque flow diagram (idling stop state) in the drive range. (First embodiment) FIG. 15 is a torque flow diagram (fail state) in the drive range. (First embodiment) FIG. 16 is a detailed view of 16 part of FIG. (First embodiment) FIG. 17 is a block diagram of the forced engagement release device. (First embodiment) FIG. 18 is a flowchart for explaining the operation of the forced engagement release device. (First embodiment) FIG. 19 is a flowchart for explaining the operation of the forced engagement release device. (Second Embodiment).

11 Input shaft 12 First output shaft (output shaft)
12A Output shaft body portion 12B Output shaft downstream portion 14 Shift actuator 18 Eccentric disc (input side fulcrum)
19 Connecting rod 19c Pin (Output side fulcrum)
21 First one-way clutch (one-way clutch)
22 Outer member (input member)
29 Auxiliary power transmission means 55 Output side one-way clutch E Engine (drive source)
M1 engagement duration measuring means M2 required driving force detecting means M3 output-side one-way clutch forced engagement releasing means T predetermined time T1 first predetermined time (predetermined time)
T2 Second predetermined time (predetermined time)
U transmission unit

Embodiments of the present invention will be described below with reference to the accompanying drawings.

First embodiment

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

As shown in FIG. 1, the vehicle power transmission device for transmitting the driving force of the engine E to the drive wheels W, W via the left and

right axles

10, 10 includes a continuously variable transmission T and a first power transmission switching mechanism. S1, 2nd power transmission switching mechanism S2, and differential gear D are provided. The first power transmission switching mechanism S1 can switch between a parking range, a reverse range, a neutral range, and a drive range. The second power transmission switching mechanism S2 can switch between a normal running / engine braking state, an idling stop state, and a fail state.

Next, the structure of the vehicle power transmission device will be described with reference to FIGS.

As shown in FIG. 1, the input shaft 11 includes an input shaft main body 11A and an input shaft upstream portion 11B on the upstream side in the driving force transmission direction (engine E side) than the input shaft main body 11A. The part 11A is connected to the continuously variable transmission T, and the input shaft upstream part 11B is connected to the engine E. A damper 51 is provided between the input shaft upstream portion 11B and the engine E, and an input side dog clutch 52 is provided between the input shaft main body portion 11A and the input shaft upstream portion 11B. The input-side dog clutch 52 is normally maintained in an engaged state, but is disengaged when an input shaft main body portion 11A described later is fixed, and the input shaft main body portion 11A and the input shaft upstream portion 11B are disconnected.

That is, as shown in FIG. 16, the right end of the input shaft main body portion 11A is supported by a transmission case (not shown) via a ball bearing 53, and the input shaft upstream portion 11B is connected to the inner periphery of the right end of the input shaft main body portion 11A. The outer periphery of the left end is fitted so as to be relatively rotatable. The outer periphery of the input shaft main body 11A and the outer periphery of the input shaft upstream portion 11B are spline-fitted with the inner periphery of the input side dog clutch 52. When the input side input side dog clutch 52 is moved to the left by the fork 54, the input side dog clutch 52 When the spline is separated from the spline of the input shaft upstream portion 11B, the input shaft main body portion 11A and the input shaft upstream portion 11B are separated.

As shown in FIGS. 2 and 7, the output shaft 12 includes an output shaft main body portion 12A, and an output shaft downstream portion 12B downstream of the output shaft main body portion 12A in the driving force transmission direction (drive wheels W, W side). The output shaft main body 12A is connected to the continuously variable transmission T, and the output shaft downstream portion 12B is connected to the second power transmission switching mechanism S2. An output-side one-way clutch 55 is provided between the output shaft main body 12A and the output shaft downstream portion 12B. The output-side one-way clutch 55 is engaged when the rotation speed of the output shaft main body portion 12A exceeds the rotation speed of the output shaft downstream portion 12B, and the rotation speed of the output shaft main body portion 12A is the rotation speed of the output shaft downstream portion 12B. Disengage when below.

As shown in FIGS. 2 and 3, the continuously variable transmission T of the present embodiment is obtained by superimposing a plurality of (four in the embodiment) transmission units U having the same structure in the axial direction. These transmission units U are provided with a common input shaft 11 and a common first output shaft 12 arranged in parallel, and the rotation of the input shaft 11 is decelerated or increased and transmitted to the first output shaft 12. The

Hereinafter, the structure of one transmission unit U will be described as a representative. The input shaft 11 connected to the engine E and rotates passes through the hollow rotating shaft 14a of the speed change actuator 14 such as an electric motor so as to be relatively rotatable. The rotor 14b of the speed change actuator 14 is fixed to the rotating shaft 14a, and the stator 14c is fixed to the casing. The rotation shaft 14 a of the speed change actuator 14 can rotate at the same speed as the input shaft 11 and can rotate relative to the input shaft 11 at a different speed.

