JP2009083819A - Control method for driving force transmission device in hybrid vehicle - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To provide a control method for driving force transmission device in a hybrid vehicle, preventing the generation of a shock due to sudden engagement of a two-way clutch when the vehicle travels in the reverse direction. <P>SOLUTION: The control method for driving force transmission device in a hybrid vehicle includes: a front wheel taking an engine as a driving source and a rear wheel taking an electric motor with a speed reducer as a driving source, wherein a mechanical two-way clutch 19 is built in a torque transmission passage extending from an output shaft 18 of the electric motor to the rear wheel, thereby preventing turning torque from being transmitted from the rear wheel to the output shaft 18 when a vehicle is traveled by the engine. During traveling on a uphill slope by the drive of the engine and the electric motor, the vehicle is once stopped, and in again traveling in the same direction, when the vehicle is traveled in the reverse direction by its dead load, the electric motor is driven in the direction opposite to the reverse traveling direction, whereby load torque more than the engagement release torque of a sprag 24 of the two-way clutch 19 is applied to an outer ring 22 of the two-way clutch 19. <P>COPYRIGHT: (C)2009,JPO&INPIT

Description

  The present invention relates to a method for controlling a driving force transmission device in a hybrid vehicle in which driving wheels are driven by an engine and auxiliary driving wheels are driven by an electric motor with a reduction gear.

  As a driving force transmission device for a hybrid vehicle that includes an engine and an electric motor and that is used as an assist when the load is large when starting or accelerating, the one described in Patent Document 1 has been conventionally used. Are known.

  In the driving force transmission device described in Patent Document 1, a two-way clutch is incorporated in the torque transmission system from the output shaft of the speed reducer that decelerates the rotation of the electric motor to the auxiliary driving wheel, and during normal driving by driving the engine. The two-way clutch interrupts transmission of rotational torque from the auxiliary drive wheels to the speed reducer.

  Here, the sprag type two-way clutch shown in FIG. 7 is adopted as the two-way clutch. In this sprag type two-way clutch, two retainers 25a and 25b having different diameters are incorporated between opposing surfaces of an outer ring 22 that transmits the rotational torque of the electric motor and an inner ring 23 that transmits the rotational torque to the auxiliary drive wheels. The outer cage 25a is fixed to the outer ring 22, and a plurality of pockets 31 that are radially opposed to each of the cages 25a and 25b are provided at equal intervals in the circumferential direction, and each of the pockets 31 that are radially opposed to each other. The sprag 24 and an elastic member 32 for holding the sprag 24 in the pocket 31 at a substantially central position in the circumferential direction are incorporated.

  In the two-way clutch configured as described above, the sprag 24 is tilted in the circumferential direction by the relative rotation of the outer cage 25a and the inner cage 25b, and the sprags are formed on the cylindrical inner surface 22a of the outer ring 22 and the cylindrical outer surface 23a of the inner ring 23. Rotational torque is transmitted between the outer ring 22 and the inner ring 23 by engaging the cam surfaces at both ends of 24.

JP 11-291774 A

  By the way, in the driving force transmission device for a hybrid vehicle described in the above-mentioned Patent Document 1, the vehicle is temporarily stopped in a state of traveling forwardly on an uphill or traveling backward by driving the engine, and again in the same direction. When starting the vehicle, the following problems occur when the vehicle runs backward due to its own weight.

  That is, when the vehicle is traveling forward on the uphill road, as shown in FIG. 7 (I), the sprag 24 tilts forward, and the cylindrical inner surface 22a of the outer ring 22 and the cylindrical outer surface 23a of the inner ring 23 are moved. It is in the standby state to touch. The inner ring 23 is rotated in the direction indicated by the arrow in FIG.

  When the brake is applied in the forward traveling state on the uphill road and the vehicle is temporarily stopped and then the vehicle is advanced again in the same direction, the inner wheel 23 is moved to the arrow shown in FIG. The sprag 24 is engaged with the cylindrical inner surface 22a of the outer ring 22 and the cylindrical outer surface 23a of the inner ring 23 by the rotation.

