I264503(1) 玖、發明說明 【發明所屬的技術領域】 本發明是關於例如組裝於機車的引擎的供引擎制動用 的單向離合器。 這種機車用引擎當中，以往已經有：在曲軸上設置， 僅允許從電動啓動機朝向曲軸側進行動力傳達的單向離合 器（例如參照專利文獻1或專利文獻2)。 【專利文獻1】 曰本實開昭5 9 — 1 1 6 6 3 9號公報 【專利文獻2】 日本特開昭62 — 75 1 4 1號公報 【發明內容】 [發明欲解決的課題] 上述以往的單向離合器，是經常作爲單向離合器作動。於 是，當將該單向離合器利用作爲引擎制動用，僅允許從車 輪側朝向曲軸側方向的動力傳達時，即使引擎停止時，車 輪旋轉的話，其旋轉也會傳達到曲軸。因此，當引擎停止 時爲了要推動車輛，要將齒輪切換到空檔位置，需要解除 驅動力。而如果不具有空檔構造，則必須重新在齒輪變速 相組裝入空檔構造。 [用以解決課題的手段] 爲了解決以往的課題，第1發明，是具備有：內輪部 -5- 12645032) 、與該內輪部同軸的外輪部、形成於上述內輪部的外周或 上述外輪部的內周的凸輪面、配設在上述內輪部與上述外 輪部之間’於上述凸輪面上滚動的滾動構件、以及沿著圓 周方向，將上述滾動構件朝向夾壓於上述內輪部與上述外 輪部的方向彈壓的彈壓構件的單向離合器，其特徵爲：是 設置有一限制構件，該限制構件，當低速旋轉時，上述滾 動構件朝向上述彈壓方向的移動，是被限制在讓該滾動構 件可自由滾動的範圍內，並且在預定的轉速以上時，則會 解除上述限制。 第2發明，是針對上述第1發明，上述限制構件，是具 備有離心配重，並且是可自由擺動地被樞支在上述內輪部 ，在預定的轉速以上時，會由於離心力而朝外側開放，而 解除上述限制。 第1發明，藉由上述構造，是設置有：當低速旋轉時 ，上述滾動構件朝向上述彈壓方向的移動動作’是被限制 在讓該滾動構件可自由滾動的範圍內，並且在預定的轉速 以上，則會解除上述限制的限制構件，所以當推動車輛時 由於是低速，所以即使使車輪旋轉，其旋轉也不會傳達到 曲軸。於是推動車輛時不需要齒輪操作。而即使齒輪變速 箱不具有空檔機構，也可推動車輛，所以不需要設置空檔 機構，可大幅減少零件數量。另一方面，行駛中如果加速 的話，車輪的旋轉會傳達到曲軸，所以能夠使引擎制動能 力作用。 接著的第2發明，上述限制構件’具備有離心配重’ -6- 12645033) 並且是可自由擺動地被樞支在上述內輪部，在預定的轉速 以上時，會由於離心力而朝外側開放，而解除上述限制， 不用複雜的裝置’在預定的轉數以上，藉由離心力就可以 解除滾動構件的移動範圍的限制。藉由離心配重的重量可 以任意選定預定轉數’可以提昇通用性。並且，由於是利 用離心力，所以不會產生摩擦損失。 【實施方式】 以下根據第1圖〜第9圖來說明本發明的一種實施方式 。首先的第1圖是本發明的單向離合器的一實施方式的機 車用動力單元10的縱剖面圖，第2圖是將第！圖中的離心式 啓動離合器30及引擎制動用單向離合器60的附近放大顯示 的顯不圖。 上述動力單元1 0，是將內燃機1 1與負載側的變速機構 12—體化所構成的。 是藉由將內燃機1 1的曲軸箱與變速機構1 2的齒輪盒體 作成一體的左右兩半的左單元盒體13L與右單元盒體13R 的合體，在內部形成了曲軸室與齒輪室。 朝向車輛的左右方向所配置的曲軸1 5，是經由軸承 16L、16R而分別被支承在左右單元盒體13L、13R。在內 燃機1 1的氣缸體1 7的氣缸內可自由滑動地嵌裝的活塞1 8與 上述曲軸15，是以連桿19所連接。 接合於氣缸體17的氣缸頭20，在與活塞18的頂面之間 形成了燃燒室2 1，設置有連通於該燃燒室2 1用來開閉進氣 126450¾) 、排氣口的進氣、排氣閥（沒有圖示）。用來驅動該進氣、 排氣閥的凸輪軸22，是與曲軸15平行且可自由旋轉地被支 承在氣缸頭2 0。 在變速機構1 2，與曲軸1 5平行配置的輸入軸2 5與輸出 軸26’是可自由旋轉地被架設在左右單元盒體13L、13R 。在上述輸入軸25，在從右單元盒體13R朝向右側突出的 端部是嵌裝著一次減速被動齒輪2 5 a，在左邊內側形成了 驅動齒輪25b。而在輸出軸26，在從左單元盒體13L朝向 左側外側突出的端部是嵌裝著驅動鏈輪26a，在右邊內側 是嵌合著從動齒輪26b，該從動齒輪26b與上述驅動齒輪 25b是互相嚙合著。 在突出於輸出軸26的外側的驅動鏈輪26a、與一體地 設置在沒有圖示的機車的後輪的從動鏈輪之間，是繞掛著 鏈條2 7，構成了最終減速機構。 在曲軸1 5的從右單元盒體1 3 R朝右邊突出的右側部， 從右端朝向內側是依序配設有：離心式啓動離合器3 0、變 矩器40、一次減速驅動齒輪48a ’該一次減速驅動齒輪48a 是與上述變速機構12的一次減速從動齒輪25a嚙合著。 從右側覆蓋：以該一次減速驅動齒輪4 8 a與一次減速 從動齒輪2 5 a的嚙合所構成的一次減速機構、離心式啓動 離合器30、及變矩器40的右側外殼28 ’是接合在右單元盒 體1 3 R的右端面。而該右側外殼2 8，是以軸承2 9來軸支承 曲軸1 5的端部。 離心式啓動離合器30 ’是具備有內離合器31與外離合 -8- 1264503(5) 器32。內離合器31，是由：碟狀的內板31a、與用來保持 其基端的內轂部31b所構成，該內轂部31b是花鍵結合在 曲軸15的右端部，是以離合器緊固螺栓32加以固定，而與 曲軸1 5 —體地旋轉。在與曲軸1 5平行地突出設置於該內板 3 1 a的外周端側的複數的支軸3 3，是分別可自由傾斜移動 地樞支著離合器配重34。 外離合器35的外板35a，其圓筒部的內周面是朝向上 述複數的離合器配重34將其覆蓋。而用來保持該外板35a 的基端的外轂部3 5 b，是經由軸承3 7而可自由滾動地被樞 支在曲軸15，並且是相對於內轂部32經由單向離合器60被 支承著。 在曲軸15旋轉的同時，內離合器31也會一體地旋轉， 可是藉由單向離合器60，轉矩不會傳達到外離合器35。當 離合器軸1 5的旋轉超過預定値時，離合器配重3 4的傾斜動 作會增加而作用於外板35a，離心式啓動離合器30會卡合 而使外離合器35旋轉。 單向離合器60，變速機構12側（外離合器35側）的驅動 力會大於內燃機1 1側（內離合器3 1側）的驅動力，僅當內燃 機1 1側（曲軸1 5)的旋轉速度爲預定値以上時，能夠將旋轉 動力從變速機構1 2側（外離合器3 5側）傳達到曲軸1 5 (內離 合器3 1側），針對其詳細構造，後面會加以敘述。 由上述離心式啓動離合器3 0鄰接配設於右單元盒體 1 3 R側的變矩器4 0 ’是由：一體地被結合於用來保持上述 外板3 5的基端的外轂部3 6的泵浦葉輪4 1、與其相對向的渦 126450¾ 輪葉輪42、以及配設於葉輪41、42之間的定子葉輪43所構 成。 