CN105793623B - Power transmission apparatus for vehicle - Google Patents
Power transmission apparatus for vehicle Download PDFInfo
- Publication number
- CN105793623B CN105793623B CN201480065890.2A CN201480065890A CN105793623B CN 105793623 B CN105793623 B CN 105793623B CN 201480065890 A CN201480065890 A CN 201480065890A CN 105793623 B CN105793623 B CN 105793623B
- Authority
- CN
- China
- Prior art keywords
- output shaft
- way clutch
- engagement
- outlet side
- driving force
- Prior art date
- Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
- Expired - Fee Related
Links
- 230000005540 biological transmission Effects 0.000 title claims abstract description 72
- 238000001514 detection method Methods 0.000 claims abstract description 13
- 230000007423 decrease Effects 0.000 claims abstract description 9
- 230000009467 reduction Effects 0.000 claims description 6
- 230000033228 biological regulation Effects 0.000 claims 1
- 230000005923 long-lasting effect Effects 0.000 abstract description 4
- 230000007246 mechanism Effects 0.000 description 53
- 238000011144 upstream manufacturing Methods 0.000 description 19
- 230000000694 effects Effects 0.000 description 9
- 230000007935 neutral effect Effects 0.000 description 8
- 230000001133 acceleration Effects 0.000 description 6
- 230000009471 action Effects 0.000 description 4
- 230000007257 malfunction Effects 0.000 description 4
- 230000008859 change Effects 0.000 description 3
- 230000008439 repair process Effects 0.000 description 3
- 230000004888 barrier function Effects 0.000 description 2
- 239000000446 fuel Substances 0.000 description 2
- 230000002093 peripheral effect Effects 0.000 description 2
- 230000004043 responsiveness Effects 0.000 description 2
- 239000000725 suspension Substances 0.000 description 2
- 230000004075 alteration Effects 0.000 description 1
- 230000015572 biosynthetic process Effects 0.000 description 1
- 230000000903 blocking effect Effects 0.000 description 1
- 230000006835 compression Effects 0.000 description 1
- 238000007906 compression Methods 0.000 description 1
- 230000006378 damage Effects 0.000 description 1
- 238000010586 diagram Methods 0.000 description 1
- 230000008450 motivation Effects 0.000 description 1
- 230000001172 regenerating effect Effects 0.000 description 1
- 238000000926 separation method Methods 0.000 description 1
- 230000009182 swimming Effects 0.000 description 1
- 230000001052 transient effect Effects 0.000 description 1
Classifications
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
- F16H—GEARING
- F16H29/00—Gearings for conveying rotary motion with intermittently-driving members, e.g. with freewheel action
- F16H29/02—Gearings for conveying rotary motion with intermittently-driving members, e.g. with freewheel action between one of the shafts and an oscillating or reciprocating intermediate member, not rotating with either of the shafts
- F16H29/04—Gearings for conveying rotary motion with intermittently-driving members, e.g. with freewheel action between one of the shafts and an oscillating or reciprocating intermediate member, not rotating with either of the shafts in which the transmission ratio is changed by adjustment of a crank, an eccentric, a wobble-plate, or a cam, on one of the shafts
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
- F16H—GEARING
- F16H29/00—Gearings for conveying rotary motion with intermittently-driving members, e.g. with freewheel action
- F16H29/22—Gearings for conveying rotary motion with intermittently-driving members, e.g. with freewheel action with automatic speed change
Landscapes
- Engineering & Computer Science (AREA)
- General Engineering & Computer Science (AREA)
- Mechanical Engineering (AREA)
- Transmission Devices (AREA)
- Control Of Transmission Device (AREA)
Abstract
The power transmission apparatus for vehicle of variable-speed unit (U) with crank-type has an outlet side one-way clutch (55) between output shaft main part (12A) and output shaft downstream portion (12B), and the outlet side one-way clutch (55) is used to making it possible output shaft main part (12A) to block in the case of failure keeping out of the way traveling.Period of engagement timing unit (M1) carries out timing to the period of engagement from outlet side one-way clutch (55) engagement, when requiring that driving force detection unit (M2) detects the requirement driving force of driver, period of engagement for it is defined it is more than the time and driver requirement driving force reduced in the case of, outlet side one-way clutch forced engagement lifting unit (M3) reduces the offset of buncher (T) eccentric disc (18), decline the rotating speed of output shaft main part (12A), thus the engagement of compulsory commutation outlet side one-way clutch (55) is carried out, therefore, outlet side one-way clutch (55) situation that durability declines long lasting for engagement can be prevented in the first place.
Description
Technical field
The present invention relates to the power transmission apparatus for vehicle with crank-type stepless speed changing mechanism.
Background technology
The power transmission apparatus for vehicle according to as known in following patent documents 1：It has multiple crank-type speed change lists
Member, above-mentioned crank-type variable-speed unit is by the reciprocating motion for being converted to connecting rod for the input shaft being connected with engine, and profit
The reciprocating motion of connecting rod is converted into the rotary motion of output shaft with one-way clutch.
Prior art literature
Patent document
Patent document 1：Japanese Unexamined Patent Application Publication 2005-502543 publications
The content of the invention
Invent problem to be solved
However, in power transmission apparatus for vehicle described in above-mentioned patent document 1, output shaft is supported on speed change by bearing
Device housing, and the end of the connecting rod of multiple variable-speed units is connected via one-way clutch with output shaft respectively, therefore, even if
Only any one in these bearings or one-way clutch breaks down, it is possible to cause output shaft to rotate, even
The driving wheel for being connected to output shaft is locked, so that vehicle can not be travelled.
Accordingly, it is considered to which the one-way clutch of traveling is kept out of the way in configuration between output shaft and differential mechanism, and pass through auxiliary
Input shaft is connected by power transfer unit with the downstream (differential mechanism side) for the one-way clutch for keeping out of the way traveling, dynamic via auxiliary
Power transfer units transmit engine E driving force to differential mechanism, thus, enable the vehicle to keep out of the way traveling to repair workshop.This
When, it is to avoid because keep out of the way the one-way clutch of traveling to skid and driving force from differential mechanism back transfer to the output shaft blocked,
Therefore, it will not hinder above-mentioned to keep out of the way traveling.
But, major part during the usual traveling for the vehicle for transmitting driving force in the variable-speed unit via crank-type is kept out of the way
The one-way clutch of traveling is in engagement state, if its period of engagement is elongated, keeps out of the way the one-way clutch of traveling
The durability of device may decline.That is, when the connecting rod of the multiple variable-speed units being configured between input shaft and output shaft and unidirectional
When clutch continuously transmits driving force with defined order, the driving force transmitted under the engagement state of one-way clutch becomes
Greatly, the driving force transmitted under the engagement releasing state of one-way clutch diminishes, if the variation of the driving force long lasting for,
Then the position of the roller between engaging-in exterior part and inner part to the one-way clutch for keeping out of the way traveling is gradually offset, thus, outside
The concentric of part and inner part is destroyed, and the durability of one-way clutch for keeping out of the way traveling may be caused due to reason
Decline.
The present invention is to complete in view of the above problems, its object is to：In the vehicle of the variable-speed unit with crank-type
Declined with durability caused by the continuous engagement in power transmission, preventing the one-way clutch by keeping out of the way traveling.
Means for solving the problems
In order to reach above-mentioned purpose, according to the present invention it is proposed that a kind of power transmission apparatus for vehicle, in the vehicle power
In transfer device, the multiple variable-speed units for passing to output shaft of the rotation for the input shaft being connected with driving source are set up in parallel
Between the input shaft and the output shaft, the variable-speed unit each has：Input side fulcrum, it is apart from the input shaft
The offset of axis be variable, and rotated together with the input shaft；One-way clutch, it is connected to the output shaft；It is defeated
Go out collateral point, it is arranged on the input block of the one-way clutch；Connecting rod, its two ends are connected to the input side fulcrum
With the outlet side fulcrum, and move back and forth；And shifting actuator, it changes the offset of the input side fulcrum,
The output shaft leans on power transmission side by the output shaft main part that is connected with the variable-speed unit and than the output shaft main part
Downstream the output shaft downstream portion of side is constituted, and is configured between the output shaft main part and the output shaft downstream portion and is worked as institute
State output shaft downstream portion described in the rotating ratio of output shaft main part rotating speed it is high when the outlet side one-way clutch that is engaged, should
The 1st of power transmission apparatus for vehicle is characterised by that the power transmission apparatus for vehicle has：Period of engagement timing list
Member, it carries out timing to the period of engagement from outlet side one-way clutch engagement；It is required that driving force detection unit,
It detects the requirement driving force of driver；And outlet side one-way clutch forced engagement lifting unit, continue in the engagement
The period of engagement that time timing unit is measured more than the defined time and described is requiring driving force detection unit
In the case that the requirement driving force of detected driver has reduced, the outlet side one-way clutch forced engagement releases single
Member declines the rotating speed of the output shaft main part, so that the outlet side one-way clutch debonding.
