JP6212781B2 - One way clutch - Google Patents

Description

  The present invention relates to a one-way clutch.

Patent Document 1 discloses a scooter type vehicle in which an ACG starter is provided on a crankshaft. When the scooter type vehicle decelerates and stops due to a signal or the like during traveling, the engine automatically stops. When a start operation such as operating the throttle grip is detected from this automatic stop state, the scooter type vehicle is cranked by an ACG starter. Thus, a so-called idle stop for restarting the engine can be performed.
In the idle stop system described above, the so-called swingback control is performed to reversely rotate the ACG starter to, for example, the position after the end of the compression stroke until the engine is restarted after the idle stop. The crankshaft is sufficiently accelerated before reaching the next compression top dead center, making it easier to get over the compression top dead center at the time of restart.

On the other hand, Patent Document 2 discloses a power unit in which a one-way clutch for engine braking is provided between a crankshaft and a primary drive gear. According to this configuration, during engine braking (similarly during kick start or pushing), when the primary drive gear tries to rotate ahead of the crankshaft, torque is transmitted from the primary drive gear to the crankshaft via the one-way clutch. Communicated.
Incidentally, a saddle-ride type vehicle having a power unit as in Patent Document 2 is also desired to perform idle stop control using an ACG starter as in Patent Document 1. However, in the case of a power unit in which a one-way clutch for engine braking is provided between the crankshaft and the primary drive gear, if an ACG starter is provided on the crankshaft and the swingback is performed, the crankshaft rotates backward due to the swingback. Thus, the primary drive gear tries to rotate before the crankshaft. For this reason, the one-way clutch is engaged, torque is transmitted to the primary drive gear, and the vehicle slightly moves backward.

  For such a problem, a centrifugal one-way clutch as disclosed in Patent Document 3 is effective. This one-way clutch does not function as a one-way clutch unless the shaft connecting the inner ring exceeds a predetermined number of revolutions (forward and reverse do not rotate and transmit torque). If the crankshaft and the outer ring of the centrifugal one-way clutch are connected, and the primary drive gear and the inner ring of the centrifugal one-way clutch are connected, even if the crankshaft rotates reversely during swingback, the one-way clutch Does not engage and the vehicle does not move backwards.

JP 2002-188548 A JP 2013-228079 A JP 2004-316886 A

  However, even in the structure using the one-way clutch as in Patent Document 3, there is a problem in performing kick start via the primary drive gear. That is, since the amount of pivoting of the shaft by the kick arm is limited, when the primary drive gear and the inner ring are accelerated by stepping down the kick arm and the one-way clutch reaches a rotation speed that can be engaged, the remaining kick stroke There were few, and it was difficult to perform sufficient cranking.

  The present invention solves the above-mentioned problem, and does not transmit torque from the outer ring to the inner ring when the rotational speed is less than a predetermined number of revolutions. An object of the one-way clutch is to enable torque transmission to the outer ring from the initial stage of rotational input to the inner ring.

As a means for solving the above-mentioned problem, the invention described in claim 1 includes an inner ring (43) connected to the first shaft member (21f) and having a recess (43d) formed on the outer peripheral surface (43c), The cam surface (43g) formed by the outer ring (41) connected to the second shaft member (9d) and disposed radially outside the inner ring (43), and the recess (43d) of the inner ring (43) And a moving body (42) disposed between the outer ring (41) and the inner peripheral surface (41a) of the outer ring (41), and the moving body (42) is accommodated inside the concave portion (43d) in the clutch radial direction. When in the position (A1), a gap (S) can be formed with the inner peripheral surface (41a) of the outer ring (41), and the engagement position (A2) on the outer side in the clutch radial direction of the recess (43d). The inner ring surface (41a) of the outer ring (41) and the recess ( When the movable body (42) is in the engagement position (A2), the inner ring (43) rotates in one direction with respect to the outer ring (41). In the one-way clutch (40) in which the driving force of movement can be transmitted, between the inner ring (43) and the outer ring (41), the movable body can rotate relative to the inner ring (43). A retainer member (44) capable of moving (42) in the circumferential direction of the clutch is disposed, and a weight movable between the inner ring (43) and the retainer member (44) outward in the radial direction of the clutch by centrifugal force. A body (45) is disposed, and the weight body (45) is accommodated in a weight pocket (47) provided separately from the recess (43d), and the weight pocket (47) is formed by the retainer member. (44) on the inner peripheral surface (44d) The retainer member side pocket portion (44e) has the retainer member side pocket portion (44e), and the retainer member (44) is attached to the inner ring in accordance with the movement of the weight body (45) outward in the clutch radial direction. A retainer member operating cam surface (44g) that can rotate relative to (43) is formed, and when the retainer member (44) rotates relative to the inner ring (43), the movable body (42) The retainer member (44) is moved to the engagement position (A2).
The invention described in claim 2 includes a return spring (46) for urging the retainer member (44) in the circumferential direction of the clutch to return the movable body (42) to the accommodation position (A1). (46) is housed in a spring pocket (48) formed between the inner ring (43) and the retainer member (44).
The invention described in claim 3 is characterized in that a plurality of the recesses (43d) and the moving body (42) are provided in the clutch circumferential direction.
According to a fourth aspect of the present invention, the retainer member (44) penetrates the annular member (44a) in the clutch radial direction through the integral annular member (44a), and the plurality of moving bodies (42) are respectively passed through the annular member (44a). It has a plurality of notch portions (44c) to be accommodated.