A first pinion 15 is fixed to the input shaft 11 passing through the rotation shaft 14 a of the speed change actuator 14, and a crank-shaped carrier 16 is connected to the rotation shaft 14 a of the speed change actuator 14 so as to straddle the first pinion 15. The Two

second pinions

17, 17 having the same diameter as the first pinion 15 are supported via pinion pins 16 a, 16 a at positions forming an equilateral triangle in cooperation with the first pinion 15, respectively. The first pinion 15 and the second pinions 17, 17 mesh with a ring gear 18 a formed eccentrically inside a disc-shaped eccentric disk 18. A ring portion 19 b provided at one end of the rod portion 19 a of the connecting rod 19 is fitted to the outer peripheral surface of the eccentric disk 18 via a ball bearing 20 so as to be relatively rotatable.

The first one-way clutch 21 provided on the outer periphery of the first output shaft 12 is disposed inside the outer member 22 and a ring-shaped outer member 22 pivotally supported on the rod portion 19a of the connecting rod 19 via a pin 19c. The inner member 23 fixed to the first output shaft 12 and a spring 24 disposed in a wedge-shaped space formed between the inner circular arc surface of the outer member 22 and the outer peripheral plane of the inner member 23. And rollers 25...

As is apparent from FIG. 2, the four transmission units U... Share the crank-shaped carrier 16, but the phases of the eccentric discs 18 supported by the carrier 16 via the

second pinions

17 and 17 are respectively. The transmission unit U is different by 90 °. For example, in FIG. 2, the eccentric disk 18 of the leftmost transmission unit U is displaced upward in the figure with respect to the input shaft 11, and the eccentric disk 18 of the third transmission unit U from the left is illustrated with respect to the input shaft 11. The

eccentric disks

18 and 18 of the second and fourth transmission units U and U from the left are positioned in the middle in the vertical direction.

As is apparent from FIG. 1, the continuously variable transmission T includes auxiliary power transmission means 29 capable of transmitting a driving force through a path different from the six transmission units U. That is, the outer periphery of the first sprocket 26 provided in the input shaft upstream portion 11B upstream of the input shaft 12 (engine E side) and the output shaft downstream portion 12B downstream of the first output shaft 13 (differential gear D side). A second sprocket 27 provided on the transmission shaft 13 that is fitted in a relatively rotatable manner is connected by an endless chain 28, and the first sprocket 26, the second sprocket 27, and the endless chain 28 are auxiliary power transmission means 29. Configure.

As apparent from FIG. 7, the first power transmission switching mechanism S <b> 1 is relatively rotatable on the outer periphery of the axle 10 in addition to the cylindrical first output shaft 12 that is fitted on the outer periphery of the axle 10 so as to be relatively rotatable. A cylindrical second output shaft 31 to be fitted and a cylindrical third output shaft 32 fitted to the second output shaft 31 so as to be relatively rotatable on the outer periphery thereof are provided. A fourth outer peripheral spline 12a is formed at the right end of the output shaft downstream portion 12B of the first output shaft 12, a fifth outer peripheral spline 31a is formed at the left end of the second output shaft 31, and a sixth outer spline 31a is formed at the left end of the third output shaft 32. An outer peripheral spline 32a is formed.

The fourth outer peripheral spline 12a, the fifth outer peripheral spline 31a and the sixth outer peripheral spline 32a constituting the first meshing switching mechanism 33 formed of a dog clutch are aligned in the axial direction, and the fifth outer peripheral spline 31a and the sixth outer peripheral spline 32a The outer diameters are equal to each other and smaller than the outer diameter of the fourth outer peripheral spline 12a. The sleeve 34 of the first meshing switching mechanism 33 includes a second inner peripheral spline 34a having a large outer diameter and a third inner peripheral spline 34b having a small outer diameter. The second inner peripheral spline 34a is a fourth outer peripheral spline 34a. The third inner peripheral spline 34b is always engaged with the sixth outer peripheral spline 32a, and the third inner peripheral spline 34b is engaged with the fifth outer peripheral spline 31a only during the left movement shown in FIG. That is, when the sleeve 34 moves to the right from the left movement state shown in FIG. 7 with the fork 34c, the engagement between the third inner peripheral spline 34b and the fifth outer peripheral spline 31a is released.

The planetary gear mechanism 35 includes a sun gear 36 as a first element, a carrier 37 as a third element, a ring gear 38 as a second element, and a plurality of pinions 39 supported by the carrier 37 so as to be relatively rotatable. The pinions 39... Mesh with the sun gear 36 and the ring gear 38. The sun gear 36 is connected to the right end of the third output shaft 32, and the ring gear 38 is connected to the right end of the second output shaft 31.

The first inner peripheral spline 41a formed on the sleeve 41 of the second engagement switching mechanism 40 made of a dog clutch meshes with the outer peripheral spline 37a formed on the outer peripheral portion of the carrier 37 and the outer peripheral spline 42a formed on the casing 42. Accordingly, when the sleeve 41 is moved leftward by the fork 41b to the position shown in FIG. 7, the carrier 37 is separated from the casing 42, and when the sleeve 41 is moved rightward from the position shown in FIG. 7 by the fork 41b, the carrier 37 is coupled to the casing 42. Is done.

