JP2016109168A - Power transmission device for vehicle - Google Patents

Abstract

PROBLEM TO BE SOLVED: To prevent a situation that a forward-reverse switching mechanism disposed at the downstream of a crank-type continuously variable transmission and composed of a dog clutch, is locked and cannot be operated.SOLUTION: In a power transmission device for a vehicle including a continuously variable transmission for changing rotation of an input shaft 11 and transmitting the same to an output shaft 12, and a forward-reverse switching mechanism disposed between the output shaft 12 and a driving wheel and composed of a dog clutch switching forward movement and reverse movement, when switching from a travel range to a non-travel range is instructed, torque release means changes a link length between the input shaft 11 and the output shaft 12, or a link length between an input-side fulcrum 18 and an output-side fulcrum 19c so that an input member 22 of a one-way clutch 21 is rotated in a disengagement direction and accumulated torque is released, thus locking of the forward-reverse switching mechanism can be prevented even when the driving wheel rides on a curbstone.SELECTED DRAWING: Figure 15

Description

  The present invention relates to a forward / reverse switching comprising a continuously variable transmission that shifts the rotation of an input shaft connected to a drive source and transmits it to an output shaft, and a dog clutch that is disposed between the output shaft and drive wheels to switch forward and reverse. The present invention relates to a vehicle power transmission device including a mechanism.

  A forward / reverse switching mechanism having a dog clutch is arranged on the downstream side of the crank type continuously variable transmission, and the rotation direction of the output shaft of the crank type continuously variable transmission that can rotate only in one direction is switched by the forward / reverse switching mechanism. A vehicle power transmission device that enables forward travel and reverse travel is known from Patent Document 1 below.

WO2014 / 017438A1

  By the way, the vehicle power transmission device described in the above-mentioned Patent Document 1 is a crank type that includes a one-way clutch on an output shaft, as will be described in detail in the “Description of Embodiments” section of this specification. Due to the characteristics of the continuously variable transmission, the torque accumulated in the power transmission path on the downstream side of the output shaft is released, for example, when the drive wheel rides on the curb while driving in the drive range (“D” range). Even if an attempt is made to switch from the “D” range to the neutral range (“N” range), the dog teeth of the forward / reverse switching mechanism made up of a dog clutch cannot be disengaged with the accumulated torque, and “D” There was a possibility of not getting out of range.

  Similarly, when the drive wheel rides on the curb while driving in the reverse range (“R” range), it tries to switch from the “R” range to the “N” range or the parking range (“P” range). However, there is a possibility that the dog teeth of the forward / reverse switching mechanism will not come off while being engaged and will not come out of the “R” range.

  The present invention has been made in view of the above circumstances, and an object thereof is to avoid a situation in which a forward / reverse switching mechanism including a dog clutch disposed downstream of a crank type continuously variable transmission is locked and cannot be operated. To do.

  To achieve the above object, according to the first aspect of the present invention, a continuously variable transmission that shifts the rotation of the input shaft connected to the drive source and transmits the rotation to the output shaft, the output shaft, and the drive And a forward / reverse switching mechanism comprising a dog clutch that is arranged between the wheels to switch between forward and reverse, and the continuously variable transmission has an variable amount of eccentricity from the axis of the input shaft and rotates together with the input shaft A side fulcrum, a one-way clutch connected to the output shaft, an output fulcrum provided on an input member of the one-way clutch, and a connecting rod that reciprocates with both ends connected to the input fulcrum and the output fulcrum And a shift actuator that changes the amount of eccentricity of the input side fulcrum, and a four-bar link is configured by the input side fulcrum, the output side fulcrum, the input shaft, and the output shaft The vehicle power transmission device is a link length between the input shaft and the output shaft or a link between the input side fulcrum and the output side fulcrum when switching from the travel range to the non-travel range is commanded. Proposed is a vehicle power transmission device comprising torque release means for releasing torque by changing the length to rotate the input member of the one-way clutch in the disengagement direction.