According to the first aspect of the present invention, when the one-way clutch rotates at a speed (number of rotations) less than a predetermined value, even if the second shaft member and the outer ring side rotate regardless of whether they are forward or reverse, the first The driving force is not transmitted to the shaft member and the inner ring side. On the other hand, when the one-way clutch rotates at a speed equal to or higher than a predetermined value, the weight body moves outward in the radial direction of the clutch by centrifugal force, so that the retainer member operates and the movable body engages with the engagement position of the inner ring. When the inner ring rotates forward faster than the outer ring, the one-way clutch is in a one-way operation state in which the driving force on the inner ring can be transmitted to the outer ring. Even if the number of revolutions of the one-way clutch is less than a predetermined value, if the inner ring rotates relative to the retainer member, the moving body is moved to the engagement position of the inner ring, and the one-way clutch enters the one-way operation state. . In other words, in addition to the fact that the weight body moves outward in the radial direction of the clutch due to the centrifugal force, the inner ring rotates first with respect to the retainer member even at the time of initial input when the rotation speed (number of rotations) of the inner ring is low. Thus, the one-way clutch can be promptly operated in one way to transmit torque.
According to the second aspect of the present invention, it is possible to set the operating torque when the driving force is applied from the inner ring side and the inner ring rotates with respect to the retainer member. Further, the inner ring and the retainer member can be returned to the initial positions after the one-way operation.
According to the invention described in claim 3, the drive force that can be transmitted can be increased by providing a plurality of recesses and moving bodies in the circumferential direction of the clutch.
According to the fourth aspect of the present invention, the number of parts can be reduced by forming the retainer member with a single annular member, and a plurality of moving bodies can be moved uniformly by the same amount by the integral retainer member. Therefore, the function as a one-way clutch can be made more reliable.

1 is a left side view of a motorcycle according to an embodiment of the present invention. FIG. 4 is a developed cross-sectional view along the direction of the drive shaft of the engine of the motorcycle. It is a block diagram including the main structure of this embodiment. FIG. 3 is an enlarged view of a main part of FIG. 2. It is the perspective view seen from the diagonal left front of the one-way clutch shown in FIG. It is the front view which looked at the said one-way clutch from the axial direction. FIG. 7 is a first action explanatory diagram of FIG. 6. FIG. 7 is a second action explanatory view of FIG. 6. It is explanatory drawing which shows the setting concept of the lock | rock action | operation limitation of the said one-way clutch.

  Embodiments of the present invention will be described below with reference to the drawings. Note that the directions such as front, rear, left and right in the following description are the same as those in the vehicle described below unless otherwise specified. Further, in the drawings used for the following explanation, an arrow FR indicating the front of the vehicle, an arrow LH indicating the left side of the vehicle, and an arrow UP indicating the upper side of the vehicle are shown.

  In the motorcycle (small vehicle) 101 shown in FIG. 1, the body frame 102 is formed by integrally joining a plurality of types of steel materials by welding or the like. The vehicle body frame 102 extends a single main tube 108 downward and rearward from the head pipe 103 that supports the front wheel suspension system so that it can be steered, and can easily straddle between the head pipe 103 and the seat 109 for seating an occupant. The so-called backbone type is improved. A pivot bracket 110 extends below the rear end portion of the main tube 108, and a front end portion of a swing arm 112 of a rear wheel suspension system is supported on the pivot bracket 110 so as to be swingable up and down. A seat frame 113 extends above and behind the rear end of the main tube 108, a seat 109 is disposed on the seat frame 113, and a rear wheel suspension rear cushion is disposed between the seat frame 113 and the swing arm 112. 114 is arranged. In the figure, reference numeral 104 denotes a front wheel, reference numeral 105 denotes a front fork, reference numeral 106 denotes a steering stem, reference numeral 107 denotes a steering handle, and reference numeral 111 denotes a rear wheel.

Below the main tube 108, an engine (internal combustion engine) 1 which is a prime mover of the motorcycle 101 is supported.
Referring also to FIG. 2, the engine 1 is an air-cooled single cylinder engine in which the rotation center axis (crank axis) C <b> 1 of the crankshaft 9 extends in the left-right direction, and the cylinder is directed forward from the front end of the crankcase 2. 3 is protruded substantially horizontally (in detail, slightly upward).

  The crankcase 2 is divided into left and right case halves 2a and 2b with a dividing plane (for example, a vehicle body left and right center plane) orthogonal to the left and right direction as a boundary. Left and right case covers 24 and 25 forming a part of these are attached to the outer sides of the left and right case halves 2a and 2b. Reference sign CL in the figure indicates the left and right center line of the engine 1 (and the vehicle body). The crankcase 2 also serves as a transmission case that houses a manual transmission (transmission, hereinafter simply referred to as a transmission) 4. Inside the engine 1 including the crankcase 2, engine oil is circulated and stirred as appropriate.

In the cylinder 3, a cylinder body 3a, a cylinder head 3b, and a head cover 3c are connected in order from the crankcase 2 side. A piston 8 is fitted in the cylinder bore 3d of the cylinder body 3a so as to be able to reciprocate. The piston 8 is connected to the crankpin 9a of the crankshaft 9 via a connecting rod 8a.
The crankshaft 9 includes a left and right crank web 9b that supports the crank pin 9a, a left and right journal portion 9c that protrudes left and right outward from the left and right crank web 9b, and a left and right extension shaft 9d that extends further left and right outward from the left and right journal portion 9c. Have.

A cam drive sprocket 12 is provided on the base end side of the left extension shaft 9d, and the camshaft 11 in the cylinder head 3b is driven in conjunction with the crankshaft 9 via a chain transmission mechanism including the cam drive sprocket 12. To do.
In the figure, reference numeral 15 is a cam chain chamber provided in the left side of the cylinder 3, reference numeral 17 is a spark plug attached to the cylinder head 3b, reference numeral 18 is a throttle body connected to the upper side (intake side) of the cylinder head 3b, reference numeral 19 Indicates an exhaust pipe connected to the lower side (exhaust side) of the cylinder head 3b.

  The rotational power of the crankshaft 9 is transmitted to the engine output part on the left side of the rear part of the crankcase 2 via the two clutches 21 and 22 housed on the right side in the crankcase 2 and the transmission 4 housed on the rear part in the crankcase 2. 23. The engine output unit 23 is linked to a rear wheel 111 that is a driving wheel via a chain transmission mechanism 23a. Hereinafter, in the transmission path from the crankshaft 9 to the engine output portion 23, the crankshaft 9 side may be referred to as the upstream side, and the engine output portion 23 side may be referred to as the downstream side.

On the right extension shaft 9d of the crankshaft 9, a centrifugal clutch 21 as a starting clutch is coaxially supported.
The centrifugal clutch 21 has a bottomed cylindrical shape that opens to the right, and is supported on the right end of the crankshaft 9 so as to be relatively rotatable, and the right end of the crankshaft 9 on the inner peripheral side of the clutch outer 21a. And a plurality of centrifugal weights 21c supported on the inner side of the clutch outer 21a so as to be able to expand and operate on the inner side of the clutch outer 21a. Reference numeral 26 in the drawing denotes a centrifugal oil filter formed on the right side of the clutch inner 21b.