The second power transmission switching mechanism S2 is provided between the transmission shaft 13 and the output shaft downstream portion 12B, and the first outer peripheral spline 13a provided on the transmission shaft 13 and the second outer spline 13B provided on the output shaft downstream portion 12B. Outer peripheral spline 12b and third outer peripheral spline 12c, sleeve 43 provided with inner peripheral spline 43a, fork 43b for driving sleeve 43, second one-way clutch disposed between output shaft downstream portion 12B and second outer peripheral spline 12b 45.

The sleeve 43 has a leftward movement position for connecting the first outer peripheral spline 13a and the second outer peripheral spline 12b, a center position for connecting the first outer peripheral spline 13a, the second outer peripheral spline 12b and the third outer peripheral spline 12c, and a second outer peripheral position. A right movement position where the spline 12b and the third outer peripheral spline 12c are coupled can be taken. The second one-way clutch 45 disposed between the output shaft downstream portion 12B and the second outer peripheral spline 12b is engaged when the rotational speed of the output shaft downstream portion 12B exceeds the rotational speed of the transmission shaft 13.

The differential case 47 that forms the outline of the differential gear D is connected to the right end of the second output shaft 31. The differential gear D includes a pair of

pinions

49 and 49 rotatably supported on a pinion shaft 48 fixed to the differential case 47, and side gears 50 fixed to end portions of the

axles

10 and 10 and meshing with the

pinions

49 and 49. 50.

Incidentally, since the output-side one-way clutch 55 is maintained in an engaged state during normal traveling of the vehicle, the durability of the output-side one-way clutch 55 may be reduced if the engagement duration time is increased. That is, when the connecting rods 19 and the first one-way clutch 21 of the plurality of transmission units U arranged between the input shaft 11 and the output shaft 12 continuously transmit the driving force in a predetermined order, the first When the one-way clutch 21... Is engaged, the transmitted driving force is increased. When the first one-way clutch 21... Is disengaged, the transmitted driving force is decreased. The position of the roller caught between the outer member and the inner member of the output-side one-way clutch 55 gradually shifts, causing the concentric state of the outer member and the inner member to collapse, which causes a large load to act locally. As a result, the durability of the output-side one-way clutch 55 may be reduced. Therefore, it is necessary to return the outer member and the inner member of the output side one-way clutch 55 to a concentric state by temporarily releasing the engagement when the engagement duration of the output side one-way clutch 55 exceeds a predetermined time. .

As shown in FIG. 17, the electronic control unit U of the forced disengagement device for ensuring the durability of the output-side one-way clutch 55 includes an engagement duration measuring means M1 connected to the timer Sa, and an accelerator pedal opening. A required driving force detection means M2 connected to the degree sensor Sb, and an output one-way clutch forced engagement releasing means M3 connected to the engagement duration measuring means M1 and the required driving force detection means M2.

The engagement continuation time measuring means M1 measures the engagement continuation time after the output-side one-way clutch 55 is engaged based on the output of the timer Sa. The requested driving force detection means M2 detects the driver's intention to decelerate or weaken the acceleration based on the accelerator pedal opening output by the accelerator pedal opening sensor Sb. The output-side one-way clutch forcibly disengaging means M3 is continuously variable to forcibly disengage the output-side one-way clutch 55 based on the outputs of the engaging continuation time measuring means M1 and the required driving force detecting means M2. The operation of the transmission actuator 14 of the transmission T is controlled.

Next, the operation of the embodiment of the present invention having the above configuration will be described.

First, the operation of one transmission unit U of the continuously variable transmission T will be described. When the rotation shaft 14 a of the speed change actuator 14 is rotated relative to the input shaft 11, the carrier 16 rotates about the axis L <b> 1 of the input shaft 11. At this time, the center O of the carrier 16, that is, the center of the equilateral triangle formed by the first pinion 15 and the two

second pinions

17, 17 rotates around the axis L 1 of the input shaft 11.

3 and 5 show a state in which the center O of the carrier 16 is on the opposite side of the first output shaft 12 with respect to the first pinion 15 (that is, the input shaft 11). At this time, the eccentric disk with respect to the input shaft 11 is shown. The eccentric amount of 18 is maximized, and the ratio of the continuously variable transmission T is in an OD (overdrive) state. 4 and 6 show a state in which the center O of the carrier 16 is on the same side as the first output shaft 12 with respect to the first pinion 15 (that is, the input shaft 11). At this time, the eccentric disk with respect to the input shaft 11 is shown. The eccentric amount of 18 becomes zero, and the ratio of the continuously variable transmission T becomes an infinite GN (geared neutral) state.

