JP2017109544A - Power train - Google Patents

Abstract

PROBLEM TO BE SOLVED: To make it possible to reduce friction in a power train in the case that a one-way clutch is in a clutch non-coupling state.SOLUTION: A power train 1 has an engine 2 and a motor 5, and has a one-way clutch 4 therebetween. An inner race 10 holds a pole 30, and is mechanically connected to the engine 2. An outer race 20 has a recess 21 which receives the pole 30 on an outer peripheral side of the inner race 10. A tension spring 40 energizes the pole 30 to the inner race 10 side by an elastic force, and holds the pole 30 at a clutch release position at which the pole does not contact the outer race 20 when a revolution speed of the engine 2 is equal to or less than a specified value. The pole 30 is projected to the outer race 20 side against an elastic force by a centrifugal force generated in the pole 30 and is brought into contact with the outer race 20 when the revolution speed of the engine 2 exceeds the specified value.SELECTED DRAWING: Figure 3

Description

  The present invention relates to a power train, and more particularly, to one having a one-way clutch.

  In a powertrain such as a hybrid vehicle, a configuration including a one-way clutch between an engine and a motor is known. In such a configuration, power transmission is cut off when the rotational speed of the motor is larger than the rotational speed of the engine.

  As the one-way clutch, a sprag type, a type in which a wedge is formed by a cylindrical roller, a spring, an inner race, and an outer race are known. Patent Document 1 describes an example of a configuration of a sprag type one-way clutch.

JP 2001-206084 A

  However, the conventional power train has a problem that friction occurs when the one-way clutch is in the non-clutch state.

  For example, in the configuration of Patent Document 1, even when power transmission from the outer ring to the inner ring of the one-way clutch is cut, the sprag moves while contacting both the outer ring and the inner ring, so that the inner ring is rotated by friction. Due to this friction, for example, a problem that fuel consumption deteriorates occurs.

  The present invention has been made to solve such problems, and an object of the present invention is to provide a power train that reduces friction when the one-way clutch is in a non-clutch state.

  In order to solve the above problem, according to the power train of the present invention, in the power train having an engine and a motor and having a one-way clutch between the engine and the motor, the one-way clutch is mechanically connected to the engine. The inner race to be connected, the outer race that is disposed on the outer peripheral side of the inner race and mechanically connected to the motor, the clutch fastening position that contacts the outer race, and the non-contact to the outer race A clutch engaging portion that is held by the inner race so as to be displaceable between the clutch disengaged position, and when the engine speed is equal to or less than a predetermined value by urging the clutch engaging portion toward the inner race side by elastic force. When the clutch release position is maintained and the engine speed exceeds the specified value, the centrifugal force generated in the clutch engagement part And an elastic member that elastically deforms to allow displacement from the clutch release position to the clutch engagement position, and the outer race engages with the clutch engagement portion when the clutch engagement portion is displaced to the clutch engagement position. Having an engaging recess.

  According to this invention, the position of the clutch engaging portion of the one-way clutch changes according to the engine speed.

The inner race may include an accommodation recess that can accommodate the clutch engagement portion.
The clutch engaging portion has a front end and a rear end in the rotation direction of the inner race, and the housing recess includes a rear end holding wall that prevents the rear end of the clutch engaging portion from moving outward in the clutch radial direction. Also good.
The rear end of the clutch engaging portion may be pivotably fitted to the housing recess, and the front end of the clutch engaging portion may be biased inward and rearward in the clutch radial direction by the elastic force of the elastic member.
The elastic member is a tension spring having swelled portions at both ends, the clutch engaging portion has a spring holding opening that opens inward in the clutch radial direction, and the inner race faces outward in the clutch system direction in the housing recess. The spring holding opening of the clutch engaging portion restrains the bulging portion on the outer side in the clutch radial direction, and the spring holding opening of the inner race restrains the bulging portion on the inner side in the clutch radial direction. May be.
The elastic force is realized by a compression spring, and the housing recess includes a spring support protrusion that extends rearward from the clutch radial outer side of the front end of the storage recess, and the clutch radial outer end of the compression spring is fixed to the spring support protrusion, The clutch radial direction inner end of the compression spring may be fixed to the clutch engaging portion.
The engaging recess and the clutch engaging portion are engaged when the torque applied in the forward direction of the clutch is less than a predetermined value, and the engagement is released when the torque applied in the forward direction of the clutch exceeds the predetermined value. It may be configured as follows.