  The centrifugal weight 21c is separated from the inner peripheral surface of the clutch outer 21a when the crankshaft 9 is stopped and rotated at a low speed, and the centrifugal clutch 21 is in a disconnected state where power cannot be transmitted. The centrifugal weight 21c expands as the rotational speed (rotational speed) of the crankshaft 9 increases, and frictionally engages with the inner peripheral surface of the clutch outer 21a at a predetermined rotational speed or higher to transmit power to the centrifugal clutch 21. Connect to the correct state.

  Referring to FIGS. 2 and 4, a cylindrical inner peripheral collar portion 21d is provided on the right side at the center of the clutch outer 21a. A one-way clutch 40 is fitted on the outer periphery of the inner peripheral side collar portion 21d. A cylindrical outer collar portion 21e protruding from the left side of the clutch inner 21b is fitted on the outer periphery of the one-way clutch 40. The outer peripheral side collar portion 21 e includes an outer ring 41 in the one-way clutch 40.

  The basic operation of the one-way clutch 40 is that the clutch inner 21b and the crankshaft 9 are in the free state (equivalent to rotation during engine operation) before the transmission-side clutch outer 21a and the torque is transmitted. The clutch inner 21b and the crankshaft 9 are idled with respect to the clutch outer 21a.

  In the one-way clutch 40, when the clutch outer 21a tries to rotate forward before the clutch inner 21b and the crankshaft 9 (or when the clutch inner 21b and crankshaft 9 try to reversely rotate with respect to the clutch outer 21a), the clutch inner 21b If the rotation speed is less than a predetermined value, the clutch outer 21a is idled with respect to the clutch inner 21b and the crankshaft 9 without transmitting torque while maintaining a free state.

  On the other hand, when the rotational speed of the clutch inner 21b reaches a predetermined value or more, the one-way clutch 40 enters a one-way operation state to be described later, and when the clutch outer 21a tries to rotate forward in this state prior to the clutch inner 21b and the crankshaft 9, The locking roller 42 is operated so that torque can be transmitted between the inner and outer rings 43 and 41. Thereby, the clutch outer 21a, the clutch inner 21b, and the crankshaft 9 can be normally rotated integrally.

  Referring to FIG. 2, a cylindrical transmission cylinder 21f extending leftward is provided on the left side of the central portion of the clutch outer 21a. A primary drive gear 20a is provided on the left end side of the transmission cylinder 21f so as to be integrally rotatable. The primary drive gear 20a meshes with a primary driven gear 20b supported on the right side of the main shaft 5 located behind the crankshaft 9 so as to be relatively rotatable. The primary drive gear 20 a and the primary driven gear 20 b constitute the primary reduction mechanism 20 of the engine 1.

  A main shaft 5 and a counter shaft 6 of the transmission 4 are arranged in order from the front side behind the crankshaft 9. The main shaft 5 and the counter shaft 6 are arranged with their respective rotation center axes C3 and C4 along the left-right direction (in parallel with the crank axis C1). Reference numeral 16a in the drawing denotes a kick spindle disposed below the counter shaft 6.

The right end portion of the main shaft 5 terminates to the left of the right end of the centrifugal clutch 21, and the multi-plate clutch 22 is coaxially supported on the right end portion.
The multi-plate clutch 22 is a transmission clutch, and has a bottomed cylindrical shape that opens to the right, and is supported on the right end of the main shaft 5 so as to be relatively rotatable, and on the inner peripheral side of the clutch outer 22a. A clutch inner 22b that is disposed and is supported on the right end of the main shaft 5 so as to be integrally rotatable, and a plurality of clutch plates 22c that are stacked in the axial direction between the clutch outer 22a and the clutch inner 22b. A primary driven gear 20b is supported on the left side of the bottom wall of the clutch outer 22a so as to be integrally rotatable.

  The multi-plate clutch 22 is frictionally engaged by pressing the clutch plate 22c by the urging force of the diaphragm spring 22d. The multi-plate clutch 22 temporarily releases the pressure contact of the clutch plate 22c in conjunction with a shift operation of a shift pedal (not shown), thereby making the shift change of the transmission 4 smoother.

  The transmission 4 includes a main shaft 5 and a counter shaft 6, and a transmission gear group 7 supported across both shafts 5 and 6. The rotational power of the crankshaft 9 is transmitted from the main shaft 5 to the countershaft 6 via an arbitrary gear of the transmission gear group 7. The left end portion of the counter shaft 6 protrudes to the left side of the rear portion of the crankcase 2 and becomes an engine output portion 23.

  The transmission gear group 7 is composed of gears corresponding to the number of shift stages respectively supported by the shafts 5 and 6. The transmission 4 is of a constant meshing type in which the corresponding gears of the transmission gear group 7 are always meshed between the shafts 5 and 6. Each of the gears supported by the shafts 5 and 6 includes a free gear that can rotate relative to the shaft that supports itself, a fixed gear that can rotate integrally with the shaft that supports itself, and a shaft that supports itself. It is classified into a slide gear that fits with a spline. The transmission 4 moves the slide gear by the operation of a change mechanism (not shown), and selects a gear train corresponding to the gear position. In FIG. 2, a second gear train 7b, a fourth gear train 7d, a third gear train 7c, and a first gear train 7a are arranged in order from the left side of the transmission gear group 7.

An ACG starter 27 is coaxially supported on the left end portion of the left extension shaft 9 d of the crankshaft 9.
The ACG starter 27 is a three-phase AC generator motor that functions as a starter motor that starts the engine 1 and also functions as an AC generator that generates power as the engine 1 is operated. The operation of the ACG starter 27 is controlled by an ECU (Electronic Control Unit) 60 shown in FIG.