Also, according to the present invention it is proposed that a kind of power transmission apparatus for vehicle, the power transmission apparatus for vehicle is except tool
Have outside the 1st feature, it the 2nd is characterised by that the outlet side one-way clutch forced engagement lifting unit passes through by institute
At least one party in the offset that shifting actuator reduces the input side fulcrum, and the rotating speed of the reduction driving source is stated,
The engagement of outlet side one-way clutch described in compulsory commutation.
Also, according to the present invention it is proposed that a kind of power transmission apparatus for vehicle, the power transmission apparatus for vehicle is except tool
Have outside the 1st or the 2nd feature, it the 3rd is characterised by, it is described as defined in time time and Bi 1 as defined in the 1st provide
Time length the 2nd as defined in the time constitute, period of engagement be the 1st as defined in it is more than the time in the case of, drive
During the requirement driving force vanishing of member, outlet side described in the outlet side one-way clutch forced engagement lifting unit compulsory commutation
The engagement of one-way clutch, in the case where it is more than the time that period of engagement is as defined in the 2nd, drives in the requirement of driver
When power has reduced, outlet side one-way clutch described in the outlet side one-way clutch forced engagement lifting unit compulsory commutation
Engagement.
Also, according to the present invention it is proposed that a kind of power transmission apparatus for vehicle, the power transmission apparatus for vehicle is except tool
Have outside any one feature in the described 1st~3, it the 4th is characterised by, the power transmission apparatus for vehicle has auxiliary dynamic
Power transfer units, the auxiliary power transfer unit can bypass the variable-speed unit and make driving force from the output shaft downstream portion
Back transfer is to the input shaft, in auxiliary power transfer unit back transfer driving force, the outlet side one-way clutch
The engagement of outlet side one-way clutch described in forced engagement lifting unit compulsory commutation.
In addition, the 1st output shaft 12 of embodiment corresponds to the output shaft of the present invention, the correspondence of eccentric disc 18 of embodiment
In the input side fulcrum of the present invention, the pin 19c of embodiment corresponds to the outlet side fulcrum of the present invention, and the 1st of embodiment is single
Correspond to the one-way clutch of the present invention to clutch 21, the exterior part 22 of embodiment corresponds to the input block of the present invention,
The engine E of embodiment corresponds to the driving source of the present invention.
Invention effect
According to the 1st feature of the present invention, when input shaft is rotated by driving source, input side fulcrum carries out eccentric rotation
Turn, when one end moves back and forth with the connecting rod that input side fulcrum is connected, the output being connected with the other end of connecting rod is collateral
Point is moved back and forth, and by one-way clutch, output shaft is intermittently rotated, thus, the rotation of input shaft by with it is defeated
Output shaft is transferred to after the corresponding gear ratio progress speed change of offset for entering collateral point.
Output shaft is leaned under power direction of transfer by the output shaft main part that is connected with variable-speed unit and than output shaft main part
The output shaft downstream portion for swimming side is constituted, and outlet side one-way clutch is configured between output shaft main part and output shaft downstream portion
Device, therefore, when output shaft main part is blocked and when can not rotate, outlet side one-way clutch automatically debonding will be exported
Axle downstream portion is from output shaft main part from, can be with thereby, it is possible to prevent that driving wheel from locking because of the output shaft main part blocked
Keep out of the way traveling with making vehicle barrier-free to repair workshop.
Period of engagement timing unit carries out timing to the period of engagement from the engagement of outlet side one-way clutch,
When requiring that driving force detection unit detects the requirement driving force of driver, in period of engagement to be defined more than the time
And in the case that the requirement driving force of driver has reduced, outlet side one-way clutch forced engagement lifting unit makes output
The rotating speed of axle main part declines, and makes outlet side one-way clutch debonding, therefore, it is possible to will be due to outlet side one-way clutch
Make the concentric of exterior part and inner part destroyed so as to which the situation for causing durability to decline is prevented long lasting for engagement
In possible trouble.
Also, according to the 2nd feature of the present invention, because outlet side one-way clutch forced engagement lifting unit passes through by becoming
At least one party that fast actuator reduces in the offset of input side fulcrum, and the rotating speed of reduction driving source carrys out compulsory commutation output
The engagement of side one-way clutch, therefore, it is possible to reliably make outlet side one-way clutch debonding.
Also, according to the 3rd feature of the present invention, the time as defined in defined time time and Bi 1 as defined in the 1st is long
The 2nd as defined in the time constitute, period of engagement be the 1st as defined in it is more than the time in the case of, in the requirement of driver
During driving force vanishing, outlet side one-way clutch forced engagement lifting unit compulsory commutation outlet side one-way clutch connects
Close, in the case where it is more than the time that period of engagement is as defined in the 2nd, when the requirement driving force of driver has reduced,
The engagement of outlet side one-way clutch forced engagement lifting unit compulsory commutation outlet side one-way clutch, therefore, it is possible to reduce
Frequency that the forced engagement of outlet side one-way clutch is released and the incongruity of driver is suppressed to Min..
Also, according to the 4th feature of the present invention, the power transmission apparatus for vehicle has auxiliary power transfer unit, should
Auxiliary power transfer unit can bypass variable-speed unit and make driving force from output shaft downstream portion back transfer to input shaft, auxiliary
During power-assist power transfer units back transfer driving force, outlet side one-way clutch forced engagement lifting unit compulsory commutation outlet side
The engagement of one-way clutch, it is dynamic by auxiliary therefore, it is possible to when forcibly making outlet side one-way clutch relieve engagement
Power transfer units make driving force to driving source back transfer, are operated engine braking or regenerative braking, eliminate and drive
The incongruity of member.
Brief description of the drawings
Fig. 1 is the skeleton drawing of power transmission apparatus for vehicle.(the 1st embodiment)
Fig. 2 is the detailed figure of 2 in Fig. 1.(the 1st embodiment)
Fig. 3 is the sectional view (OD states) along the 3-3 lines in Fig. 2.(the 1st embodiment)
Fig. 4 is the sectional view (GN states) along the 3-3 lines in Fig. 2.(the 1st embodiment)
Fig. 5 is the Action Specification figure under OD states.(the 1st embodiment)
Fig. 6 is the Action Specification figure under GN states.(the 1st embodiment)
Fig. 7 is the detailed figure of 7 in Fig. 1.(the 1st embodiment)
Fig. 8 is the table of joint of the 1st, the 2nd engagement switching mechanism.(the 1st embodiment)
Torque flow graph when Fig. 9 is parking gear.(the 1st embodiment)
Torque flow graph when Figure 10 is reverse gear shift.(the 1st embodiment)
Torque flow graph when Figure 11 is neutral.(the 1st embodiment)
Torque flow graph (usual transport condition) when Figure 12 is forward gear.(the 1st embodiment)
Torque flow graph (engine-braking condition) when Figure 13 is forward gear.(the 1st embodiment)
Torque flow graph (idle stop state) when Figure 14 is forward gear.(the 1st embodiment)
Torque flow graph (malfunction) when Figure 15 is forward gear.(the 1st embodiment)
Figure 16 is the detailed figure of 16 in Fig. 1.(the 1st embodiment)
Figure 17 is the block diagram that forced engagement releases device.(the 1st embodiment)
Figure 18 is to illustrate that forced engagement releases the flow chart of the effect of device.(the 1st embodiment)
Figure 19 is to illustrate that forced engagement releases the flow chart of the effect of device.(the 2nd embodiment).