  According to the present invention, when the engine speed is equal to or lower than the predetermined value, the clutch engaging portion of the one-way clutch does not contact the outer race, so that friction is reduced.

It is a figure which shows the example of a structure containing the power train which concerns on Embodiment 1 of this invention. FIG. 2 is a partially enlarged view when the one-way clutch of FIG. 1 is in a clutch released state. It is the elements on larger scale in case the one-way clutch of FIG. 1 exists in a clutch fastening state. 6 is a partially enlarged view of a one-way clutch according to Embodiment 2. FIG. 6 is a partially enlarged view of a one-way clutch according to Embodiment 3. FIG. It is a partial enlarged view in case the one-way clutch which concerns on Embodiment 4 exists in a clutch release state. In the one-way clutch which concerns on Embodiment 4, it is the elements on larger scale when a pole exists in an engagement position. In the one-way clutch which concerns on Embodiment 4, it is the elements on larger scale of the state which the pole shifted | deviated from the engagement position to the normal rotation direction. FIG. 10 is a partially enlarged view of a one-way clutch according to a fifth embodiment.

Embodiments of the present invention will be described below with reference to the accompanying drawings.
Embodiment 1 FIG.
FIG. 1 shows an example of a configuration including a power train 1 according to Embodiment 1 of the present invention.

  The power train 1 includes an engine 2 (internal combustion engine) and a motor 5, and transmits the output of the engine 2 to the axle 3 via the motor 5. The power train 1 has a one-way clutch 4 between the engine 2 and the motor 5. A battery 6 is connected to the motor 5 via an inverter 7. The output shaft of the one-way clutch 4, the rotating shaft of the motor 5, and the axle 3 are mechanically connected to each other.

  The one-way clutch 4 includes an inner race 10 and an outer race 20. The inner race 10 is mechanically connected to the engine 2 and rotates integrally with the output shaft of the engine 2. The outer race 20 rotates integrally with the rotor of the motor 5. The rotor of the motor 5 can be rotationally driven by the torque transmitted from the outer race 20 of the one-way clutch 4. The motor 5 can also be driven to rotate by electric power supplied from the battery 6 via the inverter 7. The outer race 20 is disposed on the outer peripheral side of the inner race 10 and is mechanically connected to the motor 5.

  FIG. 2 shows a partially enlarged view of the one-way clutch 4. This figure is a view of a part of the inner race 10 and the outer race 20 as seen from the axial direction. The inner race 10 is driven by the engine 2 and rotates in the direction of arrow R. Hereinafter, the direction of the arrow R may be referred to as “forward rotation direction”, and the direction opposite to the arrow R may be referred to as “reverse rotation direction”. In addition, the forward direction side when viewed from a specific position may be referred to as “front”, and the reverse direction side may be referred to as “rear”.

  In the following, “the circumferential direction of the one-way clutch 4”, “the radial direction of the one-way clutch 4”, and “the axial direction of the one-way clutch 4” are respectively referred to as “clutch circumferential direction”, “clutch radial direction”, and “clutch axial direction”. May be abbreviated as "." Further, “the radially outer side of the one-way clutch 4” and “the radially inner side of the one-way clutch 4” may be simply referred to as “outer side” and “inner side”, respectively.

  The one-way clutch 4 has a pole 30 (clutch engagement portion). The inner race 10 is provided with a concave portion 11 (accommodating concave portion), and the concave portion 11 is formed so as to accommodate the pole 30 (or at least a part of the pole 30). Both ends of the pole 30 have both ends in the rotation direction of the inner race 10 (that is, the clutch circumferential direction). Here, the end on the forward rotation direction side is the front end 31, and the other end is the rear end 32. Here, “in the rotational direction of the inner race 10” is not limited to a configuration in which both ends are arranged in a direction strictly parallel to the rotational direction, and a configuration in which the inner race 10 is arranged at different positions in the rotational direction. Including.