  The ACG starter 27 is of a so-called outer rotor type, and has an outer rotor 27a that is formed in a bottomed cylindrical shape that opens to the left and is rotatably supported by the left end of the crankshaft 9, and an inner periphery of the outer rotor 27a. And a stator 27b fixedly supported on the outer wall of the left case half 2a. A plurality of magnets 27c arranged in the circumferential direction are fixed to the inner peripheral side of the outer rotor 27a. A plurality of coils 27d arranged in the circumferential direction are formed on the outer peripheral side of the stator 27b.

  Referring also to FIG. 3, the ACG starter 27 includes a rotor angle sensor unit 28 b that holds a plurality of rotor angle sensors 28 that are attached to a stator 27 b with fastening members 28 a such as screws. The rotor angle sensor 28 is used for energization control with respect to the coil 27d of the stator 27b, and one rotor angle sensor 28 is provided corresponding to each of the U phase, V phase, and W phase of the ACG starter 27.

  The rotor angle sensor 28 also functions as an ignition pulser (pulser sensor) that detects one circumferential position of the outer rotor 27a as an ignition timing. The rotor angle sensor 28 is configured by a Hall IC or a magnetoresistive (MR) element.

  The ACG starter 27 functions as a starter motor when the engine is started. The ACG starter 27 is supplied with electric power from a battery (not shown) via a motor drive circuit 61 of the ECU 60, and rotates the crankshaft 9 (forward rotation drive) to crank the engine 1. At this time, the rotation speed of the crankshaft 9 is less than the connection rotation speed of the centrifugal clutch 21, and the one-way clutch 40 does not transmit torque at this rotation (forward rotation). Therefore, the cranking rotational movement is not transmitted to the multi-plate clutch 22 and the transmission 4 on the downstream side of the transmission path with respect to the clutch outer 21a which is a driven member of the centrifugal clutch 21.

  The ACG starter 27 functions as an AC generator that generates power by being driven by the rotation of the crankshaft 9 when the start of the engine 1 is confirmed, for example, when the rotational speed of the crankshaft 9 becomes equal to or higher than idling. This power generation charges the battery and supplies power to various electrical components. At this time, the one-way clutch 40 does not transmit torque, but if the rotation speed of the crankshaft 9 becomes equal to or higher than the connection rotation speed of the centrifugal clutch 21, the centrifugal clutch 21 is connected and the crankshaft 9 is located downstream of the transmission path. Is transmitted.

  A kick spindle 16 a along the left-right direction of the kick starter 16 of the engine 1 is disposed below the rear portion of the crankcase 2. The right end portion of the kick spindle 16a protrudes to the rear right side of the crankcase 2, and the base end portion of the kick arm 16b is attached to the protruding portion. A kick drive gear 16c and a meshing mechanism 16d are coaxially supported on the left side of the kick spindle 16a facing the crankcase 2. The kick drive gear 16c rotates integrally with the kick spindle 16a via the meshing mechanism 16d only when the kick spindle 16a rotates in one direction by stepping on the kick arm 16b.

  The kick drive gear 16c meshes with the driven gear of the first gear train 7a. The rotational movement of the kick drive gear 16c is input as forward rotation to the clutch outer 21a of the centrifugal clutch 21 via the first gear train 7a, the main shaft 5, the multi-plate clutch 22, the primary driven gear 20b, and the primary drive gear 20a. . If the forward rotation torque is greater than or equal to a predetermined value, the one-way clutch 40 is in a one-way operation state, and when the one-way clutch 40 is locked by further forward rotation, forward rotation torque is applied from the clutch outer 21a to the clutch inner 21b and the crankshaft 9. It becomes possible to communicate. That is, cranking of the engine 1 by the kick starter 16 is possible.

  The ECU 60 includes a motor drive circuit 61 that controls driving and power generation of the ACG starter 27, an idle stop control unit 62 that automatically stops the engine 1 (idle stop), and a crankshaft that is driven by reverse rotation of the ACG starter 27 immediately after the idle stop. And a swing back control unit 63 that performs the reverse rotation (swing back) of 9.

  In addition to the rotor angle sensor 28, the ECU 60 includes a throttle sensor 31 that detects the opening of a throttle valve (not shown) of the throttle body 18, a vehicle speed sensor 32 that detects the vehicle speed from the rotational speed of the wheels, and a warm-up state of the engine 1. A temperature sensor 33 for detecting the oil temperature and a battery sensor 34 for detecting the battery current and voltage as the state of charge of the battery are connected. The rotor angle sensor 28 also serves as a crank angle sensor that detects a crank rotation speed and a rotation angle.

  In addition to the ACG starter 27, the ECU 60 is connected to an ignition device 35 including an ignition plug 17 and a fuel injection device 36 including an injector 18a of the throttle body 18 and determines whether or not to perform idle stop control. An idle stop switch 37 to be selected and an indicator 38 that is lit when idle stop control is selected or idle stop is connected.

  The motor drive circuit 61 includes, for example, a power FET (Field Effect Transistor), and full-wave rectifies the three-phase alternating current generated by the ACG starter 27, and regulates the power of the battery when driving the ACG starter 27. Supply.

  The idle stop control unit 62 automatically stops the engine 1 by stopping the ignition of the spark plug 17 and the fuel injection of the injector 18a when the automatic stop permission condition of the engine 1 is satisfied when the idle stop control is selected. stop).

  Thereafter, the idle stop control unit 62 drives the ACG starter 27 to crank the engine 1 when the restart permission condition of the engine 1 is satisfied, and also performs ignition of the spark plug 17 and fuel injection of the injector 18a. The engine 1 is restarted and the engine 1 is automatically restarted. The ECU 60 performs idle stop control only when it is recognized that the state of charge of the battery is sufficient to restart the engine 1.

  The swingback control unit 63 drives the ACG starter 27 in reverse to improve the restartability of the engine 1 after idling stop, and the crankshaft 9 is in front of the compression top dead center just before idling stop (during reverse rotation). Reverse to the rotation angle (swing back).

  The swingback control unit 63 extends the running distance of the crankshaft 9 when the engine 1 is restarted, and reverses the crankshaft 9 to a position where the forward rotation torque for getting over the compression top dead center is small. Thereafter, the idle stop control unit 62 drives the ACG starter 27 to rotate in the forward direction, causes the crankshaft 9 to rotate in the forward direction again, and operates the ignition device 35 and the fuel injection device 36 again to restart the engine 1.