  According to the invention described in claim 2, in addition to the configuration of claim 1, the torque release means uses the link length as the original length when switching from the travel range to the non-travel range is completed. A vehicle power transmission device is proposed which is characterized in that

  According to a third aspect of the present invention, in addition to the configuration of the second aspect, a parking mechanism including a dog clutch disposed between the output shaft and the drive wheel and coupling the output shaft to a casing is provided. The release means does not return the link length to the original length when the switching from the reverse range to the parking range is completed, and changes the link length to the original length when the switching from the parking range to the reverse range is completed. A vehicle power transmission device is proposed which is characterized in that

  According to the invention described in claim 4, in addition to the structure of any one of claims 1 to 3, the maximum value of the change amount of the link length is determined when the maximum allowable torque is transmitted. A vehicular power transmission device is proposed, which is a product of a twist angle of the output shaft and a link length between the output shaft and the output side fulcrum.

  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 outer member 22 of the embodiment corresponds to the input member of the present invention, and the first meshing switching mechanism 35 of the embodiment corresponds to the forward / reverse switching mechanism of the present invention. The two-mesh switching mechanism 51 corresponds to the forward / reverse switching mechanism or the parking mechanism of the present invention, and the engine E of the embodiment corresponds to the drive source of the present invention.

  According to the configuration of the first aspect, when the input side fulcrum rotates eccentrically together with the input shaft, the input member of the one-way clutch reciprocally swings via the connecting rod, and when the input member swings in one direction, the one-way clutch When the input member is engaged and the input member swings in the other direction, the one-way clutch is disengaged, so that the output shaft rotates in one direction. When the eccentric amount of the input side fulcrum is changed by the speed change actuator, the stroke of the reciprocating movement of the connecting rod is changed, and accordingly, the speed of the reciprocating swing of the input member is changed to change the speed ratio. By switching the rotation of the output shaft in one direction by the forward / reverse switching mechanism, the vehicle can move forward and backward.

  When the driving wheel rides on the curb, torque accumulates in the power transmission path on the downstream side of the one-way clutch, and the forward / reverse switching mechanism consisting of the dog clutch may lock and become inoperable. When the switch from the range to the non-traveling range is commanded, the torque release means changes the link length between the input shaft and the output shaft or the link length between the input side fulcrum and the output side fulcrum. Since the input member is rotated in the disengagement direction to release the accumulated torque, the forward / reverse switching mechanism can be prevented from being locked.

  According to the second aspect of the present invention, the torque release means returns the link length to the original length when the switching from the travel range to the non-travel range is completed. The influence on the speed change function can be minimized.

  According to the third aspect of the present invention, the parking mechanism includes a dog clutch that is disposed between the output shaft and the drive wheel and couples the output shaft to the casing, and the torque release means is capable of switching from the reverse range to the parking range. When completed, the link length is not returned to the original length, but when switching from the parking range to the reverse range is completed, the link length is restored to the original length. It is possible to prevent the dog clutch constituting the parking mechanism from being locked in advance, and to avoid the situation where switching from the parking range to the reverse range becomes impossible.

  According to the fourth aspect of the present invention, the maximum value of the change amount of the link length is the product of the twist angle of the output shaft when the maximum allowable torque is transmitted and the link length between the output shaft and the output side fulcrum. Therefore, it is possible to reliably release the accumulated torque while minimizing the change amount of the link length.

The skeleton figure of the power transmission device for vehicles. (First embodiment) FIG. 2 is a detailed view of part 2 of FIG. 1. (First embodiment) FIG. 3 is a sectional view taken along line 3-3 in FIG. 2 (OD state). (First embodiment) FIG. 3 is a cross-sectional view taken along line 3-3 in FIG. 2 (GN state). (First embodiment) The action explanatory view in OD state. (First embodiment) The operation explanatory view in the GN state. (First embodiment) The skeleton figure of a selector apparatus and a differential gear. (First embodiment) The longitudinal cross-sectional view of a selector apparatus. (First embodiment) The engagement table | surface of a 1st, 2nd meshing switching mechanism. (First embodiment) The torque flow figure in a parking range. (First embodiment) The torque flow figure in a reverse range. (First embodiment) The torque flow figure in a neutral range. (First embodiment) The torque flow figure in a drive range. (First embodiment) Explanatory drawing of the reason a lock | rock generate | occur | produces in a mesh switching mechanism. (First embodiment) Explanatory drawing of the method of canceling | releasing the lock | rock of a mesh switching mechanism. (First embodiment) Explanatory drawing of the method of calculating | requiring the change amount of distance between axes | shafts. (First embodiment) The figure which shows the structure of the torque release means which changes the center distance. (First embodiment) The figure which shows the structure of the torque release means which changes the length of a connecting rod. (First embodiment) The flowchart and time chart explaining the effect | action of inter-axis distance control. (First embodiment) The flowchart and time chart explaining the effect | action of inter-axis distance control. (Second Embodiment)

First embodiment

  Hereinafter, 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, a selector device S, and a differential. Gear D is provided. The selector device S can switch between the “P” range, the “R” range, the “N” range, and the “D” range.