  As shown in FIG. 2, at least a part of the rear end 32 forms an arc when viewed from the clutch axial direction. Further, in the example of FIG. 2, at least a part of the front end 31 also forms an arc when viewed from the clutch axial direction. With this configuration, the pole 30 has a rod shape with both ends rounded when viewed from the clutch axial direction (both ends are semicircles in the example of FIG. 2).

  The shape of the pole 30 when viewed from the clutch radial direction is not particularly limited, but may be configured to be rectangular, for example. Further, the shape of the pole 30 when viewed from the clutch circumferential direction is not particularly limited, but may be configured to be rectangular, for example.

  The rear end of the recess 11 includes a rear end holding wall 12, and the rear end holding wall 12 holds the rear end 32 of the pole 30. The rear end holding wall 12 has a shape that matches the rear end 32. In the example of FIG. 2, the rear end holding wall 12 includes an arcuate portion. As shown in FIG. 2, the rear end holding wall 12 extends forward at the outer end in the clutch radial direction. In other words, the outer end of the rear end holding wall 12 is positioned in front of the rear end of the recess 11. With such a configuration, the rear end holding wall 12 prevents the rear end 32 of the pole 30 from moving outward in the clutch radial direction and coming out of the recess 11. With such a configuration, the inner race 10 holds the pole 30, and the rear end 32 of the pole 30 is rotatably fitted to the recess 11.

  The one-way clutch 4 has a tension spring 40 (not limited to a tension spring as long as it is an elastic member), and any part of the pole 30 other than the rear end 32 (the front end 31 in this embodiment), the inner race 10, Are connected by a tension spring 40. With such a configuration, the tension spring 40 biases the pole 30 (in particular, the front end 31 in the example of FIG. 2) toward the inner race 10. In the example of FIG. 2, the front end 31 is biased inward and rearward in the clutch radial direction.

  In the inner race 10 and the front end 31, the structure for attaching the tension spring 40 is not particularly limited. For example, as shown in FIG. 2, a structure for fixing the end of the tension spring 40 to the end face in the clutch axial direction may be provided.

  The outer race 20 is provided on the outer peripheral side of the inner race 10 and has a recess 21 (engagement recess). In the state of FIG. 2, the pole 30 is urged by the tension spring 40 and is located in the recess 11, and the pole 30 remains on the outer race 20 even if the outer race 20 and the inner race 10 rotate relatively. Does not touch. The clutch release position pole 30 that is not in contact with the outer race 20 is held. That is, it can be said that the one-way clutch 4 is in a clutch released state.

  In this state, even if the outer race 20 rotates in the forward direction with the inner race 10 stopped (this corresponds to the reverse rotation of the one-way clutch 4), the pole 30 does not contact the outer race 20. (Ie, in a non-contact position or in a clutch disengaged state) and no friction is generated. Therefore, the power train 1 including the one-way clutch 4 can substantially eliminate friction when in the clutch released state. Such a state occurs, for example, when the engine 2 is stopped and the motor 5 is driven by the battery 6.

  When the engine 2 rotates, a centrifugal force is generated in the inner race 10 to bias the pole 30 (particularly the front end 31) outward. However, even when the engine 2 is rotating, the elastic force of the tension spring 40 is greater than the centrifugal force when the rotational speed is equal to or less than a predetermined value, and the pawl 30 is not in contact with the outer race 20 or in the clutch disengaged position. The one-way clutch 4 is held in the clutch released state. That is, the tension spring 40 urges the pole 30 toward the inner race 10 by the elastic force, and holds the clutch release position when the rotational speed of the engine 2 is a predetermined value or less.

  FIG. 3 shows a state in which the pole 30 overcomes the bias of the tension spring 40 and rotates, and the front end 31 has moved outward in the clutch radial direction. The recess 21 of the outer race 20 receives the pole 30, and the recess 21 and the front end 31 are engaged. In this state, it can be said that the pole 30 is in a fastening position in contact with the outer race 20. Thus, when the pawl 30 is displaced to the clutch fastening position, the pawl 30 is engaged with the recess 21.