In the OD state shown in FIG. 5, when the input shaft 11 is rotated by the engine E and the rotation shaft 14 a of the speed change actuator 14 is rotated at the same speed as the input shaft 11, the input shaft 11, the rotation shaft 14 a, the carrier 16, With the one pinion 15, the two

second pinions

17 and 17, and the eccentric disk 18 being integrated, the pinion 15 rotates eccentrically around the input shaft 11 (see arrow A). While rotating from FIG. 5A through FIG. 5B to the state of FIG. 5C, the ring portion 19b is supported on the outer periphery of the eccentric disk 18 via the ball bearing 20 so as to be relatively rotatable. The connecting rod 19 rotates the outer member 22 pivotally supported by a pin 19c at the tip of the rod portion 19a in the counterclockwise direction (see arrow B). 5A and 5C show both ends of rotation of the outer member 22 in the arrow B direction.

When the outer member 22 rotates in the direction of arrow B in this way, the rollers 25... Bite into the wedge-shaped space between the outer member 22 and the inner member 23 of the first one-way clutch 21, and the rotation of the outer member 22 is the inner member 23. Therefore, the first output shaft 12 rotates counterclockwise (see arrow C).

When the input shaft 11 and the first pinion 15 further rotate, the eccentric disk 18 in which the ring gear 18a is engaged with the first pinion 15 and the

second pinion

17, 17 rotates eccentrically in the counterclockwise direction (see arrow A). While rotating from the state shown in FIG. 5C to the state shown in FIG. 5A, the ring portion 19b is supported on the outer periphery of the eccentric disk 18 via the ball bearing 20 so as to be relatively rotatable. The connecting rod 19 rotates the outer member 22 pivotally supported by a pin 19c at the tip of the rod portion 19a in the clockwise direction (see arrow B ′). FIG. 5C and FIG. 5A show both ends of the rotation of the outer member 22 in the arrow B ′ direction.

Thus, when the outer member 22 rotates in the direction of the arrow B ′, the rollers 25 are pushed out from the wedge-shaped space between the outer member 22 and the inner member 23 while compressing the springs 24. Slips with respect to the inner member 23 and the first output shaft 12 does not rotate.

As described above, when the outer member 22 reciprocates, the first output shaft 12 rotates counterclockwise (see arrow C) only when the outer member 22 rotates counterclockwise (see arrow B). The first output shaft 12 rotates intermittently.

FIG. 6 shows the operation when the continuously variable transmission T is operated in the GN state. At this time, since the position of the input shaft 11 coincides with the center of the eccentric disk 18, the eccentric amount of the eccentric disk 18 with respect to the input shaft 11 becomes zero. In this state, when the input shaft 11 is rotated by the engine E and the rotating shaft 14a of the speed change actuator 14 is rotated at the same speed as the input shaft 11, the input shaft 11, the rotating shaft 14a, the carrier 16, the

first pinion

15, 2 In a state where the

second pinions

17 and 17 and the eccentric disk 18 are integrated, the input pin 11 is rotated eccentrically in the counterclockwise direction (see arrow A). However, since the eccentric amount of the eccentric disk 18 is zero, the stroke of the reciprocating motion of the connecting rod 19 is also zero, and the first output shaft 12 does not rotate.

Therefore, if the speed change actuator 14 is driven and the position of the carrier 16 is set between the OD state of FIG. 3 and the GN state of FIG. 4, operation at an arbitrary ratio between a predetermined ratio and an infinite ratio is possible. Become.

In the continuously variable transmission T, the phases of the eccentric disks 18 of the four transmission units U arranged in parallel are shifted from each other by 90 °, so that the four transmission units U alternately transmit the driving force. In other words, that is, any one of the four first one-way clutches 21 is always in an engaged state, so that the first output shaft 12 can be continuously rotated.

Next, the operation of the first power transmission switching mechanism S1 that switches the parking range, reverse range, neutral range, and drive range will be described.

As shown in FIGS. 8 and 9, the sleeve 34 of the first mesh switching mechanism 33 is moved to the left, and the output shaft downstream portion 12B of the first output shaft 12, the second output shaft 31, and the third output shaft 32 are integrated. In addition to the coupling, when the sleeve 41 of the second meshing switching mechanism 40 is moved to the right to couple the carrier 37 of the planetary gear mechanism 35 to the casing 42, a parking range is established.

In the parking range, the second output shaft 31 integral with the differential case 47 is coupled to the ring gear 38 of the planetary gear mechanism 35, and the second output shaft 31 is connected via the first mesh switching mechanism 33 and the third output shaft 32. Are connected to the sun gear 36 of the planetary gear mechanism 35, and the carrier 37 of the planetary gear mechanism 35 is coupled to the casing 42 via the second meshing switching mechanism 40. As a result, the planetary gear mechanism 35 is locked, and the drive wheels W, W connected to the planetary gear mechanism 35 via the differential gear D are restrained so as not to rotate.

As shown in FIGS. 8 and 10, the sleeve 34 of the first meshing switching mechanism 33 is moved to the right, the output shaft downstream portion 12B and the third output shaft 32 are coupled to disconnect the second output shaft 31, and the second When the sleeve 41 of the mesh switching mechanism 40 is moved to the right to couple the carrier 37 of the planetary gear mechanism 35 to the casing 42, the reverse range is established.