  Next, the structure of the continuously variable transmission T will be described with reference to FIGS.

  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 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 via a pin 19 c on the rod portion 19 a of the connecting rod 19. An inner member 23 fixed to the first output shaft 12, a wedge-shaped space formed between an inner circular arc surface of the outer member 22 and an outer peripheral plane of the inner member 23, are attached by springs 24. And a biased roller 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.

  Next, the structure of the selector device S and the differential gear D will be described with reference to FIGS.

  The selector device S includes a cylindrical second output shaft 31 fitted to the outer circumference of the axle 10 in addition to the cylindrical first output shaft 12 fitted to the outer circumference of the axle 10 so as to be relatively rotatable. The second output shaft 31 is provided with a cylindrical third output shaft 32 fitted to the outer periphery so as to be relatively rotatable. A first outer peripheral spline 12 a is formed at the right end of the first output shaft 12. A first connecting member 34 is spline-coupled 33 to the left end of the second output shaft 31, and a second outer peripheral spline 34 a is formed at the tip end of the first connecting member 34 extending axially leftward and radially outward. A third outer peripheral spline 32 a is formed at a position extending radially outward from the left end in the axial direction of the third output shaft 32. The reason why the second output shaft 31 and the first connection member 34 are divided into separate members is for assembly, and the second output shaft 31 and the first connection member 34 are formed as a single member. A second outer peripheral spline 34 a may be formed directly on 31.

  The first outer peripheral spline 12a, the second outer peripheral spline 34a, and the third outer peripheral spline 32a constituting the first meshing switching mechanism 35 including the dog clutch are aligned in the axial direction. The outer diameters are equal to each other and smaller than the outer diameter of the first outer peripheral spline 12a. The sleeve 36 of the first mesh switching mechanism 35 includes a first inner peripheral spline 36a having a large outer diameter and a second inner peripheral spline 36b having a small outer diameter. The first inner peripheral spline 36a is a first outer peripheral spline 36a. The second inner peripheral spline 36b is always engaged with the third outer peripheral spline 32a, and the second inner peripheral spline 36b is engaged with the second outer peripheral spline 34a only during the left movement shown in FIG. That is, when the sleeve 36 moves to the right from the left movement state shown in FIG. 8 with the fork 37, the engagement between the second inner peripheral spline 36b and the second outer peripheral spline 34a is released.

  A ball bearing 39 is disposed between the casing 38 and the first output shaft 12, and a needle bearing 40 is disposed between the casing 38 and the flange portion 34b of the first connecting member 34. A needle bearing 41 is disposed between 34 and the third output shaft 32.

  The planetary gear mechanism 42 includes a sun gear 43 as a first element, a carrier 44 as a third element, a ring gear 45 as a second element, and a plurality of supports supported on the carrier 44 via a needle bearing 46 so as to be relatively rotatable. , And the pinions 47 mesh with the sun gear 43 and the ring gear 45. The left end of the sun gear 43 is spline-coupled to the right end of the third output shaft 32, and the ring gear 45 is connected to the outer periphery of a second connection member 49 that extends radially outward from the right end of the second output shaft 31.

  An inner peripheral spline 52a formed on the sleeve 52 of the second meshing switching mechanism 51 formed of a dog clutch meshes with the outer peripheral spline 44a formed on the outer peripheral portion of the carrier 44 and the outer peripheral spline 50a formed on the casing 50. Therefore, when the sleeve 52 is moved leftward by the fork 53 to the position shown in FIG. 8, the carrier 44 is disconnected from the casing 50, and when the sleeve 52 is moved rightward from the position shown in FIG. Is done.