  By the engagement of the sprag 24, the rotation of the inner ring 23 is transmitted to the outer ring 22 through the sprag 24, and the outer ring 22 rotates in the direction indicated by the arrow in FIG. At this time, the outer cage 25a and the inner cage 25b fixed to the outer ring 22 rotate relative to each other, and one end surface of the pocket 31 of the inner cage 25b comes into contact with the sprag 24 as shown in FIG. .

  Since the electric motor is in a stopped state during traveling by driving the engine, the load on the outer ring 22 is small, and the engagement force of the sprag 24 is also small, so that the sprag 24 is pressed by the end surface of the pocket 31 so that the sprag 24 is cylindrical inner surface 22a and cylindrical outer surface 23a Is disengaged.

  When the engagement of the sprags 24 is released, the sprags 24 are held in a state close to the neutral position as shown in FIG. At the same time as the engagement of the sprags 24 is released, torque transmission from the inner ring 23 to the outer ring 22 is interrupted, so that the inner holder 25b does not rotate relative to the outer holder 25a, and the sprags 24 are elastic members 32 on both sides. It is held in an unstable neutral state where the elastic force of each is equal.

  If the vehicle continues to run backward, only the inner ring 23 continues to rotate, and the sprag 24 remains in an unstable posture. Therefore, when an external force such as vibration is applied, the sprag 24 rapidly engages and shocks A problem arises that smooth running is hindered by abnormal meshing.

  Even when the vehicle travels backward on the uphill road, the same problem as described above also occurs when the vehicle stops once and the vehicle runs backward.

  An object of the present invention is to provide a control method for a driving force transmission device in a hybrid vehicle that can prevent a shock from being generated due to a sudden engagement of an engagement element of a two-way clutch when the vehicle runs backward. Is to provide.

  In order to solve the first problem, the first invention includes a drive wheel that is rotationally driven using an engine as a drive source, and an auxiliary drive wheel that is rotationally driven using an electric motor with a speed reducer as a drive source. A two-way clutch is incorporated in a torque transmission path from the output shaft of the speed reducer to the auxiliary drive wheel in the electric motor, and the two-way clutch is incorporated inside and outside the outer ring to which the rotational torque from the speed reducer is input. A mechanical type 2 in which an engaging member and a retainer for holding the engaging member are incorporated between the inner ring and the engaging member are engaged with opposing surfaces of the outer ring and the inner ring by relative rotation of the retainer with respect to the outer ring. In a hybrid vehicle comprising a directional clutch, wherein the outer ring and the cage are relatively rotated when the electric motor is driven, and the engagement element is engaged with the opposing surfaces of the outer ring and the inner ring. In the control method of the power transmission device, when the vehicle runs backward due to its own weight when traveling by driving the engine, the electric motor is driven in the same direction as the vehicle traveling direction immediately before the vehicle, so that the torque exceeds the release torque of the engagement element. A configuration was adopted in which load torque was applied to the outer ring.

  According to a second aspect of the invention, there are provided drive wheels that are rotationally driven using an engine as a drive source, and auxiliary drive wheels that are rotationally driven using an electric motor with a speed reducer as a drive source, and the output of the speed reducer in the electric motor. A two-way clutch is incorporated in a torque transmission path from the shaft to the auxiliary drive wheel, and the two-way clutch is provided between an outer ring to which rotational torque from the speed reducer is input and an inner ring incorporated therein. And a mechanical type two-way clutch in which a retainer for holding the engagement element is incorporated, and the engagement element is engaged with the opposing surfaces of the outer ring and the inner ring by relative rotation of the retainer with respect to the outer ring. A control method for a driving force transmission device in a hybrid vehicle in which the outer ring and the cage are relatively rotated during driving to engage the engaging element with the opposing surfaces of the outer ring and the inner ring. When the vehicle runs backward due to its own weight during driving by driving the engine, the electric motor is driven in the reverse running direction until the engagement element is engaged in the reverse direction from the engaged state before the reverse running. A configuration in which the outer ring is rotated is adopted.