Label declaration
11：Input shaft；12：1st output shaft (output shaft)；12A：Output shaft main part；12B：Output shaft downstream portion；14：
Shifting actuator；18：Eccentric disc (input side fulcrum)；19：Connecting rod；19c：Sell (outlet side fulcrum)；21：1st one-way clutch
Device (one-way clutch)；22：Exterior part (input block)；29：Auxiliary power transfer unit；55：Outlet side one-way clutch；E：
Engine (driving source)；M1：Period of engagement timing unit；M2：It is required that driving force detection unit；M3：Outlet side it is unidirectional from
Clutch forced engagement lifting unit；T：The defined time；T1：Time as defined in 1st (defined time)；T2：When as defined in the 2nd
Between (defined time)；U：Variable-speed unit.
Embodiment
Hereinafter, embodiments of the present invention are illustrated with reference to the accompanying drawings.
【1st embodiment】
First, the 1st embodiment of the present invention is illustrated based on Fig. 1~Figure 18.
As shown in figure 1, power transmission apparatus for vehicle transmits engine E driving force via the axletree 10,10 of left and right
To driving wheel W, W, the power transmission apparatus for vehicle has buncher T, the 1st power transmission switching mechanism S1, the 2nd power
Transmit switching mechanism S2 and differential mechanism D.1st power transmission switching mechanism S1 allow hand over parking gear, reverse gear shift, neutral and
Forward gear.2nd power transmission switching mechanism S2 allow hand over generally traveling and engine-braking condition, idle stop state and
Malfunction.
Next, being illustrated based on Fig. 1~Fig. 7 to the structure of power transmission apparatus for vehicle.
As shown in figure 1, input shaft 11 is transmitted by input shaft main part 11A and than input shaft main part 11A by driving force
The input shaft upstream portion 11B of direction upstream side (engine E sides) is constituted, and input shaft main part 11A is connected with buncher T,
Input shaft upstream portion 11B is connected with engine E.Damper 51 is provided between input shaft upstream portion 11B and engine E, defeated
Enter and input side jaw clutch 52 is provided between axle main part 11A and input shaft upstream portion 11B.Input side jaw clutch 52 exists
Engagement state, but the debonding when input shaft main part 11A described later is blocked are maintained when generally, so as to separate input shaft master
Body portion 11A and input shaft upstream portion 11B.
I.e., as shown in figure 16, input shaft main part 11A right-hand member is supported on transmission case (not shown) by ball bearing 53
Body, input shaft upstream portion 11B left end periphery is embedded in input shaft main part 11A right-hand member in the way of rotating against freely
Inner circumferential.The inner circumferential spline of input side jaw clutch 52 is entrenched in input shaft main part 11A periphery and input shaft upstream portion
On 11B periphery, when being moved to the left input side jaw clutch 52 using shift fork 54, the flower of input side jaw clutch 52
Key departs from from input shaft upstream portion 11B spline, and thus, input shaft main part 11A is separated with input shaft upstream portion 11B.
As shown in Figure 2 and Figure 7, output shaft 12 is passed by output shaft main part 12A and than output shaft main part 12A by driving force
The output shaft downstream portion 12B for passing direction downstream (driving wheel W, W sides) is constituted, and output shaft main part 12A is connected to variable speed
Device T, output shaft downstream portion 12B are connected to the 2nd power transmission switching mechanism S2.In output shaft main part 12A and output shaft downstream
Outlet side one-way clutch 55 is provided between portion 12B.When output shaft main part 12A rotating speed exceedes output shaft downstream portion 12B's
During rotating speed, outlet side one-way clutch 55 is engaged, when output shaft main part 12A rotating speed turning less than output shaft downstream portion 12B
When fast, the debonding of outlet side one-way clutch 55.
As shown in Figures 2 and 3, the buncher T of present embodiment is by with mutually isostructural multiple (in embodiment party
It is 4 in formula) variable-speed unit U ... axially overlaps, and these variable-speed units U ... possesses abreast configure shared defeated
Enter axle 11 and the 1st shared output shaft 12, being rotated in for input shaft 11 is decelerated or be transferred to after accelerating the 1st output shaft 12.
Below, the structure as representative to a variable-speed unit U is illustrated.With engine E be connected and rotate it is defeated
Enter axle 11 in the way of rotating against freely to run through in the hollow rotary shaft 14a of shifting actuator 14 as electro-motor
Portion.The rotor 14b of shifting actuator 14 is fixed on rotary shaft 14a, and stator 14c is fixed on housing.The rotation of shifting actuator 14
Axle 14a can be rotated with input shaft 11 with identical speed, further, it is possible to relative to the relative rotation at different rates of input shaft 11
Turn.
The 1st little gear 15, the row of crank-like are fixed with the input shaft 11 through the rotary shaft 14a of shifting actuator 14
Carrier 16 is connected to the rotary shaft 14a of shifting actuator 14 in the way of across the 1st little gear 15.Diameter and the 1st little gear
The little gear 17,17 of 15 identical 2 the 2nd is supported on by means respectively of pinion pin 16a, 16a to cooperate and structure with the 1st little gear 15
Into on the position of equilateral triangle, the gear ring 18a and these the 1st little gears in the inside of the eccentric disc 18 of circular plate type are eccentrically formed
15 and the 2nd little gear 17,17 is engaged.The ring portion 19b set in the bar portion 19a of connecting rod 19 one end is by ball bearing 20 with phase
The outer peripheral face of eccentric disc 18 is embedded in the mode rotated freely.
The 1st one-way clutch 21 located at the periphery of the 1st output shaft 12 has：The exterior part 22 of ring-type, it passes through pin 19c
It is pivotally supported on the bar portion 19a of connecting rod 19；Inner part 23, it is configured at the inside of exterior part 22, and is fixed on the 1st output
Axle 12；And roller 25 ..., its be configured at the inner circumferential of exterior part 22 arc surface and inner part 23 periphery plane between shape
Into wedge-like space in, the force and by spring 24 ....
Can be clear and definite according to Fig. 2,4 variable-speed unit U ... have the planet carrier 16 of crank-like jointly, pass through the 2nd little gear
17th, 17 it is supported on the phase of the eccentric disc 18 on planet carrier 16 each 90 ° of difference in each variable-speed unit U.For example, in fig. 2,
The variable-speed unit U of left end eccentric disc 18 is displaced in figure top relative to input shaft 11, and the 3rd variable-speed unit U's is inclined from left to right
Cartridge 18 is displaced in figure lower section relative to input shaft 11, from left to right the 2nd and the 4th variable-speed unit U, U eccentric disc 18,18
In above-below direction centre position.
Can be clear and definite according to Fig. 1, buncher T has the power transfer unit 29 of auxiliary, and the power of above-mentioned auxiliary is passed
Driving force can be transmitted with the path different from above-mentioned 6 variable-speed unit U ... by passing unit 29.That is, in the upstream side of input shaft 12
2nd sprocket wheel 27 of the 1st sprocket wheel 26 set on the input shaft upstream portion 11B of (engine E sides) with being set in transmission axle 13 leads to
Cross endless chain 28 to connect, above-mentioned transmission axle 13 is embedded in the downstream (differential of the 1st output shaft 13 in the way of rotating against freely
Device D sides) output shaft downstream portion 12B periphery, these the 1st sprocket wheels 26, the 2nd sprocket wheel 27 and endless chain 28 constitute auxiliary power
Transfer unit 29.
Can be clear and definite according to Fig. 7, the 1st power transmits switching mechanism S1 except being entrenched in axletree freely with rotating against
Beyond 1st output shaft 12 of the tubular on 10 periphery, also it is entrenched in freely on the periphery of axletree 10 with rotating against
2nd output shaft 31 of tubular and the 3rd output for rotating against the tubular being entrenched in freely on the periphery of the 2nd output shaft 31
Axle 32.The 4th periphery spline 12a is formed with the output shaft downstream portion 12B of the 1st output shaft 12 right-hand member, in the 2nd output shaft 31
Left end is formed with the 5th periphery spline 31a, and the 6th periphery spline 32a is formed with the left end of the 3rd output shaft 32.