  A differential case 54 that forms the outline of the differential gear D is rotatably supported by a ball bearing 57 that is fixed to the mission case 50 by a bolt 55 and a bearing holder 56. The left end of the differential case 54 is splined 58 to the right end of the second output shaft 31. The differential gear D includes a pair of pinions 60 and 60 rotatably supported by a pinion shaft 59 fixed to the differential case 54, and side gears 61 fixed to the ends of the axles 10 and 10 and meshed with the pinions 60 and 60. 61.

  Next, 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 amount of eccentricity 18 is minimized, and the ratio of the continuously variable transmission T is in 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 arrow B direction in this way, the rollers 25. 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 an infinite ratio and a predetermined ratio becomes 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, any one of the four 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 selector device S that switches between the “P” range, the “R” range, the “N” range, and the “D” range will be described.

  As shown in FIGS. 9 and 10, the sleeve 36 of the first mesh switching mechanism 35 is moved to the left, and the first output shaft 12, the second output shaft 31, and the third output shaft 32 are coupled together, and the second When the sleeve 52 of the mesh switching mechanism 51 is moved to the right to couple the carrier 44 of the planetary gear mechanism 42 to the casing 50, the “P” range is established.

  In the “P” range, the second output shaft 31 integrated with the differential case 54 is coupled to the ring gear 45 of the planetary gear mechanism 42 via the second connection member 49, and the second output shaft 31 is connected to the first connection member. 34, the first mesh switching mechanism 35 and the third output shaft 32 are connected to the sun gear 43 of the planetary gear mechanism 42, and the carrier 44 of the planetary gear mechanism 42 is coupled to the casing 50 via the second mesh switching mechanism 51. Is done. As a result, the planetary gear mechanism 42 is locked, and the drive wheels W, W connected to the planetary gear mechanism 42 via the differential gear D are restrained so as not to rotate.

  As shown in FIGS. 9 and 11, the sleeve 36 of the first mesh switching mechanism 35 is moved to the right, the first output shaft 12 and the third output shaft 32 are coupled to disconnect the second output shaft 31, and the second When the sleeve 52 of the mesh switching mechanism 51 is moved to the right to couple the carrier 44 of the planetary gear mechanism 42 to the casing 50, the “R” range is established.

  In the “R” range, the driving force output from the continuously variable transmission T to the first output shaft 12 is the first mesh switching mechanism 35 → the third output shaft 32 → the sun gear 43 → the carrier 44 → the ring gear 45 → the second connecting member. The vehicle is transmitted to the differential case 54 through the route 49 and simultaneously decelerated and reversely rotated in the planetary gear mechanism 42, thereby allowing the vehicle to travel backward.

  As shown in FIGS. 9 and 12, the sleeve 36 of the first meshing switching mechanism 35 is moved to the right, the first output shaft 12 and the third output shaft 32 are coupled to disconnect the second output shaft 31, and the second When the sleeve 52 of the mesh switching mechanism 51 is moved to the left to disconnect the carrier 44 of the planetary gear mechanism 42 from the casing 50, the “N” range is established.

  In the “N” range, the carrier 44 of the planetary gear mechanism 42 is disconnected from the casing 50, so that the ring gear 45 and the second connection member 49 can freely rotate, and the first connection member 34 has the first meshing switching mechanism 35. Therefore, the second output shaft 31 can freely rotate, the second connecting member 49 and the differential case 54 connected to the second output shaft 31 can freely rotate, and the drive wheels W and W can be rotated. The state is not restrained. In this state, the driving force of the engine E is transmitted from the continuously variable transmission T to the sun gear 43 through the path of the first output shaft 12 → the first meshing switching mechanism 35 → the third output shaft 32, but the carrier 44 is restrained. As a result, the planetary gear mechanism 42 idles and the driving force is not transmitted to the differential gear D.

  As shown in FIGS. 9 and 13, the sleeve 36 of the first mesh switching mechanism 35 is moved to the left, and the first output shaft 12, the second output shaft 31, and the third output shaft 32 are coupled together, and the second When the sleeve 52 of the mesh switching mechanism 51 is moved to the left to disconnect the carrier 44 of the planetary gear mechanism 42 from the casing 50, the “D” range is established.