In the reverse range, the driving force output from the continuously variable transmission T to the output shaft downstream portion 12B of the first output shaft 12 is the first mesh switching mechanism 33 → the third output shaft 32 → the sun gear 36 → the carrier 37 → the ring gear 38. The vehicle is transmitted to the differential case 47 along the route and simultaneously decelerated in the planetary gear mechanism 35 to be reversely rotated, so that the vehicle can travel backward.

As shown in FIGS. 8 and 11, the sleeve 34 of the first meshing switching mechanism 33 is moved to the right, the output shaft downstream portion 12B and the third output shaft 32 are coupled to disconnect the second output shaft 31, and the second When the sleeve 41 of the mesh switching mechanism 40 is moved to the left to disconnect the carrier 37 of the planetary gear mechanism 35 from the casing 42, the neutral range is established.

In the neutral range, since the carrier 37 of the planetary gear mechanism 35 is separated from the casing 42, the ring gear 38 can freely rotate and the second output shaft 31 can freely rotate. It becomes possible to rotate and the drive wheels W, W are not restrained. In this state, the driving force of the engine E is transmitted from the continuously variable transmission T to the sun gear 36 through the path of the output shaft downstream portion 12B → the first meshing switching mechanism 33 → the third output shaft 32, but the carrier 37 is restrained. Therefore, the planetary gear mechanism 35 is idled and the driving force is not transmitted to the differential gear D.

As shown in FIGS. 9 and 12, the sleeve 34 of the first meshing switching mechanism 33 is moved to the left, and the output shaft downstream portion 12B, the second output shaft 31, and the third output shaft 32 are coupled together, and the second When the sleeve 41 of the mesh switching mechanism 40 is moved to the left to disconnect the carrier 37 of the planetary gear mechanism 35 from the casing 42, the drive range is established.

In the drive range, the ring gear 38 of the planetary gear mechanism 35 and the sun gear 36 are coupled by the first meshing switching mechanism 33, so that the planetary gear mechanism 35 can rotate integrally. As a result, the driving force output from the continuously variable transmission T to the output shaft downstream portion 12B is in the path of the first mesh switching mechanism 33 → the second output shaft 31, or the first mesh switching mechanism 33 → the third output shaft 32. It is transmitted to the differential case 47 through the route of the sun gear 36, the carrier 37, and the ring gear 38, so that the vehicle can travel forward.

As described above, the first output shaft 12 of the continuously variable transmission T according to the present embodiment can rotate only in the forward traveling direction because the driving force is transmitted through the first one-way clutch 21. However, since the first power transmission switching mechanism S1 having the forward / reverse switching function is arranged on the downstream side of the first output shaft 12, a reverse traveling electric motor is provided to make the vehicle travel backward without being hybridized. be able to.

Moreover, since the first power transmission switching mechanism S1 can establish a parking range and a neutral range in addition to the drive range and the reverse range, the power transmission device itself can be further reduced in size and weight.

Next, the operation of the second power transmission switching mechanism S2 that switches between the normal running / engine braking state, the idling stop state, and the fail state will be described.

As shown in FIGS. 10 and 12, in a normal state where the first power transmission switching mechanism S1 is in any of the parking range, reverse range, neutral range and drive range described above, the sleeve 41 of the second power transmission switching mechanism S2 is used. Moves to the left to connect the first outer peripheral spline 13a of the transmission shaft 13 and the second outer peripheral spline 12b of the output shaft downstream portion 12B. Therefore, during traveling in the drive range or reverse range, the driving force of the engine E is not only transmitted from the input shaft 11 to the output shaft downstream portion 12B via the transmission unit U, but also from the input shaft 11 to the first sprocket. 26, the auxiliary power transmission means 29 comprising the endless chain 28 and the second sprocket 27 is transmitted to the transmission shaft 13 and transmitted from the first outer peripheral spline 13a of the transmission shaft 13 to the second outer peripheral spline 12b of the output shaft downstream portion 12B. Is done.

However, since the gear ratio of the transmission unit U is set larger than the gear ratio of the auxiliary power transmission means 29, the rotational speed of the transmission shaft 13 (that is, the rotational speed of the second outer peripheral spline 12b) is the output shaft downstream portion 12B. The second one-way clutch 45 is disengaged and power transmission via the auxiliary power transmission means 29 is not performed, and the vehicle travels forward by power transmission via the transmission unit U. Drive backwards.

When the vehicle shifts to a deceleration state during forward travel in the drive range, as shown in FIG. 13, the first one-way clutch 21 of the transmission unit U is disengaged due to a decrease in the engine speed, and the drive wheels The driving force from W and W is transmitted to the output shaft downstream portion 12B via the differential gear D and the first power transmission switching mechanism S1. At this time, the rotation speed of the output shaft downstream portion 12B is larger than the rotation speed of the transmission shaft 13 connected to the input shaft 11 via the auxiliary power transmission mechanism 29 (that is, the rotation speed of the second outer peripheral spline 12b). When the two-way clutch 45 is engaged, the driving force of the output shaft downstream portion 12B is reversely transmitted to the engine E through the auxiliary power transmission means 29 and the input shaft 11, and the engine brake can be operated.