  In the control method of the driving force transmission device in the hybrid vehicle according to the first and second inventions, the two-way clutch includes two cages having different diameters between the cylindrical inner surface of the outer ring and the cylindrical outer surface of the inner ring. Built-in, the large-diameter outer cage is fixed to the cylindrical inner surface of the outer ring, and the outer cage and the small-diameter inner cage are provided with pockets facing in the radial direction. The sprag and the sprag are pocketed in the pocket. An elastic member that is held at a substantially central position in the circumferential direction of the inner ring is incorporated, friction resistance is given to the inner cage, and the sprag is tilted by the relative rotation of the inner cage with respect to the outer cage, so that the cylindrical inner surface and inner ring of the outer ring It may be of the sprag type adapted to be engaged with the cylindrical outer surface of the inner ring, or an inner ring is incorporated inside the outer ring, and the inner ring of the outer ring is surrounded by the cylindrical outer surface of the inner ring. A cam surface that forms a narrow wedge-shaped space is provided at both ends of the roller, and a roller incorporated between the cam surface and the cylindrical outer surface is held by a cage, and a frictional resistance is imparted to the cage to retain the cage against the outer ring. It may be of a roller type in which the roller is engaged with the cam surface and the cylindrical outer surface by relative rotation.

  Here, as means for imparting frictional resistance to the cage, an input gear that meshes with a drive gear fixed to the output shaft of the speed reducer is provided on the outer ring, and meshes with the drive gear on the outer periphery of the end of the cage. In addition, a sub-gear having a larger number of teeth than the input gear is fitted, and the sub-gear is pressed against a flange formed on the outer periphery of the cage by an elastic member, or friction is applied to the outer periphery of the cage end. It is possible to adopt a structure in which the plate is fitted, the friction plate is prevented from rotating with respect to the stationary member, and the friction plate is pressed against the flange formed on the outer periphery of the cage by the elastic member. it can.

  As in the first aspect of the invention, when the vehicle runs backward due to its own weight during traveling by driving the engine, the electric motor is driven in the same direction as the vehicle traveling direction immediately before it, and a load greater than the release torque of the engagement element By applying torque to the outer wheel, even when the rotational torque is transmitted from the auxiliary drive wheel to the inner wheel during reverse running of the vehicle, the engagement of the engagement element is not released. For this reason, the engagement element can be held at the engagement position before the vehicle reverse running, and it is possible to prevent the occurrence of inconvenience that the engagement element is suddenly engaged by a load of external force such as vibration.

  Further, as in the second aspect of the invention, when the vehicle runs backward due to its own weight during traveling by driving the engine, the electric motor is driven in the backward running direction so that the engagement element is released from the engaged state before the backward running. By rotating the outer wheel until it engages in the opposite direction, when the vehicle continues to run backward and the inner wheel rotates due to the transmission of rotational torque from the auxiliary drive wheel, the rotation becomes the idling direction of the engagement element, and external forces such as vibration It is possible to prevent the inconvenience that the engaging element is suddenly engaged by the load.

  Embodiments of the present invention will be described below with reference to the drawings. As shown in FIG. 1, the hybrid vehicle 10 is provided with front wheels 11 as drive wheels on the left and right at the front of the vehicle body. A rear wheel 12 as an auxiliary drive wheel is provided at the rear of the vehicle body.

  Further, an engine 13 and an electric motor 16 with a reduction gear are mounted on the vehicle body, and the rotation of the engine 13 is transmitted to the front wheels 11 via the transmission 14 and the differential 15. On the other hand, the rotation of the output shaft 18 of the speed reducer 17 in the electric motor 16 is transmitted to the rear wheel 12 via the two-way clutch 19 and the differential 20.