  In the “D” range, the first connection member 34 connected to the ring gear 45 of the planetary gear mechanism 42 via the second connection member 49 and the second output shaft 31, and the first connection member 34 connected to the sun gear 43 of the planetary gear mechanism 42. Since the three output shafts 32 are coupled by the first meshing switching mechanism 35, the planetary gear mechanism 42 is in a state where it can rotate integrally. As a result, the driving force output from the continuously variable transmission T to the first output shaft 12 passes through the first mesh switching mechanism 35 → the first connection member 34 → the second output shaft 31 or the first mesh switching mechanism 35. The third output shaft 32, the sun gear 43, the carrier 44, the ring gear 45, and the second connecting member 49 are transmitted to the differential case 54 through a route so that the vehicle can travel forward.

  As described above, the first output shaft 12 of the transmission T according to the present embodiment can rotate only in the forward traveling direction because the driving force is transmitted through the one-way clutch 21. By disposing the selector device S having a switching function on the downstream side of the first output shaft 12, it is possible to drive the vehicle in the reverse direction without providing a reverse drive electric motor and making it hybrid.

  Next, the cause of the lock generated in the first mesh switching mechanism 35 and the second mesh switching mechanism 51 made of a dog clutch will be described.

  As shown in FIG. 14 (A), when the continuously variable transmission T transmits torque, the outer member 22 of the one-way clutch 21 pushed by the connecting rod 19 rotates in the direction of the arrow p, and the outer member 22 and the inner member Torque is transmitted by the roller 25 being engaged between the two. When the driving wheels W, W are stopped on the curb during forward traveling in the “D” range, the inner member 23 is twisted in the arrow q ′ direction by the torque in the arrow p direction input to the outer member 22. The power transmission members arranged in the power transmission path from the first output shaft 12 to the drive wheels W, W are elastically deformed, and torque is accumulated there. This torque accumulation occurs particularly when the first output shaft 12 is twisted in the direction of the arrow q 'and elastically deformed.

  Even if the eccentric amount ε of the eccentric disk 18 is set to zero in this state and transmission of the driving force from the input shaft 11 to the first output shaft 12 is stopped, the accumulated torque is held without being released. That is, when the inner member 23 rotates in the direction of the arrow q with the restoring torque that the first output shaft 12 that has been elastically deformed by being twisted by the torque in the direction of the arrow q 'is rotated in the direction of the arrow q, the roller 25 is moved to the outer member 22 Further, the outer member 22 rotates in the direction of the arrow p ′ to push the connecting rod 19 toward the input shaft 11 side.

  At this time, as shown in FIG. 14B, when the eccentric amount ε of the eccentric disk 18 is zero, the connecting rod 19 pushed in the direction of the arrow r cannot be locked and moved, and the outer member 22 is moved. The rotation in the direction of the arrow p ′ is prevented and the first output shaft 12 cannot return to the original state, and the accumulated torque is held without being released.

  As shown in FIG. 14C, when the eccentric disk 18 is eccentric with respect to the input shaft 11 by an eccentric amount ε, if the engine E and the input shaft 11 are separated by means such as a clutch, the eccentric disk 18 is eccentric. The disk 18 and the input shaft 11 rotate in the direction of the arrow s. However, when the eccentric disk 18 reaches the external dead center, the disk 18 and the input shaft 11 cannot rotate any more, so the accumulated torque is held without being completely released.

  The single transmission unit U has been described above, but the case where a plurality of transmission units U... As shown in FIG. 14D, when the two connecting rods 19, 19 of the two transmission units U, U are pushed out in the direction of the arrow r, the input shaft 11 is moved in the direction of the arrow s by one of the connecting rods 19. However, since the input shaft 11 tries to rotate in the direction of the arrow s' by the other connecting rod 19, they cancel each other and the input shaft 11 cannot rotate, and the accumulated torque is eventually Retained without being released.

  For the reasons described above, when the drive wheels W, W get on the curb and stop while traveling forward in the “D” range, the torque accumulated downstream of the first output shaft 12 is not released and is maintained. Will be. Similarly, when the drive wheels W and W stop on the curb during reverse travel in the “R” range, the torque accumulated downstream of the first output shaft 12 is similarly maintained without being released. Will be.