用來保持定子葉輪43的基端的定子轂部44 ’是花鍵嵌 合於圓筒狀的定子軸45，同定子軸45 ’是經由軸承46被軸 支承在曲軸15，並且相對於右單元盒體13R經由自由輪離 合器47被支承著，定子葉輪43是與定子軸45—體而可朝單 向旋轉。 用來保持渦輪葉輪42的基端的圓筒狀的渦輪軸48 ’是 經由軸承49而可自由旋轉地被保持在上述定子軸45 ’在該 渦輪軸48的左端部形成有上述一次減速驅動齒輪48a ° 在泵浦葉輪41，是一體地連結著覆蓋渦輪葉輪42的背 面的側外殼50，在該側外殼50與渦輪軸48之間是中介安裝 著後負載傳達用的自由輪離合器51 ° 當曲軸15的旋轉速度超過預定速度，離心式啓動離合 器30產生卡合，泵浦葉輪41與外離合器35 一起旋轉時’變 矩器4 0內的作動機油，會從泵浦葉輪4 1的外周側，依序流 動於渦輪葉輪4 1以及藉由自由輪離合器4 7被限制旋轉的定 子葉輪4 3，然後回到泵浦葉輪4 1的內周側，以上述方式進 行循環，來將泵浦葉輪4 1的轉矩傳達到渦輪葉輪42 °藉此 ，來將與渦輪葉輪4 2 —體的渦輪軸4 8也就是一次減速驅動 齒輪4 8 a進行旋轉驅動。 當渦輪葉輪4 2的旋轉速度變高而接近泵浦葉輪4 1的速 度時，會藉由自由輪離合器47讓定子葉輪43空轉，葉輪41 、4 2、4 3會成爲一體而提高作爲流體接頭的效率而旋轉。 -10- 1264503(7) 則變矩器4 0會達成自動變速的機能。 當減速時的後負載’從變速機構1 2側經由一次減速機 構輸入到渦輪軸4 8時，其轉矩會由於自由輪離合器5】的卡 合，而經由側外殼50直接傳達到泵浦葉輪4 1，與泵浦葉輪 4 1爲一體的外離合器轂部3 5 b的旋轉，會經由單向離合器 6 0傳達到曲軸15，讓引擎制動能力作用。 接著的第3圖〜第6圖，是分別顯示構成本實施方式的 單向離合器60的構件的顯示圖，第3圖是顯示保持器，第4 圖是顯示離合器內輪，第5圖是顯示離心配重（限制構件） ，第6圖是顯示離合器板69。 首先的第3圖（a)是保持器61的右側面圖，第3圖（b)是 第3圖（a)的B - B端視剖面圖。該保持器6 1是環狀的板， 在外周部的複數處位置（圖示例子是三處）是各彎折兩次， 形成了彈簧支承部61a。而在內周部的一處位置，是設置 有朝內側突出的部份6 1 b。 弟4圖（a)是離合益內輪62的右側面圖，第4圖（b)是同 樣的左側面圖，第4圖（c)是第4圖（a)及第4圖（b)的C 一 C端 視剖面圖。該離合器內輪6 2，在內周形成了花鍵構造6 2 a ，在外周部的複數處位置（圖示例子是三處）形成了凸輪面 6 2 b。並且設置有··用來樞支安裝後述的離心配重6 3的缺 口 62c與銷栓孔62d。在其中一面（左側面），朝圓周方向延 伸的肩部62e是有複數位置（圖示有四處位置）凹陷形成了 凹部62f。 第5圖（a)是離心配重（限制構件）63的右側面圖，第5圖 -11 - 1264503s) (b)是第5圖（a)的B—B端視剖面圖，第5圖（c)是第5圖（a) 的C端視圖，第5圖（d)是第5圖（a)的D端視圖，第5圖（e ) 是第5圖（a)的E端視圖。在該離心配重6 3的一端部，是形 成有用來樞支安裝於上述離合器內輪62的缺口 63a與銷检 孔63b。在另一端部，形成有當離合器空轉時會與後述的 滾子6 4抵接的滾子抵接部6 3 c。在兩端部則分別形成有用 來安裝後述的拉伸彈簧68的彈簧座63d、63e。 弟6圖是離合器板69的右側面圖。該離合器板69，是 環狀的平板，在內周的複數位置（圖示有三處位置）是形成 有用來配設後述的拉伸彈簧68的退避部。 第7圖及第8圖是本實施方式的單向離合器60的組裝圖 (右側面圖），第7圖是顯示單向離合器6 0作動時的狀態， 第8圖是顯示在兩方向空轉時的狀態。第9圖，是將第2圖 中的單向離合器60部份取出顯示的放大圖，是相當於第7 圖的IX — IX端視剖面。 在外周面形成有凸輪面62b的離合器內輪62，是藉由 形成於內周的花鍵構造62a，被花鍵結合在上述離心式啓 動離合器30的內離合器轂部31b，而與離合器軸15 —體地 旋轉。64是複數（在圖示例子有三個）的滾子（滾動構件）， 於上述離合器內輪62的凸輪面62b滾動。65，是一體形成 於上述離心式啓動離合器3 0的外離合器轂部3 5 b的離合器 外輪，在與上述離合器內輪62之間將上述滾子64保持在直 徑方向，而可與上述離合器內輪62互相相對滾動。66’是 插入在上述保持器6 1的彈簧支承部6 1 a與上述滾子64之間 - 12- 126450¾ 的壓縮彈簧（彈壓構件），將上述滾子6 4朝圓周方向（在第7 圖、第8圖是順時鐘方向）彈壓。 在第7圖及第8圖，順時鐘方向是引擎的正轉方向，當 離合器外輪6 5相對於離合器內輪6 2朝順時鐘方向旋轉時， 滾子64會在離合器內輪62與離合器外輪65之間被夾壓，當 離合器內輪6 2相對於離合器外輪6 5朝順時鐘方向旋轉時， 會解除上述夾壓。 雖然以上與習知的單向離合器構造大致相同，而本實 施方式的單向離合器60，更具有下述的構造。也就是說， 如第5圖所示的離心配重（限制構件）6 3有複數個（在圖示例 子中是三個）’如第7圖、第8圖所示，是藉由銷栓67將端 部樞支安裝在離合器內輪62，是可擺動的。如第8圖所示 ，當離心配重6 3朝內側擺動時，離心配重6 3的其中一端的 滾子抵接部6 3 c會抵接於滾子6 4，並且會抵抗壓縮彈簧6 6 的力量而使滾子6 4朝向圖的逆時鐘方向移動。而如第7圖 所示，當離心配重63朝外側擺動時，離心配重63的滾子抵 接部63c會從滾子64分離。而在鄰接的離心配重63的彈簧 支承部63d、63e之間，是安裝有拉伸彈簧68，是朝向讓 離心配重63朝內側擺動的方向彈壓。 當要安裝本實施方式的單向離合器60時，如第9圖所 示，在離合器外輪6 5的內側，是由內側依序安裝著：墊圈 70、保持器61、離合器內輪62(用來安裝離心配重63與拉 伸彈簧68的構造），在將滾子64與壓縮彈簧66插入之後， 會以離合器板69按壓，以簧圈71加以固定。此時，會將保 •13- Ι264503ι〇) 持器61的內側突出部61b(第3圖）壓入到形成於離合器內輪 62的肩部62e的四處位置的凹部62f(第4圖）的其中之一， 而進行定位。 當使引擎啓動而讓曲軸1 5旋轉時，花鍵結合在曲軸1 5 的離心式啓動離合器3 〇的內離合器3 1也會旋轉。當旋轉速 度到達預定値時，離合器配重34會由於離心力而在支軸33 的周圍擺動，而被按壓於外離合器3 5的外板3 5 a的圓筒部 內面，藉由摩擦力將旋轉傳達到外離合器3 5。