Even when the vehicle decelerates during reverse travel in the reverse range, the output shaft downstream portion 12B rotates in the same direction as during forward travel in the drive range, so that the engine brake can be operated similarly.

When the vehicle further decelerates during forward traveling in the drive range, as shown in FIG. 14, the sleeve 41 of the second power transmission switching mechanism S2 is moved to the right, and the second outer peripheral spline 12b and third of the output shaft downstream portion 12B are moved. The outer peripheral spline 12c is coupled. As a result, the output shaft downstream portion 12B that rotates with the driving force reversely transmitted from the drive wheels W and W is disconnected from the transmission shaft 13 (that is, from the engine E), so that idling stop during deceleration traveling is possible and fuel is reduced. Consumption can be saved.

When the transmission unit U fails and the vehicle cannot travel, as shown in FIG. 15, the first outer peripheral spline 13a of the transmission shaft 13 with the sleeve 41 of the second power transmission switching mechanism S2 at the center position is provided. The second outer peripheral spline 12b and the third outer peripheral spline 12c of the output shaft downstream portion 12B are coupled. As a result, since the transmission shaft 13 and the output shaft downstream portion 12B are directly connected without the second one-way clutch 45, the driving force of the engine E is transferred from the input shaft 11 to the auxiliary power transmission means 29, the transmission shaft 13, and the output shaft downstream. It can be transmitted to the drive wheels W, W via the part 12B, the first power transmission switching mechanism S1 and the differential gear D, and the vehicle can travel forward or backward to the repair shop.

By the way, the input shaft main body 11A cannot be rotated due to breakage of the ball bearing 53 (see FIG. 16) for supporting the input shaft main body 11A and the ball bearing 20 (see FIG. 3) for supporting the ring 19b of the connecting rod 19. Failure to stick may occur. When such a failure occurs, if the engine E and the input shaft main body 11A are connected so as not to be disconnected, the engine E is stalled and cannot be operated, so that the vehicle cannot travel. .

However, according to the present embodiment, the input shaft upstream portion 11B is disconnected from the input shaft main body portion 11A by releasing the engagement of the input side dog clutch 52 when the input shaft main body portion 11A is fixed. By switching to the described failure state mode, the auxiliary power transmission means 29 transmits the driving force of the engine E from the input shaft upstream portion 11B to the output shaft downstream portion 12B without passing through the continuously variable transmission T, thereby retracting the vehicle. It can be run.

Since the engine E and the drive wheels W and W are directly connected during the retreat travel, it is possible to operate the engine brake. However, when the vehicle stops, the engine E directly connected to the drive wheels W and W is stalled. There is a problem to do. However, according to the present embodiment, when the vehicle stops, the sleeve 41 of the second power transmission switching mechanism S2 is moved to the left, and the first outer peripheral spline 13a of the transmission shaft 13 and the second outer peripheral portion of the output shaft downstream portion 12B. When the spline 12b is connected, the driving force of the engine E input to the transmission shaft 13 is not transmitted to the output shaft downstream portion 12B because the second one-way clutch 45 slips, and the engine E is stalled even when the vehicle is stopped. The idling operation can be performed without causing it.

Further, if the bearing that supports the output shaft main body 12A and the first one-way clutch 21 provided on the outer periphery of the output shaft main body 12A are damaged, a failure may occur in which the output shaft main body 12A is fixed in a non-rotatable manner. is there. When such a failure occurs, the rotation of the drive wheels W, W is transmitted back to the output shaft main body 12A, so that the vehicle cannot run or the auxiliary power transmission device 29 tries to retreat. Since the driving force is reversely transmitted to the fixed output shaft main body 12A, there is a problem that the vehicle cannot run.

However, according to the present embodiment, when the output shaft main body portion 12A is fixed, if the input side dog clutch 52 is disengaged to disconnect the input shaft upstream portion 11B from the input shaft main body portion 11A, the output shaft downstream portion. The output-side one-way clutch 55 is automatically disengaged by the driving force reversely transmitted from the 12B side and the output shaft downstream portion 12B is disconnected from the output shaft main body portion 12A, so that the failure state mode described in FIG. The driving power of the engine E is transmitted from the input shaft upstream portion 11B to the output shaft downstream portion 12B via the auxiliary power transmission means 29 without passing through the continuously variable transmission T, and the driving force is transmitted to the fixed output shaft main body portion 12A. The vehicle can be retreated without having to do so.

At this time, if the input-side dog clutch 52 is engaged, the driving force of the engine E is transmitted to the fixed output shaft main body 12A via the transmission unit U ... and the first one-way clutch 21 ... The above problem is solved by disengaging the input side dog clutch 52 in advance.