Constitute the 4th periphery spline 12a, the 5th periphery spline for the 1st engagement switching mechanism 33 being made up of jaw clutch
31a and the 6th periphery spline 32a are axially aligned, and the 5th periphery spline 31a and the 6th periphery spline 32a external diameter are equal to each other, and
And it is smaller than the 4th periphery spline 12a external diameter.Also, the sleeve 34 of the 1st engagement switching mechanism 33 has in the external diameter is larger the 2nd
Zhou Huajian 34a and external diameter less 3rd inner circumferential spline 34b, the 2nd inner circumferential spline 34a are engaged all the time with the 4th periphery spline 12a, and
3 inner circumferential spline 34b are engaged all the time with the 6th periphery spline 32a, the 3rd inner circumferential spline 34b only shown in Fig. 7 when being moved to the left with
5th periphery spline 31a is engaged.That is, when sleeve 34 using shift fork 34c from it is as shown in Figure 7 be moved to the left state move right
When, the 3rd inner circumferential spline 34b is released from the 5th engaging for periphery spline 31a.
Planetary gears 35 has the central gear 36, the planet carrier 37 as the 3rd key element, conduct as the 1st key element
The gear ring 38 of 2nd key element and the multiple little gears 39 ... being supported in the way of rotating against freely on planet carrier 37, small tooth
Wheel 39 ... is engaged with central gear 36 and gear ring 38.Central gear 36 is connected with the right-hand member of the 3rd output shaft 32, gear ring 38 and
The right-hand member connection of 2 output shafts 31.
1st inner circumferential spline 41a formation, should on the sleeve 41 for the 2nd engagement switching mechanism 40 being made up of jaw clutch
1st inner circumferential spline 41a and the peripheral part of the planet carrier 37 periphery spline 37a formed and the periphery formed on housing 42 are spent
Key 42a is engaged.Therefore, when sleeve 41 is moved to the left using positions of the shift fork 41b shown in Fig. 7, planet carrier 37 is from housing 42
Separation, when sleeve 41 is moved right using shift fork 41b from the position shown in Fig. 7, planet carrier 37 is combined with housing 42.
2nd power transmission switching mechanism S2 is located between transmission axle 13 and output shaft downstream portion 12B, and is had：Located at biography
Pass the 1st periphery spline 13a on axle 13, the 2nd periphery spline 12b on output shaft downstream portion 12B and the 3rd periphery spline
12c, the sleeve 43 with inner circumferential spline 43a, the shift fork 43b of drive sleeve 43 and it is configured at output shaft downstream portion 12B and
The 2nd one-way clutch 45 between 2 periphery spline 12b.
Sleeve 43 can take following position：Move position in the left side that 1st periphery spline 13a and the 2nd periphery spline 12b is combined；
The middle position that 1st periphery spline 13a, the 2nd periphery spline 12b and the 3rd periphery spline 12c are combined；And spend the 2nd periphery
Move position in the right side that key 12b and the 3rd periphery spline 12c is combined.Also, configure in output shaft downstream portion 12B and the 2nd periphery spline
The 2nd one-way clutch 45 between 12b is engaged when output shaft downstream portion 12B rotating speed exceedes the rotating speed of transmission axle 13.
The differential casing 47 for constituting differential mechanism D gabarit is connected with the right-hand member of the 2nd output shaft 31.Differential mechanism D has：One
To little gear 49,49, it is supported on pinion shaft 48 in the way of rotating freely, and the pinion shaft 48 is fixed on differential casing
On 47；And side gear 50,50, it is fixedly installed on the end of axletree 10,10, and is engaged with little gear 49,49.
Further, since outlet side one-way clutch 55 maintains engagement state in the usual traveling of vehicle, therefore, if
Its period of engagement is elongated, then the durability of outlet side one-way clutch 55 may decline.That is, when being configured at the He of input shaft 11
The connecting rod 19 ... and the 1st one-way clutch 21 ... of multiple variable-speed unit U ... between output shaft 12 is continuous with defined order
When ground transmits driving force, the driving force transmitted under the engagement state of the 1st one-way clutch 21 ... becomes big, in the 1st one-way clutch
The driving force transmitted under the engagement releasing state of device 21 ... diminishes, if the variation of the driving force is long lasting for engaging-in to arrive
The position of roller between the exterior part and inner part of outlet side one-way clutch 55 gradually offsets, thus, exterior part and inner part
Concentric be destroyed, may due to the reason the big load of local action so that outlet side one-way clutch 55 it is resistance to
Long property declines.Accordingly, it would be desirable to the situation by exceeding the defined time in the period of engagement of outlet side one-way clutch 55
Temporary transient debonding down, concentric is returned to the exterior part and inner part that make outlet side one-way clutch 55.
As shown in figure 17, the forced engagement of the durability for ensuring outlet side one-way clutch 55 releases the electronics of device
Control unit U has：Period of engagement timing unit M1, it is connected with timer Sa；It is required that driving force detection unit M2, its
It is connected with gas pedal jaw opening sensor Sb；And outlet side one-way clutch forced engagement lifting unit M3, it holds with engagement
Continue time timing unit M1 and require the M2 connections of driving force detection unit.
Period of engagement timing unit M1 is according to timer Sa output come to being engaged from outlet side one-way clutch 55
The period of engagement risen carries out timing.It is required that what driving force detection unit M2 was exported according to gas pedal jaw opening sensor Sb
Gas pedal aperture is come the intention that detects the deceleration intention of driver or make acceleration die down.Outlet side one-way clutch is forced to connect
Lifting unit M3 is closed to be controlled stepless according to period of engagement timing unit M1 and the output for requiring driving force detection unit M2
The action of speed changer T shifting actuator 14, forcibly to release the engagement of outlet side one-way clutch 55.
Next, being illustrated to the effect for possessing the embodiments of the present invention of said structure.
First, the effect to a buncher T variable-speed unit U is illustrated.When making the rotation of shifting actuator 14
When rotating shaft 14a is rotated against relative to input shaft 11, planet carrier 16 rotates around the axis L1 of input shaft 11.Now, planet carrier 16
The center of equilateral triangle that is formed of center O, i.e. the 1st little gear 15 and 2 the 2nd little gears 17,17 around input shaft 11 axle
Line L1 rotates.
Fig. 3 and Fig. 5 show that the center O of planet carrier 16 is located at the 1st output relative to the 1st little gear 15 (i.e. input shaft 11)
The state of the opposite side of axle 12, now eccentric disc 18 is maximum relative to the offset of input shaft 11, buncher T gearratio into
For OD (over drive, hypervelocity driving) state.Fig. 4 and Fig. 6 show the center O of planet carrier 16 relative to the 1st little gear 15
(i.e. input shaft 11) is located at the state with the phase the same side of the 1st output shaft 12, now bias of the eccentric disc 18 relative to input shaft 11
Amount is zero, and buncher T gearratio turns into infinitely great GN (gear neutral, Geared neutral) state.
Under the OD states shown in Fig. 5, when rotating input shaft 11 using engine E, and with identical with input shaft 11
Speed make shifting actuator 14 rotary shaft 14a rotate when, input shaft 11, rotary shaft 14a, planet carrier 16, the 1st little gear
15th, 2 the 2nd little gears 17,17 and eccentric disc 18 are in the state of being integrally formed, centered on input shaft 11 counterclockwise
(reference arrow A) eccentric rotary.During (Cs) of state rotation from (B) in from (A) in Fig. 5 by Fig. 5 to Fig. 5,
Connecting rod 19 make by pin 19c pivot suspensions its bar portion 19a end exterior part 22 counterclockwise (reference arrow B)
Rotation, the ring portion 19b of the wherein connecting rod 19 rotates against the periphery for being supported on eccentric disc 18 freely by ball bearing 20.Figure
(C) in (A) and Fig. 5 in 5 shows the two ends rotated along above-mentioned arrow B directions of exterior part 22.
So, when exterior part 22 rotates to arrow B directions, the engaging-in exterior part to the 1st one-way clutch 21 of roller 25 ...
In the space of wedge-like between 22 and inner part 23, the rotation of exterior part 22 is transmitted to the 1st output shaft 12 via inner part 23, because
This, (reference arrow C) rotates the 1st output shaft 12 counterclockwise.