The swingback control unit 63 includes a stage determination unit 64, a stage passage time detection unit 65, a reverse rotation control unit 66, and a duty ratio setting unit 67.
The stage determination unit 64 divides one rotation of the crankshaft 9 into 36 stages of stages # 0 to # 35 based on the output signal of the rotor angle sensor 28, and generates a pulse signal generated by the rotor angle sensor 28 as an ignition pulser. The current stage is determined using the detection timing as a reference stage (stage # 0).
The stage passage time detection unit 65 detects the passage time Δtn of the stage based on the time from when the stage determination unit 64 determines a new stage until the next stage is determined.

The reverse rotation control unit 66 generates a reverse rotation drive command for the ACG starter 27 based on the determination result by the stage determination unit 64 and the passage time Δtn detected by the stage passage time detection unit 65.
The duty ratio setting unit 67 dynamically controls the duty ratio of the gate voltage supplied to each power FET of the motor drive circuit 61 based on the determination result by the stage determination unit 64.

Next, the one-way clutch 40 will be described with reference to FIGS.
4 and 5, the one-way clutch 40 is an annular one that is coaxial with the crankshaft 9, and includes an inner ring 43 that is externally fitted to the inner peripheral side collar portion 21d of the clutch outer 21a so as to be integrally rotatable, and a clutch inner. An outer ring 41 provided integrally with the outer peripheral side collar portion 21e of 21b, a retainer member 44 disposed between the inner and outer rings 43, 41, and a plurality of rollers 42 (moving bodies) serving as torque transmitting elements between the inner and outer rings 43, 41. ), A plurality of weight bodies 45, and a plurality of return springs 46. Hereinafter, the axial direction of the one-way clutch 40 is referred to as a clutch axial direction, the radial direction is referred to as a clutch radial direction, and the circumferential direction is referred to as a clutch circumferential direction. In the figure, arrow F indicates the forward rotation direction of the crankshaft 9, and arrow R indicates the reverse rotation direction of the crankshaft 9.

  The inner ring 43 has inner teeth 43b coupled to the rotation direction of the transmission cylinder 21f on the inner peripheral surface of the main body 43a formed in an annular shape. The outer peripheral surface 43c of the main body 43a includes a plurality (three) of recesses 43d, a plurality (three) of inner ring side weight pocket portions 43e constituting the inner peripheral side of the weight pocket 47, and an inner portion of the spring pocket 48. A plurality (three) of inner ring side spring pocket portions 43f constituting the circumferential side are formed independently in the circumferential direction of the clutch. The concave portion 43d, the inner ring side weight pocket portion 43e, and the inner ring side spring pocket portion 43f are provided at equal intervals in the circumferential direction of the clutch.

  The recess 43d forms a cam surface 43g. The cam surface 43g faces the inner peripheral surface 41a of the outer ring 41 through the notch 44c of the retainer member 44. The cam surface 43g is inclined with respect to the clutch circumferential direction so as to separate the forward rotation direction side from the outer ring 41. A roller 42 is held in the notch 44c. With the rotation of the retainer member 44 relative to the inner ring 43, the roller 42 faces a relatively deep forward rotation direction side of the recess 43d (hereinafter referred to as an accommodation position A1 (see FIG. 6)) and the recess 43d relatively. It moves between a position facing the shallow reverse rotation direction side (hereinafter referred to as engagement position A2 (see FIGS. 7 and 8)).

  Referring to FIG. 6, when the roller 42 is in the accommodation position A <b> 1 on the inner side in the clutch radial direction, for example, a gap S is formed between the roller 42 and the inner peripheral surface 41 a of the outer ring 41. At this time, the roller 42 may form a gap between at least one of the inner peripheral surface 41a and the cam surface 43g. The roller 42 has a cylindrical shape along the clutch axial direction, and can rotate relative to any of the outer peripheral surface 43c, the concave portion 43d, and the cam surface 43g of the inner ring 43.

  Referring to FIG. 7, when the roller 42 is in the engagement position A2 on the outer side in the clutch radial direction, the roller 42 contacts the inner peripheral surface 41a of the outer ring 41 and the reverse direction side of the cam surface 43g. At this time, the roller 42 can be engaged with the inner peripheral surface 41a of the outer ring 41 and the cam surface 43g. Specifically, when the roller 42 is in the engagement position A2, when the inner ring 43 rotates in one direction (forward rotation direction), the roller 42 is caught between the inner peripheral surface 41a of the outer ring 41 and the cam surface 43g. Rarely, a driving force for rotating the inner ring 43 in one direction relative to the outer ring 41 (forward rotation direction) can be transmitted to the outer ring 41.

  The inner ring side weight pocket portion 43e is a quadrangular concave portion with rounded corners when viewed from the axial direction on the outer peripheral surface 43c of the inner ring 43. The inner ring side weight pocket portion 43e forms a pair of opposed surfaces 43h along the clutch radial direction. The inner ring side weight pocket portion 43e accommodates a square weight body 45 whose corners are rounded when viewed in the axial direction. The weight body 45 has a pair of side surfaces 45a slidably contacting the pair of opposed surfaces 43h of the inner ring side weight pocket portion 43e, and is held in the inner ring side weight pocket portion 43e so as to be movable in the clutch radial direction.

  The weight body 45 has its own weight that can move outward in the radial direction of the clutch by a predetermined centrifugal force. The weight 45 has a clutch radial direction width larger than the depth of the inner ring side weight pocket portion 43e, and the outer end 45b is attached to the inner ring side weight pocket portion 43e in a state where the inner ring side weight pocket portion 43e is bottomed. It protrudes from (refer FIG. 6). The weight body 45 rotates integrally with the inner ring 43 while being accommodated in the inner ring-side weight pocket section 43e.

  The inner ring-side spring pocket portion 43f is a rectangular concave portion that is long in the tangential direction as viewed in the axial direction on the outer peripheral surface 43c of the inner ring 43. The inner ring side spring pocket portion 43 f accommodates the inner peripheral side of the return spring 46. The return spring 46 is, for example, a coil spring that expands and contracts in the tangential direction.