  The rotation of the pole 30 occurs when the rotational speed of the engine 2 exceeds a predetermined value. When the rotational speed of the engine 2 exceeds a predetermined value, the centrifugal force generated in the pole 30 causes the pole 30 to protrude from the recess 11 toward the outer race 20 against the elastic force of the tension spring 40 and to contact the outer race 20. . That is, when the rotational speed of the engine 2 exceeds a predetermined value, the tension spring 40 is elastically deformed by the centrifugal force generated in the pole 30 and allows the displacement from the clutch release position to the clutch engagement position. Note that the rotational speed of the engine 2 that generates such centrifugal force can be designed as appropriate, but can be set to a rotational speed corresponding to idle rotation, for example. In this manner, the pole 30 is held by the inner race 10 so as to be displaceable between a clutch fastening position that contacts the outer race 20 and a clutch release position that does not contact the outer race 20. Further, the tension spring 40 urges the pole 30 toward the inner race 10 by an elastic force, holds the clutch disengaged position when the rotational speed of the engine 2 is a predetermined value or less, and the rotational speed of the engine 2 reaches a predetermined value. When exceeding, it is elastically deformed by the centrifugal force generated in the pole 30 to allow the displacement from the clutch release position to the clutch engagement position.

  In the state shown in FIG. 3, when the concave portion 21 of the outer race 20 and the pole 30 are engaged with each other, and torque in the normal rotation direction is generated in the inner race 10 with respect to the outer race 20, the outer race 20, the inner race 10, Rotate together. In this case, it can be said that the one-way clutch 4 is in the clutch engaged state. Such a state occurs, for example, when power is not supplied from the battery 6 to the motor 5 and the motor 5 is driven by the engine 2.

  Further, in the state shown in FIG. 3, when reverse rotation torque is generated in the inner race 10 with respect to the outer race 20, the outer race 20 and the inner race 10 rotate relatively to disengage the pole 30. The rotation continues while generating friction between the outer race 20 and the pole 30. That is, the pole 30 slides while hitting the outer race 20 like a ratchet, and torque transmission from the engine 2 side to the motor 5 side is not performed.

  In this case, it can be said that the one-way clutch 4 is in the clutch reverse rotation state. In this state, for example, the motor 5 has been driven by the battery 6 and the outer race 20 has been rotating at a high speed, but the rotational speed of the engine 2 gradually increases and the rotational speed of the inner race 10 is increased. Occurs when the rotational speed of the outer race 20 is approaching. Note that when the rotational speed of the engine 2 catches up with the rotational speed of the outer race 20, the clutch is engaged as described above, and torque transmission from the engine 2 side to the motor 5 side is started.

  As described above, according to the powertrain 1 according to the first embodiment of the present invention, the position of the pawl 30 is displaced between the clutch release position and the clutch engagement position in accordance with the rotational speed of the engine 2. Friction can be reduced when the one-way clutch 4 is in the clutch non-engaged state. In particular, friction when the one-way clutch 4 is in the clutch released state can be substantially eliminated.

  For this reason, fuel consumption is improved.

  In the first embodiment, the one-way clutch 4 operates without a lubricant such as oil. Therefore, unlike conventional one-way clutches such as a sprag type or a wedge forming type, the present invention can be applied to a place where there is no oil atmosphere. For this reason, it is particularly effective for application to a place where it is difficult to obtain an oil atmosphere (for example, when it is desired to arrange inside the mating surface of the engine and the transmission).

  In the first embodiment, the tension spring 40 biases the front end 31 not only inside but also backward. For this reason, the pole 30 can be rotatably held in the recess 11 by a simple structure such as the rear end holding wall 12 of the recess 11. In other words, a bearing member or the like for pivotally attaching the rear end 32 to the recess 11 is unnecessary. In the first embodiment, the front end 31 of the pole 30 is biased inward and rearward in the clutch radial direction by the tension spring 40, so that the effect of the rear end holding wall 12 can be obtained more reliably.

Embodiment 2. FIG.
In the second embodiment, the configuration related to the inner race 10, the pole 30, and the tension spring 40 in the first embodiment is changed. Hereinafter, differences from the first embodiment will be described.