When the little gear 15 of input shaft 11 and the 1st is further rotated, make gear ring 18a and the 1st little gear 15 and the 2nd little gear
17th, (reference arrow A) carries out eccentric rotary to the eccentric disc 18 of 17 engagements counterclockwise.Passing through Fig. 5 from (C) in Fig. 5
In (D) (A) into Fig. 5 state rotation during, connecting rod 19 makes by pin 19c pivot suspensions its bar portion 19a's
(reference arrow B ') rotates the exterior part 22 of end clockwise, and the ring portion 19b of the wherein connecting rod 19 passes through ball bearing
20 rotate against the periphery for being supported on eccentric disc 18 freely.(A) in (C) and Fig. 5 in Fig. 5 shows the edge of exterior part 22
The two ends that above-mentioned arrow B ' directions rotate.
So, when exterior part 22 rotates along arrow B ' directions, roller 25 ... one side compression spring 24 ... is while by from outside
The space of wedge-like between part 22 and inner part 23 is released, and thus, exterior part 22 skids relative to inner part 23, so that the 1st is defeated
Shaft 12 does not rotate.
As described above, when exterior part 22 carries out reciprocating rotary, only the direction of rotation of exterior part 22 is side counterclockwise
During to (reference arrow B), (reference arrow C) rotates the 1st output shaft 12 counterclockwise, therefore, the interval of the 1st output shaft 12
Ground rotates.
Effect when Fig. 6 shows to operate buncher T under GN states.Now, due to input shaft 11 position with partially
The center of cartridge 18 is consistent, therefore eccentric disc 18 is relative to the offset vanishing of input shaft 11.In this condition, when utilization hair
Motivation E make input shaft 11 rotate and with make with the same speed of input shaft 11 shifting actuator 14 rotary shaft 14a rotate when,
Input shaft 11, rotary shaft 14a, planet carrier 16, the 1st little gear 15,2 the 2nd little gears 17,17 and eccentric disc 18 are as one
(reference arrow A) carries out eccentric rotary counterclockwise centered on input shaft 11 in the state of body.But, due to eccentric disc
18 offset is zero, therefore the reciprocating stroke of connecting rod 19 is also zero, and the 1st output shaft 12 does not rotate.
Therefore, if driving shifting actuator 14 and the position of planet carrier 16 being set in into Fig. 3 OD states and Fig. 4 GN
Between state, then the operating under any gearratio between defined gearratio and unlimited big speed ratio can be realized.
In buncher T, the phase of the eccentric disc 18 ... for 4 variable-speed unit U ... being set up in parallel mutually staggers
90 °, therefore, 4 variable-speed unit U ... alternately transmit in the 1st one-way clutch 21 ... of driving force, i.e., 4 any one must
Engagement state is so in, thereby, it is possible to make the 1st continuously rotation of output shaft 12.
Next, the effect for transmitting switching mechanism S1 to the 1st power is illustrated, above-mentioned 1st power transmits switching mechanism
S1 is used to switch parking gear, reverse gear shift, neutral and forward gear.
As shown in Figure 8 and Figure 9, when the sleeve 34 for making the 1st engagement switching mechanism 33 is moved to the left, by the 1st output shaft 12
Output shaft downstream portion 12B, the 2nd output shaft 31 and the 3rd output shaft 32 are combined as a whole, and make the 2nd engagement switching mechanism 40
Sleeve 41 is moved right, when the planet carrier 37 of planetary gears 35 is combined with housing 42, and parking gear is established.
When parking is kept off, the gear ring of planetary gears 35 is incorporated into the 2nd output shaft 31 of the one of differential casing 47
38, also, above-mentioned 2nd output shaft 31 via the 1st engagement switching mechanism 33 and the 3rd output shaft 32 and with planetary gears 35
Central gear 36 is connected, in addition, the planet carrier 37 of planetary gears 35 via the 2nd engagement switching mechanism 40 and with the knot of housing 42
Close.Its result is that planetary gears 35 turns into lock-out state, is restricted to via differential mechanism D connected driving wheel W, W
It can not rotate.
As shown in figs, when the sleeve 34 for making the 1st engagement switching mechanism 33 moves right, by output shaft downstream portion
12B is combined with the 3rd output shaft 32 and is separated the 2nd output shaft 31, also, makes the sleeve 41 of the 2nd engagement switching mechanism 40 to the right
Mobile, when the planet carrier 37 of planetary gears 35 is combined with housing 42, reverse gear shift is established.
In reverse gear shift, from buncher T to the output shaft downstream portion 12B of the 1st output shaft 12 export driving force with
Path as the 1st engagement 37 → gear ring of output shaft 32 → central gear, 36 → planet carrier 38 of switching mechanism 33 → the 3rd is passed
To differential casing 47, while becoming to reversely rotate after being decelerated in planetary gears 35, thereby, it is possible to make vehicle rollback
Traveling.
As shown in Figure 8 and Figure 11, when the sleeve 34 for making the 1st engagement switching mechanism 33 moves right, by output shaft downstream portion
12B is combined with the 3rd output shaft 32 and is separated the 2nd output shaft 31, also, makes the sleeve 41 of the 2nd engagement switching mechanism 40 to the left
It is mobile, by the planet carrier 37 of planetary gears 35 from housing 42 separate when, neutral is established.
In neutral, because the planet carrier 37 of planetary gears 35 is separated from housing 42, therefore gear ring 38 becomes able to
Rotate freely, and the 2nd output shaft 31 becomes able to rotate freely, and therefore, differential casing 47 becomes able to rotate freely, from
And driving wheel W, W are changed into not restrained state.In this condition, engine E driving force from buncher T with output shaft
Path as the output shaft 32 of the engagement of downstream portion 12B → 1st switching mechanism 33 → the 3rd is passed to central gear 36, but by
It is not restrained in planet carrier 37, thus planetary gears 35 dallied, driving force will not be passed to differential mechanism D.
As shown in figs. 9 and 12, when the sleeve 34 for making the 1st engagement switching mechanism 33 is moved to the left, by output shaft downstream portion
12B, the 2nd output shaft 31 and the 3rd output shaft 32 are combined as a whole, and make the sleeve 41 of the 2nd engagement switching mechanism 40 to moving to left
It is dynamic, by the planet carrier 37 of planetary gears 35 from housing 42 separate when, forward gear is established.
In forward gear, because the gear ring 38 of planetary gears 35 with central gear 36 engages switching mechanism by the 1st
33 combine, therefore planetary gears 35 becomes the state that can rotate integrally.Its result is to be output to from buncher T
Output shaft downstream portion 12B driving force is nibbled according to the path of the 1st engagement output shaft 31 of switching mechanism 33 → the 2nd or according to the 1st
The path for closing the 37 → gear ring of output shaft 32 → central gear, 36 → planet carrier 38 of switching mechanism 33 → the 3rd is passed to differential carrier
Body 47, can make vehicle advance and travel.
As described above, the buncher T of present embodiment the 1st output shaft 12 is via the 1st one-way clutch 21 ... quilt
Driving force, therefore the travel direction rotation that can only march forward are transmitted, still, by the way that the 1st with forward-reverse handoff functionality is moved
Power transmission switching mechanism S1 configurations can enter in the downstream of the 1st output shaft 12 in the electro-motor for being not provided with retreating traveling
Vehicle rollback is travelled in the case of row hybrid power.
Also, in addition to forward gear and reverse gear shift, the 1st power transmission switching mechanism S1 can also set up parking gear and empty
Gear, therefore, it can to make power transmission more small portable in itself.
Then, the effect that the 2nd power transmits switching mechanism S2 is illustrated, above-mentioned 2nd power transmission switching mechanism S2
For switching generally traveling and engine-braking condition, idle stop state and malfunction.
As shown in fig. 10 and fig. 12, the 1st power transmission switching mechanism S1 be located at above-mentioned parking gear, reverse gear shift, neutral with
And under the usual state of any one in forward gear, the 2nd power transmission switching mechanism S2 sleeve 41 is moved to the left, so that even
Meet the 1st periphery spline 13a and output shaft downstream portion 12B of transmission axle 13 the 2nd periphery spline 12b.Therefore, in forward gear or
During car bumper downward driving, engine E driving force is not only passed to output shaft downstream portion from input shaft 11 via variable-speed unit U ...