Since the power transmission path shown in FIG. 13 is established in the “D” range, the first inner peripheral spline 36 a of the sleeve 36 of the first meshing switching mechanism 35 is moved to the first output shaft 12 by the accumulated torque. The sleeve 36 is strongly engaged with the outer peripheral spline 12a, and the second inner peripheral spline 36b of the sleeve 36 is strongly engaged with the second outer peripheral spline 34a of the first connecting member 34 and the third outer peripheral spline 32a of the third output shaft 32. May lock immovably. When the sleeve 36 is locked so as not to move in this manner, it is possible to shift from the “D” range to the “R” range through the “N” range, and to move backward from the curb to prevent the “D” range from being removed. Have sex,
Further, since the power transmission path shown in FIG. 11 is established in the “R” range, the first inner peripheral spline 36 a of the sleeve 36 of the first meshing switching mechanism 35 is connected to the first output shaft 12 by the accumulated torque. The second inner peripheral spline 36b of the sleeve 36 strongly engages with the third outer peripheral spline 32a of the third output shaft 32, and further the inner peripheral spline 52a of the sleeve 52 of the second engagement switching mechanism 51. Strongly engages the outer peripheral spline 50a of the casing 50 and the outer peripheral spline 44a of the carrier 44, so that the sleeves 36 and 52 may be locked so as not to move. When the sleeves 36 and 52 are locked so as to be immovable in this way, they shift from the “R” range to the “D” range through the “N” range, and if they move forward and leave the curb, they will come out of the “R” range. There is a possibility of disappearing. Similarly, even if an attempt is made to shift from the “R” range to the “P” range, there is a possibility that the “R” range cannot be removed.

  As described above, in this embodiment, as shown in FIG. 15A, the distance between the input shaft 11 and the first output shaft 12 is avoided in order to avoid a situation where the “D” range or the “R” range cannot be removed. Or the length of the connecting rod 19 (that is, the distance between the eccentric disk 18 and the pin 19c) is shortened. When the distance between the input shaft 11 and the first output shaft 12 is extended, the position of the first output shaft 12 moves relatively to the left in the drawing, so that the outer member is moved relative to the inner member 23 of the one-way clutch 21. The member 22 rotates by an angle θ in the clockwise direction in the figure. Further, when the length of the connecting rod 19 is shortened, the position of the pin 19c moves relatively to the right side in the figure, so that the outer member 22 moves in the clockwise direction in the figure relative to the inner member 23 of the one-way clutch 21. Rotate the angle θ.

  As a result, the outer member 22 rotates relative to the inner member 23 at an angle θ in the direction of the arrow p ′, and the one-way clutch 21 is disengaged, so that the inner member 23 can rotate relative to the outer member 22. The first output shaft 12 connected to the inner member 23 rotates relative to the outer member 22 in the direction in which the torsion returns, so that the torque accumulated on the downstream side of the first output shaft 12 is released, Locking of the first mesh switching mechanism 35 and the second mesh switching mechanism 51 is avoided.

  The structure of the transmission unit U includes a push type in which the one-way clutch 21 is engaged to transmit a driving force when the connecting rod 19 pushes the outer member 22, and a one-way clutch 21 when the connecting rod 19 pulls the outer member 22. There is a pull type that engages and transmits a driving force, but the above description corresponds to a push type.

  When the structure of the transmission unit U is a pull type, as shown in FIG. 15B, the distance between the input shaft 11 and the first output shaft 12 is shortened, or the length of the connecting rod 19 is elongated. . When the distance between the input shaft 11 and the first output shaft 12 is shortened, the position of the first output shaft 12 moves relatively to the right side in the figure, so that the outer member is moved relative to the inner member 23 of the one-way clutch 21. The member 22 rotates by an angle θ in the counterclockwise direction in the figure. When the length of the connecting rod 19 is extended, the position of the pin 19c moves relatively to the left in the figure, so that the outer member 22 moves counterclockwise in the figure relative to the inner member 23 of the one-way clutch 21. Is rotated by an angle θ.

  As a result, the outer member 22 rotates relative to the inner member 23 in the direction of the arrow p in the direction of the arrow θ and the one-way clutch 21 is disengaged, so that the inner member 23 can rotate relative to the outer member 22. Thus, the first output shaft 12 connected to the inner member 23 rotates relative to the outer member 22 in the direction in which the twist returns, whereby the torque accumulated on the downstream side of the first output shaft 12 is released, and the first Locking of the first meshing switching mechanism 35 and the second meshing switching mechanism 51 is avoided.

  The amount of change in the distance between the input shaft 11 and the first output shaft 12 required to release the accumulated torque or the amount of change in the length of the connecting rod 19 is determined as follows.