該旋轉會經 由變矩器40而傳達到輸入軸25、輸出軸26，最後使機車的 車輪旋轉。 另一方面，曲軸1 5的旋轉，也會傳達到花鍵結合在內 離合器31的轂部31b的離合器內輪62，離合器內輪62會朝 向第7圖的順時鐘方向旋轉。離合器內輪62的凸輪面62b 是相對性地朝向較低側，而讓離合器外輪6 5內面與凸輪面 62b會分離，而滾子64不會在離合器外輪65內面與凸輪面 6 2 b之間被夾壓。於是，曲軸1 5的旋轉，就不會經由單向 離合器60而傳達到離心式啓動離合器30的外離合器35。 接著當行駛中進行引擎的減速操作時，車輪的旋轉 ，會傳達到在離心式啓動離合器3 0的外離合器3 5所形成的 離合器外輪65。藉由該離合器外輪65的順時鐘方向（第7圖 )的滾動與壓縮彈簧6 6的彈壓力，滾子6 4會朝順時鐘方向 移動，而被夾壓在離合器外輪63的內面與離合器內輪62的 凸輪面6 2 b之間，所以摩擦力所造成的旋轉，會傳達到離 合器內輪62 ’並且會從內離合器轂部3 1 b傳達到曲軸；! 5。 -14- 1264503”) 也就是說，會讓引擎制動能力作用。在該情況’曲軸15或 內離合器3 1以預定轉數（空轉程度）旋轉的期間，如第7圖 所示，離心配重63會藉由離心力而抵抗拉伸彈簧68的力量 而朝外側擺動，滾子64與離心配重63的滾子抵接部63c會 互相分離，不會阻止滾子64朝向圖的順時鐘方向移動。也 就是說，滾子64會在後述的可自由滾動的範圍內解除其限 制。 當推動車輛，引擎停止而以低速使車輪旋轉時，在單 向離合器60的離心配重63由於離心力沒有作用，如第8圖 所示，離心配重63會由於拉伸彈簧68的力量朝內側擺動。 此時，離心配重（限制構件）63的其中一端的滾子抵接部 63c會抵接於滾子64，並且會抵抗壓縮彈簧66的力量，使 滾子64朝向圖的逆時鐘方向移動，限制在可滾動的範圍內 。也就是說，滾子64會從離合器內輪62與離合器外輪65的 夾壓狀態開放，單向離合器60會朝兩方向空轉。所以即使 不將齒輪切換到空檔，也可推動車輛。 如上述在本實施方式，即使在低速狀態使車輪旋轉 ，該旋轉也不會傳達到曲軸，所以當推動車輛時不需要進 行齒輪操作。即使當齒輪變速器不具有空檔機構，也可推 動車輛，不需要設置空檔機構，可大幅地減少零件數量。 另一方面，即使在行駛中加速，車輪的旋轉會傳達到曲軸 ，仍可使引擎制動能力作用。 在本實施方式，是使用離心配重63作爲限制構件，藉 由該離心配重6 3的重量可任意地選定解除單向離合器6 0的 -15- I2645〇3i2) 限制狀態的預定轉數’可提升通用性。而由於該限制構件 6 3是以離心力作動，所以不會產生摩擦損失。 在上述實施方式，是在離合器內輪62的外周形成凸輪 面6 2 b，在與其外側的離合器外輪6 5之間保持者浪動構件（ 滾子64)，雖然是針對這種情況加以說明’而也可以在離 合器外輪65的內周形成凸輪面，在與其內側的離合器內輪 6 2之間保持滾動構件。 【圖式簡單說明】 第1圖是本發明的單向離合器的一實施方式的機車用動力 單元1 0的縱剖面圖。 第2圖是將第1圖中的離心式啓動離合器30及引擎制動 用單向離合器60的附近放大顯示的顯示圖。 第3圖（a)是保持器61的右側面圖，第3圖（b)是第3圖 (a) 的B — B端視剖面圖。 第4圖（a)是離合器內輪62的右側面圖，第4圖（b)是同 樣的左側面圖，第4圖（〇是第4圖（a)及第4圖（b)的C— C端 視剖面圖。 第5圖（a)是離心配重（限制構件）63的右側面圖，第5圖 (b) 是第5圖（a)的B—B端視剖面圖，第5圖（〇是第5圖（a) 的C端視圖，第5圖（d)是第5圖（a)的D端視圖，第5圖（e) 是第5圖（a)的E端視圖。 第6圖是離合器板69的右側面圖。 第7圖及第8圖是本實施方式的單向離合器6〇的組裝圖 -16- 1264503(13) (右側面圖），第7圖是顯示單向離合器60作動時的狀態。 第8圖是顯示在兩方向空轉時的狀態。 第9圖，是將第2圖中的單向離合器60部份取出顯示的 放大圖，是相當於第7圖的IX - IX端視剖面。[Technical Field] The present invention relates to a one-way clutch for engine braking, for example, which is incorporated in an engine of a locomotive. In the locomotive engine, a one-way clutch that is provided on the crankshaft and that allows power transmission from the electric starter to the crankshaft side has been conventionally used (for example, refer to Patent Document 1 or Patent Document 2). [Patent Document 1] 曰本实开昭5 9 - 1 1 6 6 3 9 [Patent Document 2] Japanese Patent Laid-Open No. 62-75 No. 1 1 [Invention] [Problems to be Solved by the Invention] The conventional one-way clutch is often operated as a one-way clutch. Therefore, when the one-way clutch is used as the engine brake and only the power from the wheel side toward the crankshaft side is allowed to be transmitted, even if the engine rotates, the rotation of the wheel is transmitted to the crankshaft. Therefore, in order to push the gear to the neutral position when the engine is stopped, the driving force needs to be released. If there is no neutral configuration, then the neutral