  2 and 3 show a torque transmission system of the electric motor 16. A drive gear 21 is attached to the output shaft 18 of the speed reducer 17, and the rotation of the drive gear 21 is input to the two-way clutch 19.

  As shown in FIGS. 3 and 4, the two-way clutch 19 is assembled between an outer ring 22, an inner ring 23 incorporated inside the outer ring 22, and a cylindrical inner surface 22 a of the outer ring 22 and a cylindrical outer surface 23 a of the inner ring 23. The sprag 24 and a holder 25 for holding the sprag 24.

  The outer ring 22 and the inner ring 23 are rotatably supported via a bearing 26, and an input gear 27 provided on the outer ring 22 meshes with the drive gear 21.

  The retainer 25 includes two retainers 25 a and 25 b having different diameters, and the outer retainer 25 a is fixed to the cylindrical inner surface 22 a of the outer ring 22 and rotates integrally with the outer ring 22.

  On the other hand, the inner cage 25 b is rotatably supported on the inner ring 23 by a bearing 28. A switch pin 29 extending radially outward is fixed to the inner holder 25b. The switch pin 29 is inserted into a long hole 30 formed in the outer holder 25a in the circumferential direction, and the switch pin 29 is inserted into the inner holder 25b. The outer retainer 25a and the inner retainer 25b are relatively rotatable within a range in contact with both ends of the long hole 30 in the circumferential direction.

  A plurality of radially opposing pockets 31 are formed in the outer retainer 25a and the inner retainer 25b at intervals in the circumferential direction, and a sprag 24 is incorporated in each of the radially opposing pockets 31.

The sprag 24 has a cam surface 24a for normal rotation and a cam surface 24b for reverse rotation at both ends, and is held at a central position in the circumferential direction of the pocket 31 by an elastic member 32 incorporated in the pocket 31 of the inner holder 25b. ing.

  One end portion of the inner cage 25b is located outside the end portion of the outer cage 25a, a flange 33 is formed on the outer periphery of one end portion of the inner cage 25b, and a cylindrical surface extends from the flange 33 to one end surface side of the inner cage 25b. 34 and an engaging groove 35 is provided in the cylindrical surface 34.

  A sub-gear 36 is rotatably fitted to the cylindrical surface 34, and the sub-gear 36 is pressed against the flange 33 by an elastic member 37 such as a disc spring incorporated in the engaging groove 35.

  The sub gear 36 meshes with the drive gear 21, and the number of teeth on the outer periphery is larger than the number of teeth on the input gear 27. For this reason, when the drive gear 21 rotates, the sub gear 36 rotates behind the input gear 27 while slipping at the contact portion with the flange 33.

  As shown in FIGS. 2 and 3, the differential case 40 of the differential 20 is fixed to the inner ring 23, and when rotational torque is transmitted from the inner ring 23 to the differential case 40, the rotational torque is transmitted to the differential mechanism 41. 1 is transmitted to the axle 42 of the rear wheel 12 shown in FIG.

The driving force transmission device for a hybrid vehicle shown in the embodiment has the above structure,
Now, when the electric motor 16 is driven, the rotation of the electric motor 16 is decelerated by the speed reducer 17 and transmitted to the drive gear 21, and is transmitted from the drive gear 21 to the input gear 27 and the sub gear 36.

  Therefore, the outer ring 22 and the outer cage 25 a fixed to the outer ring 22 rotate in one direction, and the inner cage 25 b also rotates in the same direction as the outer ring 22 by the contact between the sub gear 36 and the flange 33.

  At this time, since the number of teeth of the sub gear 36 is larger than the number of teeth of the input gear 27, the sub gear 36 rotates behind the input gear 27 while sliding at the contact portion with the flange 33, and is held outside fixed to the outer ring 22. The container 25a and the inner holder 25b rotate relative to each other.