  FIG. 4 is a partially enlarged view of the one-way clutch 104 according to the second embodiment. The one-way clutch 104 includes a tension spring 140. The inner end and the outer end of the tension spring 140 have bulges (expanded portions) 141 and 142, respectively. That is, in the second embodiment, the elastic force that urges the pole 130 is realized by the tension spring 140 having the enlarged diameter portions at both ends.

  The inner race 110 includes a spring holding opening 112 that opens outward in the recess 111. The spring retaining opening 112 is configured to receive and restrain the expanded diameter portion 141 at the inner end of the tension spring 140. The pole 130 includes a spring holding opening 132 that opens inward. The spring retaining opening 132 is configured to receive and restrain the enlarged diameter portion 142 at the outer end of the tension spring 140.

  The spring holding opening 112 of the inner race 10 can be disposed inside the inner race 110 in the clutch axial direction. Further, the spring holding opening 132 of the pole 130 can also be disposed inside the pole 130 in the clutch axial direction. For example, the spring holding opening 112 of the inner race 110 and the spring holding opening 132 of the pole 130 are both arranged at positions including the center of gravity of the pole 130 in the clutch axial direction.

  According to the one-way clutch 104 according to the second embodiment, the position of the pawl 130 changes according to the rotational speed of the engine 2 as in the first embodiment, so that the one-way clutch 104 is in a clutch non-engaged state. Friction can be reduced.

  Furthermore, in the second embodiment, the spring holding opening 112 of the inner race 110 and the spring holding opening 132 of the pole 130 can be arranged inside the pole 130 (for example, a position including the center of gravity of the pole 130) in the clutch axial direction. . For this reason, the axial position of the pole 130 does not fluctuate with rotation, and the pole 130 does not twist in the axial direction, and the position of the pole 130 is stabilized. As a result, for example, noise, vibration, friction and the like are further reduced.

Embodiment 3 FIG.
In the third embodiment, a compression spring is used instead of the tension spring 40 in the first embodiment. Hereinafter, differences from the first embodiment will be described.

  FIG. 5 shows a partially enlarged view of the one-way clutch 204 according to the third embodiment. The one-way clutch 204 includes a compression spring 240. That is, in the third embodiment, the elastic force that biases the pole 230 is realized by the compression spring 240.

  The recess 211 of the inner race 210 includes a spring support protrusion 212. The spring support protrusion 212 extends rearward from the outer front end of the recess 211. The outer end of the compression spring 240 is fixed to the spring support protrusion 212. The pole 230 includes a spring support protrusion 232. The spring support protrusion 232 extends forward from the inside of the front end of the pole 230. The inner end of the compression spring 240 is fixed to the pole 230 (particularly, the spring support protrusion 232 in this embodiment).

  Similar to the second embodiment, both ends of the compression spring 240 can be disposed inside the inner race 210 and the pole 230 in the clutch axial direction, respectively. For example, both ends are disposed at positions that become the center of gravity of the pole 130 in the clutch axial direction.

  According to the one-way clutch 204 according to the third embodiment, the position of the pawl 230 changes according to the rotational speed of the engine 2 as in the first embodiment, so that the one-way clutch 204 is in a clutch non-engaged state. Friction can be reduced.

  Further, in the third embodiment, both ends of the compression spring 240 can be fixed inside the pole 230 (for example, a position including the center of gravity of the pole 230) in the clutch axial direction. For this reason, the position of the pole 230 is stabilized as in the second embodiment.

Embodiment 4 FIG.
The fourth embodiment is different from the third embodiment in the shape of the outer race 20 and the pole 230 (particularly, the shape of the portion where they contact each other). Hereinafter, differences from the third embodiment will be described.

  FIG. 6 is a partially enlarged view of the one-way clutch 304 according to the fourth embodiment. This figure shows a case where the one-way clutch 304 is in a clutch released state. The inner race 310 has a recess 311, and the pole 330 is accommodated in the recess 311. The outer race 320 has a recess 321. The concave portion 321 is inclined so as to become shallower in the forward rotation direction in the portion including the front end thereof. Such an inclination can be constituted by, for example, a plane parallel to the rotation axis of the one-way clutch 4, but may be constituted by a curved surface, or may be constituted by including a plane and a curved surface.