configuration must be reloaded in the gear shift phase group. [Means for Solving the Problem] In order to solve the conventional problem, the first invention includes an inner ring portion - 5 - 645 032 032), an outer ring portion coaxial with the inner ring portion, and an outer circumference formed on the inner ring portion or a cam surface on an inner circumference of the outer ring portion, a rolling member disposed between the inner wheel portion and the outer ring portion, and a rolling member that rolls on the cam surface, and the rolling member is biased in the circumferential direction The one-way clutch of the biasing member that is biased by the inner wheel portion and the outer wheel portion is characterized in that a restricting member is provided, and the restricting member is restricted from moving in the biasing direction when rotating at a low speed The above limitation is released when the rolling member is freely rotatable and above a predetermined number of revolutions. According to a second aspect of the present invention, in the first aspect of the invention, the restricting member is provided with a centrifugal weight and is pivotally supported by the inner ring portion so as to be swingable by a centrifugal force. Open and lift the above restrictions. According to the first aspect of the invention, in the above configuration, the moving operation of the rolling member toward the biasing direction is limited to a range in which the rolling member can freely roll, and is at a predetermined number of revolutions or more. Since the restriction member of the above limitation is released, since the vehicle is driven at a low speed when it is pushed, even if the wheel is rotated, the rotation is not transmitted to the crankshaft. Therefore, no gear operation is required when pushing the vehicle. Even if the gearbox does not have a neutral mechanism, the vehicle can be pushed, so there is no need to set a neutral mechanism, which can greatly reduce the number of parts. On the other hand, if the vehicle accelerates during traveling, the rotation of the wheel is transmitted to the crankshaft, so that the engine braking ability can be exerted. According to a second aspect of the invention, the restricting member ' includes a centrifugal weight -6-12645033) and is pivotally supported by the inner ring portion so as to be swingable outwardly at a predetermined number of revolutions or more. When the above limitation is removed, the restriction of the moving range of the rolling member can be released by the centrifugal force without using a complicated device 'above a predetermined number of revolutions. The versatility can be improved by arbitrarily selecting the predetermined number of revolutions by the weight of the centrifugal weight. Also, since centrifugal