  Due to the relative rotation of the outer cage 25a and the inner cage 25b, the sprag 24 falls in the direction of rotation of the outer cage 25a, and as shown in FIG. 4 (II), the cylindrical inner surface 22a of the outer ring 22 and the cylinder of the inner ring 23 Engages with the outer shape surface 23a.

  When the outer retainer 25a and the inner retainer 25b rotate relative to each other by a predetermined angle, one end of the long hole 30 formed in the outer retainer 25a comes into contact with the switch pin 29, and the rotation of the outer retainer 25a is inward from the switch pin 29. The inner retainer 25b is transmitted to the retainer 25b and rotates integrally with the outer retainer 25a, and the sprag 24 is retained in the engaged state. The sub gear 36 rotates while sliding at the contact portion with the flange 33.

  By the engagement of the sprag 24 in the two-way clutch 19, the rotation of the outer ring 22 is transmitted to the inner ring 23 through the sprag 24. Further, the rotation of the inner ring 23 is transmitted from the differential case 40 fixed to the inner ring 23 to the axle 42 shown in FIG. 1 through the differential mechanism 41 so that the rear wheel 12 rotates and the vehicle travels.

  When switching the running of the vehicle from the electric motor 16 to the engine 13, the start clutch (not shown) is put into a coupled state, the rotation of the engine 13 is input to the transmission 14, and the front wheels 11 are rotated. The electric motor 16 is stopped simultaneously with the switching of the driving force.

  When the vehicle travels forward by driving the engine 13, when the vehicle travels on an uphill road, stops once with a brake applied, and continues to travel in the same direction again, the two-way clutch 19 when the vehicle moves backward due to its own weight. 7 (I) to 7 (V) are sequentially performed, and the sprags 24 are held in an unstable neutral state in which the elastic forces of the elastic members 32 on both sides are equalized. When an external force such as the above is applied, the sprag 24 suddenly engages and gives a shock, and a problem arises in that smooth running is hindered by abnormal meshing.

  In order to solve such a problem, in the embodiment, when traveling by driving the engine 13, the vehicle runs backward by its own weight, and the inner ring 23 of the two-way clutch 19 is as shown in FIG. When starting to rotate in the direction indicated by the arrow, the electric motor 16 is driven in the same direction as the vehicle traveling direction before reverse running so that a load torque greater than the release torque of the sprag 24 is applied to the outer ring 22.

  As described above, by applying a load torque equal to or greater than the release torque of the sprag 24 to the outer ring 22 by driving the electric motor 16, even when rotational torque is transmitted from the rear wheel 12 to the inner ring 23 during reverse running of the vehicle, The engagement of the sprag 24 is not released, and the sprag 24 can be held in the engaged state during traveling before the vehicle reversely travels as shown in FIG.

  For this reason, as shown in FIG. 7 (V), the sprag 24 is not returned to the disengaged state, and the sprag 24 is suddenly engaged by a load of external force such as vibration. Can be prevented and smooth running can be achieved.

  Further, in order to solve the above problems, when the vehicle runs backward due to its own weight when the engine 13 is driven, the electric motor 16 is driven in the reverse running direction to engage the forward side. The outer ring 22 is rotated to a position where 24 (the sprag 24 in the state shown in FIG. 7 (II)) engages in the opposite direction.

  As described above, by switching the sprag 24 to the backward side by the electric motor 16, when the vehicle continues to run backward and the inner wheel 23 rotates due to the transmission of the rotational torque from the rear wheel 12, the rotation is performed with respect to the sprag 24. Therefore, the sprag 24 is not suddenly engaged by an external force such as vibration in the reverse running state of the vehicle, and a shock can be prevented.

  In the embodiment shown in FIG. 3, the outer retainer 25a and the inner retainer 25b are rotated relative to each other using the sub-gear 36. However, as shown in FIG. The friction plate 50 is rotatably fitted to the friction plate 50, the friction plate 50 is pressed against the flange 33 by the elastic member 37, and is prevented from rotating with respect to the fixed plate 52 fixed to the housing 51 as a stationary member. You may make it load the rotation resistance by friction to the holder | retainer 25b. When the friction plate 50 is prevented from rotating, a configuration in which a protrusion is formed on the outer periphery of the friction plate 50 and the protrusion is engaged with a recess formed in the fixed plate 52 can be employed.