  As shown in FIG. 16A, the relationship between the twist angle of the first output shaft 12 and the transmission torque is determined by the torsional characteristics of the first output shaft 12, and the transmission torque of the first output shaft 12 is the maximum value. Let the torsion angle in the case of transmission torque be the allowable maximum torsion angle θ. Therefore, as shown in FIG. 16B, the accumulated torque can be completely released by rotating the outer member 22 of the one-way clutch 21 in the disengagement direction by the allowable maximum twist angle θ. As shown in FIG. 16C, the link length between the axis of the first output shaft 12 and the pin 19c is R, and the amount of change in the distance between the input shaft 11 and the first output shaft 12, or the length of the connecting rod 19 If the change amount is L, the required change amount L can be calculated by setting L = R × θ. Thus, the accumulated torque can be reliably released while the amount of change L in the distance between the input shaft 11 and the first output shaft 12 or the amount of change L in the length of the connecting rod 19 is minimized. it can.

  FIG. 17 shows torque release means 71 for releasing the engagement of the one-way clutch 21 by changing the distance between the input shaft 11 and the first output shaft 12, and the bearing block 73 is slidably supported by the housing 72. The first output shaft 12 is rotatably supported via a ball bearing 74, and a male screw 76 rotated by an actuator 75 is screwed into a female screw 77 formed on the bearing block 73. When the male screw 76 is driven by the actuator 75, the bearing block 73 provided with the female screw 76 to be screwed slides along the housing 72, so that the first output shaft 12 approaches and separates from the input shaft 11. The distance between the axes is changed.

  FIG. 18 shows a torque release means 71 for changing the length of the connecting rod 19 and releasing the engagement of the one-way clutch 21. The connecting rod main end 78 is slidably supported on the connecting rod small end portion 79 with a female screw. 80 is formed, and a male screw 82 rotated by an actuator 81 provided on the connecting rod main body 78 is screwed into the female screw 80. When the male screw 82 is driven by the actuator 81, the connecting rod small end portion 79 provided with the female screw 80 to be screwed slides relative to the connecting rod main body portion 78, whereby the length of the connecting rod 19 is changed. .

  Next, based on the flowchart of FIG. 19 and the time chart, the action when shifting from the “D” range to the “N” range and the time when shifting from the “R” range to the “N” range or the “P” range. The operation will be described.

  When shifting from the “D” range to the “N” range, first, in step S11, when a sensor (not shown) detects that the driver has operated the shift column from the “D” range to the “N” range, the diagram is displayed in step S12. 17 is actuated to extend the distance between the input shaft 11 and the first output shaft 12 and release the torque accumulated downstream of the first output shaft 12. As a result, when a sensor (not shown) detects that the shift to the “N” range has been completed in step S13, the torque release means 71 is activated in step S14 to determine the distance between the input shaft 11 and the first output shaft 12. Return to original length. As described above, since the inter-axis distance is returned to the original length after the shift is completed, the influence of the change in the inter-axis distance on the speed change function of the continuously variable transmission T can be minimized.

  When shifting from the “R” range to the “N” range or the “P” range, first, in step S21, it is shown that the driver has operated the shift column from the “R” range to the “N” range or the “P” range. When the sensor is detected, the torque release means 71 is actuated in step S22 to extend the distance between the input shaft 11 and the first output shaft 12, and the torque accumulated downstream of the first output shaft 12 is released. As a result, when a sensor (not shown) detects that the shift to the “N” range or the “P” range is completed in step S23, the torque release means 71 is activated in step S24, and the input shaft 11 and the first output shaft. The distance between 12 is restored to the original length.

  Although the case where the torque release means 71 changes the distance between the input shaft 11 and the first output shaft 12 has been described in FIG. 19, the same applies when the torque release means 71 changes the length of the connecting rod 19.

Second embodiment

  Next, a second embodiment of the present invention will be described with reference to FIG.

  When shifting from the “R” range to the “P” range, there is a possibility that the sleeve 52 of the second mesh switching mechanism 51 may be locked and become inoperable when the distance between the axes once extended is restored.