  Referring to FIGS. 5 and 6, the retainer member 44 is made of, for example, metal, and a plurality of cutout portions 44 c are formed in an integral annular member 44 a. The retainer member 44 has an integral annular shape and is slidably fitted on the outer periphery of the inner ring 43. The retainer member 44 can rotate relative to the inner and outer rings 43 and 41 between the inner ring 43 and the outer ring 41. The notch 44c penetrates the annular member 44a in the clutch radial direction and accommodates the corresponding roller 42. The notch 44c forms a pair of adjacent surfaces 44b adjacent to the accommodated roller 42 in the clutch circumferential direction. The adjacent surface 44b is slightly inclined with respect to the clutch radial direction so that the outer side in the clutch radial direction is located on the forward rotation direction side. The roller 42 rotates integrally with the retainer member 44 in a state where the roller 42 is sandwiched between a pair of adjacent surfaces 44b of the corresponding notch 44c.

  In the retainer member 44, a plurality (three) of the notch portions 44c and a plurality (three) of the retainer member side weight pockets constituting the outer periphery of the weight pocket 47 are formed on the inner peripheral surface 44d of the annular member 44a. The portion 44e and a plurality (three) of retainer member side spring pocket portions 44f constituting the outer peripheral side of the spring pocket 48 are formed independently in the clutch circumferential direction. The notch portion 44c, the retainer member side weight pocket portion 44e, and the retainer member side spring pocket portion 44f are provided at equal intervals in the clutch circumferential direction.

  The retainer member-side weight pocket portion 44e is a concave portion having a trapezoidal shape in the axial direction on the inner peripheral surface 44d of the retainer member 44. The retainer member-side weight pocket portion 44e has a larger clutch circumferential width than the inner ring-side weight pocket portion 43e. A retainer member actuating cam surface 44g is formed on the retainer member side weight pocket portion 44e so as to be inclined so that the outer side in the clutch radial direction is located on the forward direction side. The retainer member-side weight pocket portion 44e forms a weight pocket 47 that accommodates the weight body 45 by causing the inner ring-side weight pocket portion 43e to face each opening.

  The forward rotation of the inner ring 43 with respect to the retainer member 44 is stopped when the roller 42 moves to the engagement position A2 and contacts the inner peripheral surface 41a and the cam surface 43g of the outer ring 41 (see FIG. 7). At this time, the weight body 45 stops before contacting the side surface 44h on the forward rotation direction side of the retainer member-side weight pocket portion 44e. For this reason, the roller 42 moved to the engagement position A2 is surely in contact with the inner peripheral surface 41a and the cam surface 43g of the outer ring 41, and the one-way clutch 40 is in a one-way operation state (a state where a one-way operation is possible).

  Further, the reverse rotation of the inner ring 43 with respect to the retainer member 44 is stopped when the outer end portion 45b of the weight body 45 comes into contact with the end portion 44i in the reverse rotation direction of the retainer member operation cam surface 44g (see FIG. 6). At this time, the roller 42 moves to the accommodation position A1, and the roller 42 forms a gap between at least one of the inner peripheral surface 41a and the cam surface 43g, and the inner ring 43 and the retainer member 44 are relatively opposite to each other. It will be in the state which exists in the initial position which can be rotated. When the inner ring 43 and the retainer member 44 are in the initial positions, the reverse direction side of the retainer member side weight pocket portion 44e and the inner ring side weight pocket portion 43e face each other.

  The retainer member-side spring pocket portion 44f is a rectangular recess that is long in the tangential direction when viewed in the axial direction on the inner peripheral surface 44d of the retainer member 44. The retainer member side spring pocket portion 44 f accommodates the outer peripheral side of the return spring 46. The retainer member-side spring pocket portion 44f is disposed so as to face the inner ring-side spring pocket portion 43f and the respective opening portions, thereby forming a spring pocket 48 that accommodates the return spring 46.

  The return spring 46 is disposed across the retainer member side spring pocket portion 44f and the inner ring side spring pocket portion 43f. The return spring 46 is contracted so that both ends thereof are brought into contact with both ends of the retainer member side spring pocket portion 44f and the inner ring side spring pocket portion 43f. The return spring 46 contracts with the relative rotation of the inner ring 43 and the retainer member 44, and urges the inner ring 43 and the retainer member 44 to return to the initial position.

  The outer ring 41 has an annular shape and is slidably fitted on the outer periphery of the retainer member 44 on the radially outer side of the retainer member 44. In addition, although the outer ring | wheel 41 of this embodiment is integrally provided with the outer peripheral side collar part 21e, it may be fitted in the outer peripheral side collar part 21e so that integral rotation is possible.

  Referring to FIG. 6, the retainer member 44 and the inner ring 43 are constantly urged toward the initial position by the elastic repulsion force accumulated in the return spring 46. At this time, the roller 42 is held between the pair of adjacent surfaces 44b of the notch 44c and is in the accommodating position A1, and forms a gap S between the inner peripheral surface 41a of the outer ring 41, for example. The weight body 45 is accommodated in the retainer member-side weight pocket portion 44e in a bottomed state with the outer end portion 45b abutting against the reverse direction side end portion 44i of the retainer member operation cam surface 44g. When the roller 42 is in the storage position A1, the inner ring 43 and the outer ring 41 can be rotated relative to each other in the forward and reverse directions, and the one-way clutch 40 is not in a one-way operation state.

  Referring to FIG. 7, when the inner ring 43 rotates, the retainer member 44 also rotates integrally through the return spring 46. At this time, if the centrifugal force acting on the weight body 45 becomes greater than or equal to a predetermined value as the number of rotations (rotational speed) of the inner ring 43 increases, the weight body 45 slides on the retainer member operating cam surface 44g and the return spring 46 The retainer member 44 is rotated (reversely rotated) with respect to the inner ring 43 against the urging force. As the retainer member 44 rotates reversely with respect to the inner ring 43, the roller 42 is pushed by the adjacent surface 44b of the notch 44c and moves to the engagement position A2. As a result, the roller 42 comes into contact with the inner peripheral surface 41a and the cam surface 43g of the outer ring 41, and the one-way clutch 40 enters a one-way operation state.