  Also in the case shown in FIG. 5, the sprag 24 can be switched to the engaged position by relatively rotating the outer retainer 25a and the inner retainer 25b when the rotational torque is transmitted from the drive gear 21 to the input gear 27.

  In the embodiment shown in FIG. 3, the two-way clutch 19 is shown as a sprag type, but as shown in FIGS. 6 (I) and (II), the outer ring fixed to the inner diameter surface of the input gear 27. A cam surface 64 is provided on the inner diameter surface of the inner ring 62 so as to form a wedge-shaped space between the cylindrical outer surface 63 of the inner ring 62 and the gap between the opposite ends in the circumferential direction. The cam surface 64 is incorporated between the outer ring 61 and the inner ring 62. The retainer 65 has a pocket 66 formed at a position facing the cam surface 64, a roller 67 in the pocket 66, and an elastic member 68 that holds the roller 67 at a substantially central position in the circumferential direction of the pocket 66. A roller-type two-way clutch 19 incorporating the above may be used.

  In the roller type two-way clutch 19, a switch pin 69 facing radially outward is fixed to the retainer 65, and the switch pin 69 is inserted into a long hole 70 formed in the outer ring 61. The outer ring 61 and the retainer 65 are relatively rotatable within a range in which the switch pin 69 abuts both ends thereof.

  In the adoption of the roller type two-way clutch 19 as described above, here, the sub gear 36 is rotatably fitted to the end portion of the retainer 65, and the sub gear 36 is provided in the retainer 65 by the elastic member 37. When the rotational torque is transmitted from the drive gear 21 to the input gear 27, the outer ring 61 and the retainer 65 are rotated relative to each other so that the roller 67 is engaged with the cam surface 64 and the cylindrical outer surface 63. However, instead of the sub-gear 36, a frictional resistance applying means including the friction plate 50 and the fixed plate 52 shown in FIG.

Overall configuration diagram showing an embodiment of a driving force transmission device for a hybrid vehicle according to the present invention Sectional drawing which shows the torque transmission system of the electric motor of FIG. Sectional drawing which expands and shows a part of FIG. (I) is a cross-sectional view taken along line IV-IV in FIG. 3, and (II) is a cross-sectional view showing an engaged state of a sprag. Sectional drawing which shows the other example of a rotation resistance provision means (I) is a longitudinal front view showing another example of a two-way clutch, and (II) is a sectional view taken along line VI-VI in (I). (I) thru | or (V) is sectional drawing which shows the change of the two-way clutch at the time of vehicle reverse running in steps

Explanation of symbols

11 Front wheels (drive wheels)
12 Rear wheels (auxiliary drive wheels)
13 Engine 16 Electric motor with reduction gear 17 Reduction gear 18 Output shaft 19 Two-way clutch 22 Outer ring 22a Cylindrical inner surface 23 Inner ring 23a Cylindrical outer surface 24 Sprag (engagement element)
25 retainer 25a outer retainer 25b inner retainer 31 pocket 32 elastic member 61 outer ring 62 inner ring 63 cylindrical outer surface 64 cam surface 65 retainer 66 pocket 67 roller (engagement element)

Claims (6)