  The reason will be described. In the “P” range shown in FIG. 10, the inner peripheral spline 52 a of the sleeve 52 of the second engagement switching mechanism 51 is engaged with the outer peripheral spline 50 a of the casing 50 and the outer peripheral spline 44 a of the carrier 44. . When the shift from the “R” range to the “P” range is completed, if the torque release means 71 is operated to shorten the distance between the axes, the outer member 22 rotates in the engagement direction and the one-way clutch 21. Therefore, the torque of the torque release means 71 is transmitted from the first output shaft 12 to the casing 52 via the sleeve 52 of the second meshing switching mechanism 51, and the inner peripheral spline 52 a of the sleeve 52 is connected to the casing 50. If the outer peripheral spline 50a and the outer peripheral spline 44a of the carrier 44 are strongly bitten and locked, there is a possibility that the "P" range cannot be removed.

  Therefore, in the present embodiment, the shift from the “R” range to the “P” range is performed according to the procedure shown in FIG. First, in step S31, when a sensor (not shown) detects that the driver has operated the shift column from the "R" range to the "P" range or the "N" range, the torque release means 71 is activated and input in step S32. The distance between the shaft 11 and the first output shaft 12 is extended, and the torque accumulated downstream of the first output shaft 12 is released. Subsequently, when the transition to the “P” range is completed in step S33 and step S35, the operation for returning the inter-axis distance to the original state is performed in the first embodiment. In the present embodiment, the inter-axis distance is performed. Is not performed, thereby preventing the locking of the sleeve 52 of the second meshing switching mechanism 51 and preventing it from coming out of the “P” range. Then, when the transition to the “R” range is completed in step S36 and the vehicle retreats in step S37, the inter-axis distance is returned to the original state in step S38.

  On the other hand, when the transition from the “R” range to the “N” range is completed in step S33, the inter-axis distance is returned to the original state in step S34, as in the first embodiment.

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

  For example, it is possible to arbitrarily select whether the connecting rod 19 of the continuously variable transmission T is a push type or a pull type.

  Further, the torque release means 71 is not limited to the one using an actuator and a screw, and may use another means such as a hydraulic pressure.

11 Input shaft 12 First output shaft (output shaft)
14 Shifting actuator 18 Eccentric disc (input side fulcrum)
19 Connecting rod 19c Pin (Output side fulcrum)
21 One-way clutch 22 Outer member (input member)
35 First meshing switching mechanism (forward / reverse switching mechanism)
50 Casing 51 Second meshing switching mechanism (forward / reverse switching mechanism, parking mechanism)
71 Torque release means E Engine (drive source)
T continuously variable transmission W drive wheel ε eccentricity

Claims (4)

A continuously variable transmission (T) for shifting the rotation of the input shaft (11) connected to the drive source (E) and transmitting it to the output shaft (12);
A forward / reverse switching mechanism (35, 51) comprising a dog clutch disposed between the output shaft (12) and the drive wheel (W) for switching between forward and reverse;
The continuously variable transmission (T) is:
An input side fulcrum (18) that is variable in eccentricity (ε) 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 (ε) of the input side fulcrum (18),
A vehicle power transmission device comprising a four-bar link by the input side fulcrum (18), the output side fulcrum (19c), the input shaft (11) and the output shaft (12),
Link length between the input shaft (11) and the output shaft (12), or between the input side fulcrum (18) and the output side fulcrum (19c) when switching from the travel range to the non-travel range is commanded The vehicle power is characterized by comprising torque release means (71) for releasing the torque by rotating the input member (22) of the one-way clutch (21) in the disengagement direction by changing the link length of the one-way clutch (21). Transmission device.   The vehicle power transmission device according to claim 1, wherein the torque release means (71) returns the link length to the original length when the switching from the travel range to the non-travel range is completed. A parking mechanism (51) comprising a dog clutch disposed between the output shaft (12) and the drive wheel (W) and coupling the output shaft (12) to the casing (50);
The torque release means (71) does not return the link length to the original length when the switching from the reverse range to the parking range is completed, and the link length when the switching from the parking range to the reverse range is completed. The vehicle power transmission device according to claim 2, wherein the vehicle is returned to its original length.   The maximum value of the change amount of the link length is the twist angle of the output shaft (12) when transmitting the maximum allowable torque and the link length between the output shaft (12) and the output side fulcrum (19c). The vehicle power transmission device according to any one of claims 1 to 3, wherein the vehicle power transmission device is a product.

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