12B, also from input shaft 11 via the auxiliary power transfer unit 29 being made up of the 1st sprocket wheel 26, the sprocket wheel 27 of endless chain 28 and the 2nd
And transmission axle 13 is passed to, and be passed to from the 1st periphery spline 13a of transmission axle 13 outside the 2nd of output shaft downstream portion 12B the
Zhou Huajian 12b.
But, variable-speed unit U ... gear ratio is set to be greater than the gear ratio of auxiliary power transfer unit 29, therefore,
The rotating speed (i.e. the 2nd periphery spline 12b rotating speed) of transmission axle 13 is more than output shaft downstream portion 12B rotating speed, the 2nd one-way clutch
45 debondings, so that without the power transmission via auxiliary power transfer unit 29, vehicle passes through via variable-speed unit U ...
Power transmission and advance traveling or retreat traveling.
When vehicle is changed into deceleration regime during traveling of advancing under forward gear, as shown in figure 13, due to starting
Machine rotating speed is reduced, variable-speed unit U ... the 1st one-way clutch 21 ... debonding, and the driving force from driving wheel W, W is via difference
Fast device D and the 1st power transmission switching mechanism S1 is passed to output shaft downstream portion 12B.Now, output shaft downstream portion 12B turn
The fast rotating speed for being more than the transmission axle 13 being connected by auxiliary power transmission mechanism 29 with input shaft 11 be (i.e. the 2nd periphery spline 12b's
Rotating speed), because the 2nd one-way clutch 45 is engaged, output shaft downstream portion 12B driving force is via the He of auxiliary power transfer unit 29
Input shaft 11, which is reversed, is transferred to engine E, so as to make engine braking play a role.
Even vehicle in reverse gear shift retrogressing traveling in slow down in the case of, due to output shaft downstream portion 12B to
Identical direction rotates in advance traveling during forward gear, thus, it is also possible to similarly make engine braking play a role.
During advance traveling under forward gear, when vehicle further slows down, as shown in figure 14, pass the 2nd power
The sleeve 41 for passing switching mechanism S2 moves right, by output shaft downstream portion 12B the 2nd periphery spline 12b and the 3rd periphery spline
12c is combined.Its result is, due to the output shaft downstream portion 12B that is rotated by the driving force from driving wheel W, W back transfer from
Transmission axle 13 (that is, from engine E) is separated, therefore, it is possible to realize the idle stop in Reduced Speed Now, so as to realize fuel
The saving and reduction of consumption.
In the case where variable-speed unit U ... breaks down and can not travelled so as to vehicle, as shown in figure 15, the 2nd power is passed
The sleeve 41 for passing switching mechanism S2 is placed in middle position, by the 1st periphery spline 13a of transmission axle 13, output shaft downstream portion 12B
2nd periphery spline 12b is combined with the 3rd periphery spline 12c.Its result is, due to transmission axle 13 and output shaft downstream portion 12B without
Cross the 2nd one-way clutch 45 and be directly connected to, therefore, engine E driving force is transmitted from input shaft 11 via auxiliary power
Unit 29, transmission axle 13, output shaft downstream portion 12B, the 1st power transmission switching mechanism S1 and differential mechanism D be transferred to driving wheel W,
W, can make vehicle advance traveling or retreat to drive to repair workshop.
It additionally, there are the situation for occurring following failure：Due to supporting the input shaft main part 11A (reference picture of ball bearing 53
16) or support connection bar 19 ring portion 19b ball bearing 20 (reference picture 3) breakage, input shaft main part 11A blocks and can not
Rotation.In the case where occurring the failure, if engine E is connected with input shaft main part 11A in indissociable mode, deposit
It is flame-out and can not operate in engine E, therefore vehicle is the problem of can not travel.
But, according to present embodiment, when input shaft main part 11A is blocked, by making input side jaw clutch 52
Debonding, input shaft upstream portion 11B is separated from input shaft main part 11A, therefore, by switching to the event illustrated by Figure 15
The pattern of barrier state, can using auxiliary power transfer unit 29 by engine E driving force from input shaft upstream portion 11B without
Output shaft downstream portion 12B is transferred to by buncher T, so that vehicle carries out keeping out of the way traveling.
During this keeps out of the way traveling, because engine E and driving wheel W, W are directly connected to, it is thus possible to enough make to start mechanism
Dynamic to play a role, still, there are the following problems：When the vehicle is stopped, the engine E being directly connected to driving wheel W, W stops working.But
It is, according to present embodiment, when the vehicle is stopped, if the sleeve 41 for making the 2nd power transmit switching mechanism S2 is moved to the left, to connect
The 1st periphery spline 13a and output shaft downstream portion 12B of transmission axle 13 the 2nd periphery spline 12b are met, then is inputted to transmission axle 13
Engine E driving force because the 2nd one-way clutch 45 skids and is not delivered to output shaft downstream portion 12B, even in vehicle
In the state of stopping, idle running can be also carried out without making engine E stop working.
In addition, bearing as supporting output shaft main part 12A or the located at output shaft main part 12A periphery the 1st unidirectional
Clutch 21 ... is during destruction, it is possible to occurs output shaft main part 12A and blocks without revolvable failure.Occurring the failure
In the case of, there is problems with：Output shaft main part 12A is transferred to because driving wheel W, W rotation are reversed, therefore vehicle is not
It can travel, or, even if to carry out keeping out of the way traveling using auxiliary power transfer device 29, but because its driving force is reversed transmission
To the output shaft main part 12A blocked, therefore vehicle can not be travelled.
But, according to present embodiment, when output shaft main part 12A is blocked, if making input side jaw clutch 52
Debonding, input shaft upstream portion 11B is separated from input shaft main part 11A, then reversely passed from output shaft downstream portion 12B sides
In the presence of the driving force passed, the automatically debonding of outlet side one-way clutch 55, by output shaft downstream portion 12B from output shaft
Main part 12A is separated, and thus, switches to the pattern of the malfunction illustrated by Figure 15, will using auxiliary power transfer unit 29
Engine E driving force is transferred to output shaft downstream portion 12B from input shaft upstream portion 11B not via buncher T, so that
Do not transfer a driving force to the output shaft main part 12A blocked and vehicle can be made to keep out of the way traveling.
Now, it is assumed that input side jaw clutch 52 is engagement, then engine E driving force is via variable-speed unit U ...
The output shaft main part 12A blocked is passed to the 1st one-way clutch 21 ..., but by making input side jaw clutch in advance
52 debondings, can solve the above problems.
It is identical with the situation of the input shaft upstream portion 11B failures blocked, during traveling is kept out of the way, due to engine E
It is directly connected to driving wheel W, W, it is thus possible to engine braking is played a role.In addition in traveling is kept out of the way, when vehicle stops
When, if the sleeve 41 for making the 2nd power transmit switching mechanism S2 is moved to the left, input to the engine E of transmission axle 13 drive
Power is because the 2nd one-way clutch 45 skids and is not delivered to output shaft downstream portion 12B, therefore, the shape stopped even in vehicle
Under state, idle running can be also carried out without making engine E stop working.
In addition, occurring the input shaft main part 11A feelings blocked with the failure beyond the blocking of output shaft main part 12A
Under condition, it is not necessary to make the debonding of input side jaw clutch 52, but if making the debonding of input side jaw clutch 52
By input shaft main part 11A from input shaft upstream portion 11B separate, then be prevented from dragging for buncher T, thus save and
Reduce Fuel Consumption.
As described above, according to present embodiment, it is not necessary to which setting makes what the axial dimension of power transmission apparatus for vehicle increased
Motor, can also make vehicle advance and travel and retreat traveling, meanwhile, no matter when advancing traveling or in retrogressing traveling
When, engine braking can be made, and it is possible to idle stop of the vehicle in Reduced Speed Now is realized, or variable-speed unit U ... events
Traveling during barrier.In addition, in power transmission apparatus for vehicle, the axial dimension for being connected with the engine E side of input shaft 11 is easy
Increase, but by setting transmission axle 13 in the side of the 1st output shaft 12, the axial dimension increase of the side of input shaft 11 can be suppressed, so that
The axial dimension of power transmission apparatus for vehicle can be suppressed to Min. on the whole.
In addition, input side jaw clutch 52 is configured between input shaft main part 11A and input shaft upstream portion 11B, and
Outlet side one-way clutch 55 is configured between output shaft main part 12A and output shaft downstream portion 12B, thus, even if input shaft
Main part 11A or output shaft main part 12A block failure, vehicle is kept out of the way traveling.