Torque transmission from the output shaft of the speed reducer to the auxiliary drive wheel in the electric motor, comprising drive wheels that are driven to rotate using the engine as a drive source and auxiliary drive wheels that are driven to rotate using an electric motor with a speed reducer A two-way clutch is incorporated in the path, and the two-way clutch holds an engagement element between an outer ring to which rotational torque from the speed reducer is input and an inner ring incorporated therein, and a retainer for holding the engagement element. And a mechanical type two-way clutch in which the engagement element is engaged with the opposing surfaces of the outer ring and the inner ring by relative rotation of the cage with respect to the outer ring, and the outer ring and the cage are relatively moved when the electric motor is driven. In the control method of the driving force transmission device in the hybrid vehicle in which the engaging element is rotated and engaged with the opposing surfaces of the outer ring and the inner ring,
During traveling by driving the engine, when the vehicle runs backward due to its own weight, the electric motor is driven in the same direction as the vehicle traveling direction immediately before that to load a load torque on the outer ring that is equal to or greater than the release torque of the engagement element. A control method for a driving force transmission device in a hybrid vehicle, characterized in that Torque transmission from the output shaft of the speed reducer to the auxiliary drive wheel in the electric motor, comprising drive wheels that are driven to rotate using the engine as a drive source and auxiliary drive wheels that are driven to rotate using an electric motor with a speed reducer A two-way clutch is incorporated in the path, and the two-way clutch holds an engagement element between an outer ring to which rotational torque from the speed reducer is input and an inner ring incorporated therein, and a retainer for holding the engagement element. And a mechanical type two-way clutch in which the engagement element is engaged with the opposing surfaces of the outer ring and the inner ring by relative rotation of the cage with respect to the outer ring, and the outer ring and the cage are relatively moved when the electric motor is driven. In the control method of the driving force transmission device in the hybrid vehicle in which the engaging element is rotated and engaged with the opposing surfaces of the outer ring and the inner ring,
When the vehicle runs backward due to its own weight during driving by driving the engine, the electric motor is driven in the reverse running direction, and the outer ring is moved until the engagement element is engaged in the reverse direction from the engaged state before the reverse running. A method for controlling a driving force transmission device in a hybrid vehicle, wherein the driving force transmission device is rotated.   The two-way clutch incorporates two cages having different diameters between the cylindrical inner surface of the outer ring and the cylindrical outer surface of the inner ring, and fixes the outer cage having a large diameter to the cylindrical inner surface of the outer ring. And a small-diameter inner cage are provided with pockets opposed in the radial direction, and a sprag and an elastic member that holds the sprag at a substantially central position in the circumferential direction of the pocket are incorporated in the pocket, and the inner cage has a frictional resistance. And a sprag type two-way clutch which is configured to engage the cylindrical inner surface of the outer ring and the cylindrical outer surface of the inner ring by tilting the sprag by relative rotation of the inner cage with respect to the outer cage. 3. A method for controlling a driving force transmission device for a hybrid vehicle according to 2.   The two-way clutch incorporates an inner ring on the inner side of the outer ring, and a cam surface is provided on the inner periphery of the outer ring that forms a narrow wedge-shaped space between the inner ring and the cylindrical outer surface of the inner ring. The roller assembled between the outer surface and the cylindrical outer surface is held by a cage, friction resistance is applied to the cage, and the roller is engaged with the cam surface and the cylindrical outer surface by relative rotation of the cage with respect to the outer ring. The method for controlling a driving force transmission device for a hybrid vehicle according to claim 1, comprising a roller type two-way clutch.   The means for imparting frictional resistance to the cage includes an input gear that meshes with a drive gear fixed to the output shaft of the speed reducer on the outer ring, and meshes with the drive gear on an outer periphery of an end of the cage. 5. The drive of a hybrid vehicle according to claim 3, wherein a sub-gear having a greater number of teeth than the input gear is fitted, and the sub-gear is pressed against a flange formed on the outer periphery of the cage by an elastic member. Control method of force transmission device.   The means for imparting frictional resistance to the cage includes a friction plate fitted to the outer periphery of the end of the cage, the friction plate is prevented from rotating with respect to the stationary member, and the friction plate is secured to the outer circumference of the cage by an elastic member. The method for controlling a driving force transmission device for a hybrid vehicle according to claim 3 or 4, wherein the control method is configured to be pressed against a flange formed on the vehicle.

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