  In the one-way operation state, when the inner ring 43 is rotated forward with respect to the outer ring 41 (or when the outer ring 41 is rotated reversely with respect to the inner ring 43), the one-way clutch 40 is locked so that torque can be transmitted between the inner and outer rings 43 and 41. To do. In the lock operation, the inner and outer rings 43 and 41 further rotate relative to each other from the one-way operation state, the roller 42 is engaged between the inner peripheral surface 41a of the outer ring 41 and the cam surface 43g of the inner ring 43, and the inner and outer rings 43 and 41 are engaged. An operation that enables torque transmission between the two.

  On the other hand, in the one-way operation state, when the inner ring 43 is reversely rotated with respect to the outer ring 41 (or when the outer ring 41 is rotated forward with respect to the inner ring 43), the one-way clutch 40 is not locked and torque transmission between the inner and outer rings 43 and 41 is not possible. Not.

In the one-way operation state, with the rotation of the retainer member 44 relative to the inner ring 43, the retainer member side spring pocket portion 44f and the inner ring side spring pocket portion 43f are displaced in the circumferential direction of the clutch, and the return spring 46 is contracted.
When the rotational speed of the inner ring 43 decreases and the centrifugal force acting on the weight body 45 becomes less than a predetermined value, the retainer member 44 rotates forward with respect to the inner ring 43 by the urging force of the return spring 46. As a result, the retainer member 44 and the inner ring 43 are returned to the initial positions, and the weight body 45 is pushed back along the retainer member operation cam surface 44g until it bottoms against the inner ring-side weight pocket section 43e, and the roller 42 is moved to the accommodation position A1. Returned.

  Referring to FIG. 8, even if the rotation speed of the inner ring 43 is low, if there is a forward rotation input to the inner ring 43 that exceeds a predetermined torque, the inner ring 43 rotates forward with respect to the retainer member 44 first. At this time, the retainer member 44 reversely rotates relative to the inner ring 43, and the roller 42 moves in the reverse rotation direction. As a result, the roller 42 reaches the engagement position A2, and the one-way clutch 40 enters the one-way operation state. For this reason, it becomes possible to transmit normal rotation torque to the outer ring 41 immediately after the normal rotation input.

  FIG. 9 shows the concept of setting the operation limit of the one-way clutch 40, where the horizontal axis is the rotation speed of each element coaxial with the crankshaft 9, and the region where the operation limit of the one-way clutch 40 is applied, and the rotation speed range of the swingback And the crank rotation speed range by kick. The width of the rotational speed range of the swing back is assumed in consideration of the crank phase and the like, and the width of the crank rotational speed range due to the kick is assumed including variations in kicks of general drivers. Although the swingback is reverse rotation, in the case of the rotationally operated one-way clutch 40 that utilizes centrifugal force, the horizontal axis is the absolute value of the rotational speed of each element because it depends on the absolute value of the rotational speed, not forward or reverse rotation. The setting concept is expressed as a numerical value.

As shown in FIG. 9, the limit of the lock operation of the one-way clutch 40 and the one-way operation state are switched at a rotation speed higher than the rotation speed range of the swingback and at a rotation speed V1 within the assumed rotation range of the kick starter 16. Is set as follows.
With this setting, even if a one-way clutch 40 is provided on the transmission shaft in order to equip the internal combustion engine for a small vehicle having a centrifugal start clutch with the kick starter 16, the starting motor A combined generator device can be installed to perform highly efficient swingback control.

  In the present embodiment, even if the rotational speed of the inner ring 43 is lower than the speed V1, if the inner ring 43 rotates forward with the momentum to step on the kick, the inner ring 43 rotates forward first with respect to the retainer member 44, and the one-way clutch 40 quickly enters the one-way operating state. As a result, cranking can be performed with a sufficient stroke from the initial step of kick depression.

In the one-way clutch of Patent Document 3, when starting with a kick starter, kick driving is effective only in a rotation speed range (region indicated by a solid line) above the speed V1 in the expected rotation range of the kick starter. Less kick stroke.
On the other hand, in the one-way clutch of the present embodiment, the one-way operation state is made by using the momentum of the kick depression, so that the kick is started from the rotation speed range (the area indicated by the broken line) lower than the speed V1 in the estimated rotation range of the kick starter. The drive becomes effective and a kick stroke for cranking is secured.

  In the engine 1 of the present embodiment, in order to limit the lock operation for torque transmission in the one-way clutch 40 at the time of reverse rotation of the crankshaft 9 at low speed in swingback control in which the crankshaft 9 is reversely rotated to a predetermined position after the engine is stopped. The engine brake can be used without greatly changing the configuration of the existing internal combustion engine having the centrifugal clutch 21 and the one-way clutch 40 in the transmission path from the crankshaft 9 to the engine output unit 23, and the engine output unit 23 of the centrifugal clutch 21 can be used. The kick starter 16 using the clutch outer 21a on the side can be equipped. At the time of kick start, although the rotary operation type one-way clutch 40 is used, the lock operation can be performed even when the rotation speed is low, and the kick depression stroke can be used effectively.

  As described above, the one-way clutch 40 in the above embodiment rotates the extension shaft 9d and the outer ring 41 side regardless of whether the one-way clutch 40 rotates at a speed (number of rotations) less than a predetermined value. However, the driving force is not transmitted to the transmission cylinder 21f and the inner ring 43 side. In contrast, when the one-way clutch 40 is rotated at a speed equal to or higher than a predetermined value, the weight body 45 is moved outward in the radial direction of the clutch by centrifugal force, whereby the retainer member 44 is operated and the roller 42 is moved to the inner ring 43. The one-way clutch 40 is in a one-way operation state. Even if the rotational speed of the one-way clutch 40 is less than a predetermined value, if the inner ring 43 rotates relative to the retainer member 44, the roller 42 is moved to the engagement position A2 of the inner ring 43, and the one-way clutch 40 Becomes a one-way operation state. That is, in addition to the weight body 45 moving outward in the radial direction of the clutch due to centrifugal force, the inner ring 43 is rotated first with respect to the retainer member 44 even at the initial input when the rotational speed (rotational speed) of the inner ring 43 is low. Thus, the one-way clutch 40 can be promptly operated in one way to transmit the normal rotation torque.