force is used, friction loss does not occur. [Embodiment] Hereinafter, an embodiment of the present invention will be described based on Figs. 1 to 9 . First, Fig. 1 is a longitudinal sectional view of a power unit 10 for a vehicle according to an embodiment of the one-way clutch of the present invention, and Fig. 2 is a plan! The vicinity of the centrifugal start clutch 30 and the engine brake one-way clutch 60 in the figure is enlarged and displayed. The power unit 10 is configured by integrating the internal combustion engine 11 and the shifting mechanism 12 on the load side. The left and right unit casings 13L and 13R of the right and left halves of the crankcase of the internal combustion engine 1 and the gear case of the speed change mechanism 1 are combined to form a crank chamber and a gear chamber. The crankshafts 15 disposed in the left-right direction of the vehicle are supported by the left and right unit casings 13L and 13R via the bearings 16L and 16R, respectively. A piston 18 that is slidably fitted in a cylinder of the cylinder block 17 of the internal combustion engine 1 and the crankshaft 15 are connected by a link 19. The cylinder head 20 coupled to the cylinder block 17 forms a combustion chamber 21 between the top surface of the piston 18, and is provided with an air inlet communicating with the combustion chamber 2 1 for opening and closing the intake air 1446503 (4) and the exhaust port. Exhaust valve (not shown). The cam shaft 22 for driving the intake and exhaust valves is rotatably supported by the cylinder head 20 in parallel with the crankshaft 15. In the shifting mechanism 12, the input shaft 25 and the output shaft 26' disposed in parallel with the crankshaft 15 are rotatably mounted on the right and left unit casings 13L, 13R. In the input shaft 25, a deceleration driven gear 25a is fitted to the end projecting from the right unit casing 13R toward the right side, and a drive gear 25b is formed on the inner side of the left side. On the output shaft 26, a drive sprocket 26a is fitted to an end projecting from the left unit casing 13L toward the left outer side, and a driven gear 26b is fitted to the right inner side. The driven gear 26b and the above drive gear 25b is intermeshing. The drive sprocket 26a that protrudes outside the output shaft 26 and the driven sprocket that is integrally provided on the rear wheel of the locomotive (not shown) form a final reduction mechanism around the chain 27. The right side portion of the crankshaft 15 projecting from the right unit casing 1 3 R toward the right side is sequentially disposed from the right end toward the inner side: a centrifugal start clutch 30, a torque converter 40, and a primary reduction drive gear 48a' The primary reduction drive gear 48a is meshed with the primary reduction