Also, when output shaft main part 12A is blocked and when vehicle is kept out of the way traveling, the output shaft main part 12A's blocked
Rotating speed is zero, on the other hand, output shaft downstream portion 12B by means of from auxiliary power transfer unit 29 transmit come driving force or from
Driving wheel W, W back transfer come driving force and rotated with defined rotating speed, therefore, outlet side one-way clutch 55 is automatic
Debonding, so as to prevent that driving force from transmitting to output shaft main part 12A.When normal, because driving force is from output shaft
Main part 12A is passed to output shaft downstream portion 12B, therefore, and outlet side one-way clutch 55 is engaged automatically, will not be to vehicle
Traveling brings obstacle.
Then, device is released to the forced engagement for protecting outlet side one-way clutch 55 according to Figure 18 flow chart
Effect is illustrated.
First, in step sl, outlet side one-way clutch 55 is detected by period of engagement timing unit M1
Period of engagement, the period of engagement is compared with defined time T set in advance.Its result is, in engagement
Duration is changed into defined more than time T, and in step s 2 by requiring the throttle that driving force detection unit M2 is detected
Pedal aperture reduce and in the case of being judged as that driver has deceleration intention or makes the intention that acceleration dies down, in step S3
In, outlet side one-way clutch forced engagement lifting unit M3 driving bunchers T shifting actuator 14 makes eccentric disc 18
Offset reduce.Then, buncher T gear ratio increase, output shaft main part 12A rotating speed declines, less than output
Axle downstream portion 12B rotating speed, in step s 4, the debonding of outlet side one-way clutch 55, exterior part and inner part are returned to
Concentric, thus, the decline of the durability of outlet side one-way clutch 55 are prevented from possible trouble.
When outlet side 55 debonding of one-way clutch, exterior part and inner part are directly returned to concentric, therefore,
Even if it is also sufficient that the time of the debonding of outlet side one-way clutch 55 is shorter, releases and connect in outlet side one-way clutch 55
Close and exterior part and inner part are returned to after concentric, shifting actuator 14 can be driven and make the offset of eccentric disc 18
Return to original state.When outlet side 55 debonding of one-way clutch, the transmission of driving force is switched off momentarily, acceleration
Reduce, still, by driver there is deceleration intention or make intention that acceleration dies down and when reducing gas pedal aperture
Aforesaid operations are carried out, the incongruity for bringing driver Min. can be suppressed to.
In addition, if driver has deceleration intention or makes intention that acceleration dies down and reduce gas pedal aperture,
Then engine speed declines, and output shaft main part 12A rotating speed is reduced, therefore, finally, and outlet side one-way clutch 55 is released and connect
Close.Therefore, it can both replace reducing the offset of eccentric disc 18, and make outlet side unidirectional by declining engine speed
The debonding of clutch 55, can also by and with eccentric disc 18 the reduction of offset and the decline of engine speed it is defeated to make
Go out the debonding of side one-way clutch 55.
But, due to the decline based on engine speed outlet side one-way clutch 55 engagement release responsiveness compared with
It is low, on the other hand, the engagement of the outlet side one-way clutch 55 of the reduction of the offset based on eccentric disc 18 release responsiveness compared with
Height, therefore, it is possible to more reliably carry out the forced engagement releasing of outlet side one-way clutch.
Also, if driver reduces gas pedal aperture, then as the engine-braking condition shown in Figure 13, come from
Driving wheel W, W driving force are via auxiliary power transfer unit 29 to engine E back transfers, and engine braking plays a role.
According to present embodiment, under the engine braking operation state, due to performing the forced engagement of outlet side one-way clutch 55
Release, therefore, even if outlet side one-way clutch 55 is forced debonding, can also realize the deceleration for sense of not dallying, drive
The incongruity for the person of sailing is eliminated.
【2nd embodiment】
Then, the 2nd embodiment of the present invention is illustrated according to Figure 19 flow chart.
In the 2nd embodiment, during using as defined in the 2nd of time T1 length as defined in time T1 and Bi 1 as defined in the 1st
Between T2, first, in step s 11, pass through the engagement that period of engagement timing unit M1 detects outlet side one-way clutch 55
Duration, period of engagement is compared with time T1 as defined in the set in advance 1st.Its result is, if engagement
Duration more than time T1, then in step s 12, period of engagement is being compared with the 2nd duration as defined in the 1st
Compared with, it is the 2nd more than the duration in period of engagement, also, in step s 13 by requiring that driving force detection unit M2 is detected
The gas pedal aperture arrived reduces, and in the case of being judged as that driver has deceleration intention or makes the intention that acceleration dies down,
In step S15, outlet side one-way clutch forced engagement lifting unit M3 driving bunchers T shifting actuator 14,
Reduce the offset of eccentric disc 18, thus, in step s 16, forcibly make the debonding of outlet side one-way clutch 55.And
And, in the case that period of engagement was less than for the 2nd duration in above-mentioned steps S12, in step S14, as long as oily
Door pedal aperture is zero, then is transferred to above-mentioned steps S15 and above-mentioned steps S16, forcibly solves outlet side one-way clutch 55
Except engagement.
According to present embodiment, due to the size of the size of period of engagement and gas pedal aperture being mutually combined
Judge that the forced engagement that could carry out outlet side one-way clutch 55 is released, connect therefore, it is possible to avoid carrying out unnecessary pressure
Close and release, the incongruity of driver is suppressed to Min..
Embodiments of the present invention are this concludes the description of, but the present invention can be carried out respectively in the range of its main points is not departed from
Plant design alteration.
For example, variable-speed unit U ... quantity is not limited to 4 in embodiment.
Claims (5)
1. a kind of power transmission apparatus for vehicle, in the power transmission apparatus for vehicle, the input that will be connected with driving source (E)
The rotation of axle (11) pass to output shaft (12) multiple variable-speed units (U) be juxtaposed on the input shaft (11) with it is described
Between output shaft (12),
The variable-speed unit (U) each has：
Input side fulcrum (18), it is variable apart from the offset of the axis of the input shaft (11), and with the input shaft
(11) rotate together with；
One-way clutch (21), it is connected to the output shaft (12)；
Outlet side fulcrum (19c), it is arranged on the input block of the one-way clutch (21) (22)；
Connecting rod (19), its two ends are connected to the input side fulcrum (18) and the outlet side fulcrum (19c), and carry out reciprocal
Motion；And
Shifting actuator (14), it changes the offset of the input side fulcrum (18),
The output shaft (12) is by the output shaft main part (12A) that is connected with the variable-speed unit (U) and than the output shaft master
Body portion (12A) is constituted by the output shaft downstream portion (12B) in power direction of transfer downstream, in the output shaft main part (12A)
It is configured between the output shaft downstream portion (12B) when under output shaft described in the rotating ratio of the output shaft main part (12A)
The outlet side one-way clutch (55) that the rotating speed in trip portion (12B) is engaged when high, the feature of the power transmission apparatus for vehicle
It is that the power transmission apparatus for vehicle has：
Period of engagement timing unit (M1), when it continues to the engagement from the outlet side one-way clutch (55) engagement
Between carry out timing；
It is required that driving force detection unit (M2), it detects the requirement driving force of driver；And
Outlet side one-way clutch forced engagement lifting unit (M3), is measured in the period of engagement timing unit (M1)
To period of engagement more than the defined time (T, T1, T2) and described requiring that driving force detection unit (M2) is detected
To driver requirement driving force reduced in the case of, the outlet side one-way clutch forced engagement lifting unit (M3)
Decline the rotating speed of the output shaft main part (12A), so that the outlet side one-way clutch (55) debonding.
2. power transmission apparatus for vehicle according to claim 1, it is characterised in that
The outlet side one-way clutch forced engagement lifting unit (M3) is described by being reduced by the shifting actuator (14)
At least one party in the offset of input side fulcrum (18), and the rotating speed of the reduction driving source (E), it is defeated described in compulsory commutation
Go out the engagement of side one-way clutch (55).