As in the case where the input shaft upstream portion 11B is stuck, the engine brake and the drive wheels W and W can be directly connected during the retreat travel, so that the engine brake can be operated. Further, if the sleeve 41 of the second power transmission switching mechanism S2 is moved to the left when the vehicle stops during the retreat travel, the driving force of the engine E input to the transmission shaft 13 causes the second one-way clutch 45 to slip. Since it is not transmitted to the output shaft downstream portion 12B, the idling operation can be performed without stalling the engine E even when the vehicle is stopped.

In the case of a failure other than the fixing of the input shaft main body 11A and the output shaft main body 12A, it is not always necessary to disengage the input side dog clutch 52, but the input side dog clutch 52 is disengaged to input. If the input shaft main body 11A is separated from the shaft upstream portion 11B, the continuously variable transmission T can be prevented from being dragged and fuel consumption can be reduced.

As described above, according to the present embodiment, the vehicle can move forward and backward without requiring an electric motor that increases the axial dimension of the vehicle power transmission device, and the vehicle can move backward while traveling forward. It is possible to enable engine braking during traveling, and it is also possible to perform idling stop while the vehicle is decelerating and traveling when the transmission unit U. Further, the vehicle power transmission device can easily increase the axial dimension on the input shaft 11 side to which the engine E is connected, but the axial dimension on the input shaft 11 side can be increased by providing the transmission shaft 13 on the first output shaft 12 side. The increase in size can be suppressed, and the axial dimension of the vehicle power transmission device can be minimized as a whole.

Further, the input-side dog clutch 52 is disposed between the input shaft main body portion 11A and the input shaft upstream portion 11B, and the output-side one-way clutch 55 is disposed between the output shaft main body portion 12A and the output shaft downstream portion 12B. Even if 11A or the output shaft main body 12A is stuck, the vehicle can be retreated.

Moreover, when the output shaft main body portion 12A is fixed and the vehicle is retracted, the rotation speed of the fixed output shaft main body portion 12A is zero, whereas the output shaft downstream portion 12B is transmitted from the auxiliary power transmission means 29. The output side one-way clutch 55 is automatically disengaged and the driving force is transmitted to the output shaft main body 12A. Can be prevented. Since the driving force is transmitted from the output shaft main body portion 12A to the output shaft downstream portion 12B in the normal state, the output side one-way clutch 55 is automatically engaged and does not interfere with the running of the vehicle.

Next, the operation of the forced disengagement device for protecting the output side one-way clutch 55 will be described based on the flowchart of FIG.

First, at step S1, the engagement continuation time of the output one-way clutch 55 is detected by the engagement continuation time counting means M1, and the engagement continuation time is compared with a predetermined time T set in advance. As a result, the engagement continuation time is equal to or longer than the predetermined time T, and the accelerator pedal opening detected by the required driving force detection means M2 in step S2 decreases, and the driver has the intention to decelerate or weaken the acceleration. Is determined, the output-side one-way clutch forced engagement releasing means M3 drives the transmission actuator 14 of the continuously variable transmission T in step S3 to reduce the eccentric amount of the eccentric disk 18. Then, the transmission ratio of the continuously variable transmission T is increased, the rotational speed of the output shaft main body 12A is decreased to be lower than the rotational speed of the output shaft downstream section 12B, and the output side one-way clutch 55 is disengaged in step S4. By returning the outer member and the inner member to the concentric state, the durability of the output-side one-way clutch 55 is prevented from being deteriorated.

When the output-side one-way clutch 55 is disengaged, the outer member and the inner member immediately return to the concentric state. Therefore, it is sufficient that the time for releasing the engagement of the output-side one-way clutch 55 is short. After the engagement is released and the outer member and the inner member return to the concentric state, the shift actuator 14 can be driven to return the eccentric amount of the eccentric disk 18 to the original state. When the output-side one-way clutch 55 is disengaged, the transmission of the driving force is temporarily interrupted and the acceleration decreases, but when the driver decreases the accelerator pedal opening with the intention of decelerating or weakening the acceleration. By performing the above operation, it is possible to minimize the uncomfortable feeling given to the driver.

If the driver decreases the accelerator pedal opening with the intention of decelerating or weakening the acceleration, the engine speed decreases and the rotation speed of the output shaft main body 12A decreases. The clutch 55 is disengaged. Therefore, instead of reducing the eccentric amount of the eccentric disk 18, the output-side one-way clutch 55 may be disengaged by reducing the engine speed, or the eccentric amount of the eccentric disk 18 can be reduced and the engine speed can be reduced. The output side one-way clutch 55 may be disengaged by using the lowering together.

However, the disengagement of the output-side one-way clutch 55 due to the decrease in the engine speed is low in response, whereas the disengagement of the output-side one-way clutch 55 due to the decrease in the eccentric amount of the eccentric disk 18 is highly responsive. Thus, the forced engagement release of the output-side one-way clutch can be performed more reliably.