driven gear 25a of the above-described shifting mechanism 12. Covering from the right side: the primary reduction mechanism, the centrifugal start clutch 30, and the right outer casing 28' of the torque converter 40, which are formed by the meshing of the primary reduction drive gear 48 a and the primary reduction driven gear 25 a, are engaged The right end face of the right unit case 1 3 R. The right outer casing 28 is an end portion of the crankshaft 15 that is axially supported by a bearing 29. The centrifugal start clutch 30' is provided with an inner clutch 31 and an outer clutch -8- 1264503 (5) 32. The inner clutch 31 is composed of a disk-shaped inner plate 31a and an inner hub portion 31b for holding a base end thereof, and the inner hub portion 31b is spline-coupled to the right end portion of the crankshaft 15, and is a clutch fastening bolt. 32 is fixed and rotates integrally with the crankshaft 15. A plurality of support shafts 3 3 projecting from the outer peripheral end side of the inner plate 3 1 a in parallel with the crankshaft 15 are pivotally supported by the clutch weights 34, respectively. The outer plate 35a of the outer clutch 35 has an inner peripheral surface of the cylindrical portion thereof which is covered toward the plurality of clutch weights 34. The outer hub portion 35b for holding the base end of the outer plate 35a is pivotally supported by the crankshaft 15 via the bearing 37, and is supported by the one-way clutch 60 with respect to the inner hub portion 32. With. While the crankshaft 15 is rotating, the inner clutch 31 is also integrally rotated, but the torque is not transmitted to the outer clutch 35 by the one-way clutch 60. When the rotation of the clutch shaft 15 exceeds the predetermined enthalpy, the tilting action of the clutch weight 34 is increased to act on the outer plate 35a, and the centrifugal start clutch 30 is engaged to rotate the outer clutch 35. In the one-way clutch 60, the driving force on the side of the shifting mechanism 12 (on the side of the outer clutch 35) is larger than the driving force on the side of the internal combustion engine 1 1 (the side of the inner clutch 31), and only when the rotational speed of the side of the internal combustion engine 1 1 (crankshaft 15) is When the predetermined value is equal to or greater than 値, the rotational power can be transmitted from the shifting mechanism 1 2 side (the outer clutch 3 5 side) to the crankshaft 15 (the inner clutch 3 1 side), and the detailed structure thereof will be described later. The torque converter 40' disposed adjacent to the right unit case 1 3 R side by the centrifugal start clutch 30 is integrally coupled to the outer hub portion 3 for holding the base end of the outer plate 35. The pump impeller 4 1 of 6 and the vortex 1654503⁄4 wheel