3. power transmission apparatus for vehicle according to claim 1 or 2, it is characterised in that
Time (T1, T2) as defined in described time (T1) and 2nd regulation longer than the time (T1) as defined in the 1st as defined in the 1st
Time (T2) composition,
In the case where period of engagement is more than the time (T1) as defined in 1st, in the requirement driving force vanishing of driver
When, outlet side one-way clutch (55) described in outlet side one-way clutch forced engagement lifting unit (M3) compulsory commutation
Engagement, in the case where period of engagement is more than the time (T2) as defined in 2nd, has subtracted in the requirement driving force of driver
Hour, outlet side one-way clutch (55) described in outlet side one-way clutch forced engagement lifting unit (M3) compulsory commutation
Engagement.
4. power transmission apparatus for vehicle according to claim 1 or 2, it is characterised in that
The power transmission apparatus for vehicle has auxiliary power transfer unit (29), and the auxiliary power transfer unit (29) can be around
Cross the variable-speed unit (U) and make driving force from output shaft downstream portion (12B) back transfer to the input shaft (11),
During auxiliary power transfer unit (29) back transfer driving force, the outlet side one-way clutch forced engagement lifting unit (M3)
The engagement of outlet side one-way clutch (55) described in compulsory commutation.
5. power transmission apparatus for vehicle according to claim 3, it is characterised in that
The power transmission apparatus for vehicle has auxiliary power transfer unit (29), and the auxiliary power transfer unit (29) can be around
Cross the variable-speed unit (U) and make driving force from output shaft downstream portion (12B) back transfer to the input shaft (11),
During auxiliary power transfer unit (29) back transfer driving force, the outlet side one-way clutch forced engagement lifting unit (M3)
The engagement of outlet side one-way clutch (55) described in compulsory commutation.
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| PCT/JP2014/050127 WO2015104805A1 (en) | 2014-01-08 | 2014-01-08 | Vehicle power transmission device |
Publications (2)
| Publication Number | Publication Date |
|---|---|
| CN105793623A CN105793623A (en) | 2016-07-20 |
| CN105793623B true CN105793623B (en) | 2017-07-14 |
Family
ID=53523657
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| CN201480065890.2A Expired - Fee Related CN105793623B (en) | 2014-01-08 | 2014-01-08 | Power transmission apparatus for vehicle |
Country Status (3)
| Country | Link |
|---|---|
| JP (1) | JP6125668B2 (en) |
| CN (1) | CN105793623B (en) |
| WO (1) | WO2015104805A1 (en) |
Families Citing this family (2)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JP6704742B2 (en) * | 2016-02-03 | 2020-06-03 | Ntn株式会社 | Electric brake device |
| CN108681303B (en) * | 2018-05-22 | 2020-08-28 | 东北大学 | Intelligent garage control system based on self-driving and design method |
Citations (3)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN101363536A (en) * | 2007-08-07 | 2009-02-11 | 丰田自动车株式会社 | Control device for vehicular power transmitting apparatus |
| DE102009031801A1 (en) * | 2008-07-21 | 2010-02-04 | Luk Lamellen Und Kupplungsbau Beteiligungs Kg | Adjusting device for stepless transmission, particularly for crank continuously variable transmission, has drive shaft mounted in transmission housing and multiple eccentric units arranged next to each other on drive shaft |
| DE102009039993A1 (en) * | 2008-09-11 | 2010-04-15 | Luk Lamellen Und Kupplungsbau Beteiligungs Kg | Transmission arrangement for crank-continuously variable transmission of motor vehicle, has drive shaft comprising independent and different individual parts, which are connected together in torque proof, centrical and axial manner |
Family Cites Families (7)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| GB8826112D0 (en) * | 1988-11-08 | 1988-12-14 | Egan M J | Variable ratio drive transmission |
| JP2005502543A (en) * | 2001-09-26 | 2005-01-27 | ルーク ラメレン ウント クツプルングスバウ ベタイリグングス コマンディートゲゼルシャフト | Drive device |
| DE102009013996A1 (en) * | 2008-04-15 | 2009-10-22 | Luk Lamellen Und Kupplungsbau Beteiligungs Kg | Device for adjusting the eccentricity for a crank-CVT transmission |
| JP2012255473A (en) * | 2011-06-08 | 2012-12-27 | Honda Motor Co Ltd | Power transmission device for vehicle |
| JP5538306B2 (en) * | 2011-06-14 | 2014-07-02 | 本田技研工業株式会社 | Drive control device and drive control method |
| JP5382882B2 (en) * | 2011-07-25 | 2014-01-08 | 本田技研工業株式会社 | Continuously variable transmission mechanism and automobile drive system |
| JP5234443B2 (en) * | 2011-08-29 | 2013-07-10 | 本田技研工業株式会社 | Drive control device and drive control method |
-
2014
- 2014-01-08 CN CN201480065890.2A patent/CN105793623B/en not_active Expired - Fee Related
- 2014-01-08 JP JP2015556665A patent/JP6125668B2/en not_active Expired - Fee Related
- 2014-01-08 WO PCT/JP2014/050127 patent/WO2015104805A1/en active Application Filing
Patent Citations (3)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN101363536A (en) * | 2007-08-07 | 2009-02-11 | 丰田自动车株式会社 | Control device for vehicular power transmitting apparatus |
| DE102009031801A1 (en) * | 2008-07-21 | 2010-02-04 | Luk Lamellen Und Kupplungsbau Beteiligungs Kg | Adjusting device for stepless transmission, particularly for crank continuously variable transmission, has drive shaft mounted in transmission housing and multiple eccentric units arranged next to each other on drive shaft |
| DE102009039993A1 (en) * | 2008-09-11 | 2010-04-15 | Luk Lamellen Und Kupplungsbau Beteiligungs Kg | Transmission arrangement for crank-continuously variable transmission of motor vehicle, has drive shaft comprising independent and different individual parts, which are connected together in torque proof, centrical and axial manner |
Also Published As
| Publication number | Publication date |
|---|---|
| CN105793623A (en) | 2016-07-20 |
| JPWO2015104805A1 (en) | 2017-03-23 |
| JP6125668B2 (en) | 2017-05-10 |
| WO2015104805A1 (en) | 2015-07-16 |
Similar Documents
| Publication | Publication Date | Title |
|---|---|---|
| CN104541089B (en) | Vehicular power transmission device | |
| CN104999909B (en) | Power transmission apparatus for vehicle | |
| CN105637265A (en) | Automatic transmission control device | |
| CN105793623B (en) | Power transmission apparatus for vehicle | |
| CN105190100B (en) | Power transmission apparatus for vehicle | |
| CN104797857B (en) | Power transmission apparatus for vehicle | |
| CN104797860B (en) | Power transmission apparatus for vehicle | |
| JP2008232246A (en) | Transmission for industrial vehicle | |
| CN104797858B (en) | Vehicle power transmission | |
| CN105917139B (en) | Power transmission apparatus for vehicle | |
| KR101836508B1 (en) | Automated manual transmission | |
| CN205818907U (en) | A kind of Two axle drive system and be configured with the electric automobile of this system | |
| CN105659008B (en) | With can be by the commanding apparatus of active cylinder that is manipulated for the gearshift drum of controlled clutch | |
| CN105190099B (en) | Power transmission apparatus for vehicle | |
| CN106068405B (en) | Power transmission apparatus for vehicle | |
| CN104813071B (en) | 9 gear planetary transmissions | |
| CN104369662B (en) | Transmission for vehicle | |
| JPH0544180Y2 (en) | ||
| JP6164439B2 (en) | Power transmission device for vehicle | |
| JP6080308B2 (en) | Power transmission device for vehicle | |
| JPH0518445A (en) | Automatic transmission | |
| JPH0813660B2 (en) | Mobile power transmission device for mobile agricultural machinery | |
| JP2015083853A (en) | Automatic transmission for vehicle | |
| JPS6210850B2 (en) |
Legal Events
| Date | Code | Title | Description |
|---|---|---|---|
| C06 | Publication | ||
| PB01 | Publication | ||
| C10 | Entry into substantive examination | ||
| SE01 | Entry into force of request for substantive examination | ||
| GR01 | Patent grant | ||
| GR01 | Patent grant | ||
| CF01 | Termination of patent right due to non-payment of annual fee | ||
| CF01 | Termination of patent right due to non-payment of annual fee |
Granted publication date: 20170714 |