  Further, according to the one-way clutch 40, it is possible to set an operating torque when the inner ring 43 rotates forward with respect to the retainer member 44 by applying a driving force from the inner ring 43 side. Further, the inner ring 43 and the retainer member 44 can be returned to the initial positions after the one-way operation.

  Moreover, according to the one-way clutch 40, the drive force which can be transmitted can be enlarged by providing the recessed part 43d and the roller 42 with two or more in the clutch circumferential direction.

  Further, according to the one-way clutch 40, the number of parts can be reduced by forming the retainer member 44 with a single annular member 44a, and the plurality of rollers 42 can be made uniform by the same amount by the integral retainer member 44. Since it can be moved, the function as the one-way clutch 40 can be made more reliable.

  Here, during normal operation of the engine 1, forward rotation of the crankshaft 9 is not transmitted to the primary drive gear 20 a via the one-way clutch 40, but is transmitted to the primary drive gear 20 a via the centrifugal clutch 21. Further, in the swing back at the idle stop, the reverse rotation of the crankshaft 9 is not transmitted to the primary drive gear 20a via the one-way clutch 40, and the centrifugal clutch 21 is not engaged if the rotational speed is low, and the primary drive gear is not engaged. It is not transmitted to 20a. On the other hand, during engine braking, the primary drive gear 20a is forwardly transmitted to the crankshaft 9 even if the centrifugal clutch 21 is disengaged and the one-way clutch 40 is engaged if the rotational speed is equal to or greater than a predetermined value. Is done. Then, at the time of kick start, the forward rotation of the primary drive gear 20a is applied to the one-way clutch 40 from the beginning of the rotation input even if the rotation speed is less than a predetermined value if the kick arm 16b has a momentum to step down. , Transmitted to the crankshaft 9. Thus, in the engine 1 provided with the centrifugally operated one-way clutch 40, cranking can be performed from the initial stage when the kick arm 16b is stepped down, and kick start can be facilitated.

Note that the present invention is not limited to the above-described embodiments, and for example, at least one of the centrifugal clutch 21 and the ACG starter 27 may be supported on a different shaft instead of being coaxial with the crankshaft 9. The present invention may be applied to an engine having a stepped or continuously variable automatic transmission instead of the manual transmission 4.
In each embodiment, the inner ring 43 of the one-way clutch 40 is fitted on the outer clutch 21a side of the centrifugal clutch 21, and the outer ring 41 of the one-way clutch 40 is fitted on the clutch inner 21b side. The inner ring 43 of the one-way clutch 40 may be mounted on the clutch inner 21b side of the centrifugal clutch 21 and the outer ring 41 of the one-way clutch 40 may be mounted on the clutch outer 21a side of the centrifugal clutch 21. .
The present invention may be applied not only to motorcycles but also to three-wheel or four-wheel small vehicles. The present invention is not limited to the engine 1 in which the cylinder 3 protrudes in front of the crankcase 2 and may be applied to an engine in which the cylinder 3 is raised above the crankcase 2.
And the structure in each said embodiment is an example of this invention, and a various change is possible in the range which does not deviate from the summary of the said invention.

9d Left and right extension shaft (second shaft member)
21f Transmission cylinder (first shaft member)
40 One-way clutch 41 Outer ring 41a Inner peripheral surface 42 Roller (moving body)
43 Inner ring 43c Outer peripheral surface 43d Recess 43g Cam surface 44 Retainer member 44a Annular member 44c Notch 44d Inner peripheral surface 44e Retainer member side weight pocket (retainer member side pocket)
44g Retainer member operating cam surface 45 Weight 46 Return spring 47 Weight pocket 48 Spring pocket A1 Housing position A2 Engaging position S Clearance

Claims (4)

An inner ring (43) connected to the first shaft member (21f) and having a recess (43d) formed on the outer peripheral surface (43c);
An outer ring (41) connected to the second shaft member (9d) and disposed radially outside the inner ring (43);
A movable body (42) disposed between a cam surface (43g) formed by the recess (43d) of the inner ring (43) and an inner peripheral surface (41a) of the outer ring (41);
The moving body (42)
When the concave portion (43d) is in the accommodating position (A1) on the inner side in the clutch radial direction, a gap (S) can be formed between the inner ring surface (41a) of the outer ring (41), and
When the concave portion (43d) is in the engagement position (A2) on the outer side in the clutch radial direction, it engages with the inner peripheral surface (41a) of the outer ring (41) and the cam surface (43g) of the concave portion (43d). Enabled,
In the one-way clutch (40) in which the driving force of one-way rotation of the inner ring (43) with respect to the outer ring (41) can be transmitted when the movable body (42) is in the engagement position (A2). ,
Between the inner ring (43) and the outer ring (41), there is a retainer member (44) capable of rotating relative to the inner ring (43) and moving the movable body (42) in the clutch circumferential direction. Arranged,
Between the inner ring (43) and the retainer member (44), a weight body (45) that is movable outward in the radial direction of the clutch by centrifugal force is disposed.
The weight (45) is accommodated in a weight pocket (47) provided separately from the recess (43d),
The weight pocket (47) has a retainer member side pocket (44e) on the inner peripheral surface (44d) of the retainer member (44),
The retainer member-side pocket (44e) has a retainer that can rotate the retainer member (44) relative to the inner ring (43) as the weight (45) moves outward in the clutch radial direction. A member operating cam surface (44 g) is formed;
When the retainer member (44) rotates relative to the inner ring (43), the movable body (42) is moved to the engagement position (A2) by the retainer member (44). One-way clutch (40). A return spring (46) for urging the retainer member (44) in the circumferential direction of the clutch and returning the movable body (42) to the accommodation position (A1);
The one-way clutch (1) according to claim 1, wherein the return spring (46) is accommodated in a spring pocket (48) formed between the inner ring (43) and the retainer member (44). 40).   The one-way clutch (40) according to claim 1 or 2, wherein a plurality of the recesses (43d) and the movable body (42) are provided in the circumferential direction of the clutch.   The retainer member (44) has a plurality of notches (44c) that penetrate the annular member (44a) in the clutch radial direction and accommodate the plurality of moving bodies (42) in the integral annular member (44a). The one-way clutch (40) according to claim 3, characterized in that

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