  The one-way clutch 304 includes a compression spring 340. That is, in the fourth embodiment, the elastic force that biases the pole 330 is realized by the compression spring 340.

  FIG. 7 shows a configuration when the pole 330 is in the clutch engagement position. The outer race contact portion 331 of the pole 330 is engaged with the concave portion 321 of the outer race 320. In this state, when a torque in the normal rotation direction is generated in the inner race 310 with respect to the outer race 320, the outer race contact portion 331 of the pole 330 receives stress from the recess 321. Since the recess 321 is inclined so as to become shallower in the forward rotation direction, the stress applied to the outer race contact portion 331 of the pole 330 includes a backward component and an inward component. The backward component corresponds to the torque transmitted in the forward direction from the inner race 310 to the outer race 320.

  Here, the concave portion 321 of the outer race 320 and the outer race contact portion 331 of the pole 330 remain engaged as shown in FIG. 7 when the torque applied in the forward rotation direction is less than a predetermined value. That is, the clutch engagement position is maintained. On the other hand, when the torque applied in the forward rotation direction exceeds this predetermined value, the stress component in the inward direction increases, and the pole 330 falls inward to disengage the engagement.

  FIG. 8 shows a state immediately after the engagement is released in this way. The pole 330 falls inward along the shape of the recess 321 while being in contact with the outer race 320, and is deviated in the forward direction from the clutch fastening position. When the engagement is thus released, the inner race 310 continues to rotate at a higher rotational speed than the outer race 320 while the torque of the inner race 310 exceeds a predetermined value, and the torque is substantially transmitted. I will not. In such a state, it can be said that the one-way clutch 304 is in a clutch forward rotation state.

  In such a forward clutch sliding state, for example, the rotational speed of the engine 2 is rapidly increased and a relatively large torque is generated in the inner race 310, and the rotational speed of the inner race 310 is the rotational speed of the outer race 320. Occurs when catching up. In such a case, if the rotational speed of the inner race 310 catches up with the rotational speed of the outer race 320 and the one-way clutch 304 is engaged and fixed at the same time, excessive torque (impact torque) is instantaneously transmitted. Therefore, there is a possibility that vibration may occur or the ride comfort may be adversely affected.

  However, according to the one-way clutch 304 according to the fourth embodiment, when the torque applied in the forward rotation direction from the inner race 310 to the outer race 320 exceeds a predetermined value, the one-way clutch 304 is in the forward-sliding state of the clutch. Thus, since torque is not transmitted, excessive torque is not transmitted instantaneously, and it is possible to suppress the occurrence of vibrations or adverse effects on riding comfort and the like.

  When the one-way clutch 304 is in a forward sliding state, if the rotational speed of the inner race 310 decreases due to some cause (such as a decrease in the rotational speed of the engine 2 under the control of the ECU), the torque decreases and becomes less than a predetermined value. Since the pawl 330 is engaged and fixed at the clutch engagement position as shown in FIG. 7, torque is transmitted. In this case, since the torque is reduced when the pole 330 is engaged, an excessive torque is not instantaneously transmitted.

  According to the one-way clutch 304 according to the fourth embodiment, as in the first embodiment, the position of the pole 330 changes according to the number of revolutions of the engine 2, so that the one-way clutch 304 is in a clutch non-engaged state. Friction can be reduced.

  In addition, it is possible to prevent the impact torque from being applied to the outer race 320 when the inner race 310 tries to pass the outer race 320 when the engine 2 is started.

  It should be noted that the configuration for realizing the forward clutch sliding state as in the fourth embodiment can be combined with the configuration using the tension spring as in the first or second embodiment.

Embodiment 5. FIG.
The fifth embodiment is obtained by simplifying the shape of the pole 30 and the like in the first embodiment. Hereinafter, differences from the first embodiment will be described.

  FIG. 9 shows a partially enlarged view of the one-way clutch 404 according to the fifth embodiment. The inner race 410 includes a concave portion 411, and the clutch engaging portion 430 is accommodated in the concave portion 411. The clutch engagement portion 430 and the inner race 410 are connected by a tension spring 440, and the clutch engagement portion 430 is biased inward by the elastic force of the tension spring 440. The outer race 420 includes a recess 421, and the recess 421 accommodates the clutch engagement portion 430 when the clutch is engaged.