When the driver decreases the accelerator pedal opening, the engine brake state shown in FIG. 13 is established, and the driving force from the drive wheels W, W is transmitted back to the engine E via the auxiliary power transmission means 29, and the engine brake is activated. Operate. According to the present embodiment, since the forced engagement release of the output-side one-way clutch 55 is executed in this engine brake operating state, the deceleration without a feeling of idling is performed even if the output-side one-way clutch 55 is forcibly released. It becomes possible and the driver's uncomfortable feeling is solved.

Second embodiment

Next, a second embodiment of the present invention will be described based on the flowchart of FIG.

In the second embodiment, a first predetermined time T1 and a second predetermined time T2 longer than that are used. First, in step S11, the engagement of the output side one-way clutch 55 is performed by the engagement duration measuring means M1. The duration time is detected, and the engagement duration time is compared with a preset first predetermined time T1. As a result, if the engagement duration is equal to or longer than the first predetermined time T1, the engagement duration is compared with the second duration in step S12, the engagement duration is equal to or longer than the second duration, and step S13. When the accelerator pedal opening detected by the required driving force detection means M2 decreases and it is determined that the driver has the intention to decelerate or weaken the acceleration, the output-side one-way clutch forced engagement releasing means M3 is determined in step S15. By driving the speed change actuator 14 of the continuously variable transmission T and reducing the amount of eccentricity of the eccentric disk 18, the output side one-way clutch 55 is forcibly disengaged in step S16. Even if the engagement duration time is less than the second duration time in step S12, if the accelerator pedal opening is zero in step S14, the process proceeds to step S15 and step S16, and the output side one-way clutch 55 is set. Forcibly disengage.

According to the present embodiment, it is determined whether or not the forced engagement release of the output-side one-way clutch 55 is possible by combining the magnitude of the engagement continuation time with the magnitude of the accelerator pedal opening degree. Can be avoided to minimize the driver's uncomfortable feeling.

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

For example, the number of transmission units U ... is not limited to four in the embodiment.

Claims

A plurality of transmission units (U) that transmit the rotation of the input shaft (11) connected to the drive source (E) to the output shaft (12) are juxtaposed between the input shaft (11) and the output shaft (12). ,
Each of the transmission units (U)
An input side fulcrum (18) that is variable in eccentricity from the axis of the input shaft (11) and rotates together with the input shaft (11);
A one-way clutch (21) connected to the output shaft (12);
An output fulcrum (19c) provided on an input member (22) of the one-way clutch (21);
A connecting rod (19) reciprocatingly connected at both ends to the input side fulcrum (18) and the output side fulcrum (19c);
A shift actuator (14) for changing the amount of eccentricity of the input side fulcrum (18),
The output shaft (12) includes an output shaft main body portion (12A) connected to the transmission unit (U), and an output shaft downstream portion (12B) downstream of the output shaft main body portion (12A) in the power transmission direction. The rotation speed of the output shaft main body portion (12A) is higher than the rotation speed of the output shaft downstream portion (12B) between the output shaft main body portion (12A) and the output shaft downstream portion (12B). A vehicle power transmission device in which an output-side one-way clutch (55) that is sometimes engaged is arranged,
Engagement duration time measuring means (M1) for timing the engagement duration time after the output-side one-way clutch (55) is engaged;
Requested driving force detection means (M2) for detecting the driver's requested driving force;
The required driving force of the driver detected by the required driving force detecting means (M2), which is equal to or longer than a predetermined time (T, T1, T2) as measured by the engaging duration measuring means (M1). Output-side one-way clutch forcibly disengaging means (M3) for reducing the rotational speed of the output shaft main body (12A) so that the output-side one-way clutch (55) is disengaged when the output decreases. A power transmission device for a vehicle.
The output-side one-way clutch forced disengagement means (M3) reduces the amount of eccentricity of the input side fulcrum (18) by the speed change actuator (14) or decreases the rotational speed of the drive source (E). The vehicle power transmission device according to claim 1, wherein the output-side one-way clutch (55) is forcibly disengaged by at least one of the above.
The predetermined time (T1, T2) includes a first predetermined time (T1) and a second predetermined time (T2) longer than the first predetermined time (T1).
The output-side one-way clutch forced disengagement means (M3) is configured to output the output-side one-way when the driver's required driving force becomes zero when the engagement duration is equal to or longer than the first predetermined time (T1). When the clutch (55) is forcibly disengaged and the engagement duration time is equal to or longer than the second predetermined time (T2), the output one-way clutch (55) when the driver's required driving force decreases. The vehicle power transmission device according to claim 1 or 2, wherein the engagement is forcibly released.
Auxiliary power transmission means (29) capable of reversely transmitting a driving force from the downstream portion of the output shaft (12B) to the input shaft (11) bypassing the transmission unit (U) is provided, and the output side one-way clutch forcible engagement The combination release means (M3) forcibly disengages the output-side one-way clutch (55) when the auxiliary power transmission means (29) reversely transmits the driving force. The vehicle power transmission device according to any one of claims 1 to 3.