impeller 42 opposed thereto and the stator impeller 43 disposed between the impellers 41 and 42 are formed. The stator hub portion 44' for holding the base end of the stator impeller 43 is spline-fitted to the cylindrical stator shaft 45, and the same stator shaft 45' is axially supported by the crankshaft 15 via the bearing 46, and is opposed to the right unit casing. The body 13R is supported via the freewheel clutch 47, and the stator impeller 43 is rotatably unidirectional with the stator shaft 45. A cylindrical turbine shaft 48' for holding the base end of the turbine wheel 42 is rotatably held by the stator shaft 45' via a bearing 49. The primary reduction drive gear 48a is formed at the left end portion of the turbine shaft 48. The pump impeller 41 is integrally coupled to the side casing 50 that covers the back surface of the turbine wheel 42, and a freewheel clutch 51° for rear load transmission is interposed between the side casing 50 and the turbine shaft 48. When the rotational speed of 15 exceeds the predetermined speed, the centrifugal start clutch 30 is engaged, and when the pump impeller 41 rotates together with the outer clutch 35, the urging oil in the torque converter 40 will be from the outer peripheral side of the pump impeller 41. The turbine impeller 4 1 and the stator impeller 43 which is restricted in rotation by the freewheel clutch 47 are sequentially flowed, and then returned to the inner peripheral side of the pump impeller 41 to circulate in the above manner to pump the impeller 4 The torque of 1 is transmitted to the turbine wheel 42° to thereby rotationally drive the turbine shaft 48, which is the body of the turbine wheel 4, that is, the primary reduction drive gear 48 8 a. When the rotational speed of the turbine wheel 42 becomes high and approaches the speed of the pump impeller 41, the stator impeller 43 is idling by the freewheel clutch 47, and the impellers 41, 4 2, 4 3 are integrated to improve the function as a fluid joint. The efficiency of the rotation. -10- 1264503 (7) The torque converter 40 will achieve the function of automatic shifting. When the rear load 'when decelerating is input from the shifting mechanism 1 2 side to the turbine shaft 48 via the primary speed reducing mechanism, the torque thereof is directly transmitted to the pump impeller via the side casing 50 due to the engagement of the free wheel clutch 5]. 