  According to the one-way clutch 404 according to the fifth embodiment, the position of the clutch engaging portion 430 changes according to the rotational speed of the engine 2 as in the first embodiment, so that the one-way clutch 404 is brought into a clutch non-engaged state. Friction in some cases can be reduced.

  In the fifth embodiment, unlike the first to fourth embodiments, it is not necessary to provide the inner race 410 with a configuration corresponding to the rear end holding wall (the rear end holding wall 12 or the like in FIG. 2). Further, the tension spring 440 only needs to bias the clutch engaging portion 430 inward, and does not need to be biased rearward. Further, the clutch engaging portion 430 does not need to rotate.

  The fifth embodiment may be modified so as to use the tension spring 140 of the second embodiment, or may be modified so as to realize the forward clutch sliding state as in the fourth embodiment.

  1 Powertrain, 2 engine, 4, 104, 204, 304, 404 One-way clutch, 10, 110, 210, 310, 410 Inner race, 11, 111, 211, 311, 411 Inner race recess, 12 Rear end holding wall 20, 320, 420 Outer race, 21, 321, 421 Outer race recess, 30, 130, 230, 330, 430 Pole (clutch engagement portion), 31 Front end (front end of clutch engagement portion), 32 Rear end (Rear end of clutch engaging portion), 112 spring holding opening, 132 spring holding opening, 141, 142 expanded diameter portion, 212, 232 spring support protrusion, 331 outer race contact portion.

Claims (7)

An engine and a motor,
In a power train having a one-way clutch between the engine and the motor,
The one-way clutch is
An inner race mechanically connected to the engine;
An outer race disposed on the outer peripheral side of the inner race and mechanically connected to the motor;
A clutch engagement portion that is held by the inner race so as to be displaceable between a clutch fastening position that contacts the outer race and a clutch release position that does not contact the outer race;
When the clutch engagement portion is urged toward the inner race by an elastic force, the clutch release position is maintained when the engine speed is equal to or less than a predetermined value, and when the engine speed exceeds the predetermined value. An elastic member that is elastically deformed by a centrifugal force generated in the clutch engagement portion and allows displacement from the clutch release position to the clutch engagement position,
The outer race is a power train having an engagement recess into which the clutch engagement portion is engaged when the clutch engagement portion is displaced to the clutch engagement position.   The power train according to claim 1, wherein the inner race includes an accommodation recess capable of accommodating the clutch engagement portion. The clutch engaging portion has a front end and a rear end in the rotation direction of the inner race,
The housing recess includes a rear end holding wall that prevents the rear end of the clutch engaging portion from moving outward in the clutch radial direction.
The power train according to claim 2. The rear end of the clutch engaging portion is rotatably fitted with the receiving recess.
The front end of the clutch engaging portion is biased inward and rearward in the clutch radial direction by the elastic force of the elastic member.
The power train according to claim 3. The elastic member is a tension spring having swelled portions at both ends,
The clutch engaging portion includes a spring holding opening that opens toward the inside in the clutch radial direction,
The inner race includes a spring holding opening that opens toward the outside in the clutch system direction in the housing recess,
A spring holding opening of the clutch engaging portion restrains the bulging portion on the outer side in the clutch radial direction, and a spring holding opening of the inner race restrains the bulging portion on the inner side in the clutch radial direction;
The power train as described in any one of Claims 2-4. The elastic force is realized by a compression spring,
The housing recess includes a spring support protrusion extending rearward from the outer side in the clutch radial direction of the front end of the housing recess,
A clutch radial direction outer end of the compression spring is fixed to the spring support protrusion,
The clutch radial inner end of the compression spring is fixed to the clutch engaging portion.
The power train as described in any one of Claims 2-4. The engagement recess and the clutch engagement portion are engaged when the torque applied in the forward direction of the clutch is less than a predetermined value, and engaged when the torque applied in the forward direction of the clutch exceeds the predetermined value. Configured to be released,
The power train according to any one of claims 1 to 6.

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