4, the rotation of the outer clutch hub portion 35b integral with the pump impeller 41 is transmitted to the crankshaft 15 via the one-way clutch 60, and the engine braking capability acts. 3 to 6 are display diagrams showing members constituting the one-way clutch 60 of the present embodiment, respectively, FIG. 3 is a display holder, FIG. 4 is a display inner clutch wheel, and FIG. 5 is a view showing Centrifugal weight (restriction member), Fig. 6 shows the clutch plate 69. First, Fig. 3(a) is a right side view of the holder 61, and Fig. 3(b) is a cross-sectional view taken along line B-B of Fig. 3(a). The retainer 61 is an annular plate, and is folded twice at a plurality of positions (three in the illustrated example) of the outer peripheral portion to form a spring support portion 61a. At one position in the inner peripheral portion, a portion 6 1 b protruding toward the inner side is provided. Figure 4 (a) is the right side view of the inner wheel 62, the fourth figure (b) is the same left side view, and the fourth figure (c) is the fourth figure (a) and the fourth figure (b) C-C end cross-sectional view. The clutch inner wheel 6 2 has a spline structure 6 2 a formed on the inner circumference, and a cam surface 6 2 b is formed at a plurality of positions (three in the illustrated example) of the outer peripheral portion. Further, a notch 62c and a pin hole 62d for pivotally attaching the centrifugal weight 6 to be described later are provided. On one of the sides (left side), the shoulder portion 62e extending in the circumferential direction is recessed to form a recess 62f at a plurality of positions (four positions are shown). Fig. 5(a) is a right side view of the centrifugal weight (restricting member) 63, Fig. 5-11 - 1264503s) (b) is a B-B end sectional view of Fig. 5 (a), Fig. 5 (c) is the C-terminal view of Fig. 5(a), Fig. 5(d) is the D end view of Fig. 5(a), and Fig. 5(e) is the E end view of Fig. 5(a). . At one end of the centrifugal weight 63, a notch 63a and a pin inspection hole 63b for pivotally attaching to the clutch inner wheel 62 are formed. At the other end portion, a roller abutting portion 6 3 c that abuts against a roller 6 4 to be described later when the clutch is idling is formed. Spring seats 63d and 63e for attaching a tension spring 68 to be described later are formed at both end portions. Figure 6 is a right side view of the clutch plate 69. The clutch plate 69 is an annular flat plate, and a retracting portion for arranging a tension spring 68 to be described later is formed at a plurality of positions on the inner circumference (three positions are shown). Figs. 7 and 8 are assembled views (right side view) of the one-way clutch 60 of the present embodiment, Fig. 7 is a view showing a state in which the one-way clutch 60 is actuated, and Fig. 8 is a view showing a state in which the two directions are idling status. Fig. 9 is an enlarged view showing a portion of the one-way clutch 60 taken out in Fig. 2, which is an IX-IX end sectional view corresponding to Fig. 7. The clutch inner wheel 62 having the cam surface 62b formed on the outer peripheral surface is spline-coupled to the inner clutch hub portion 31b of the centrifugal start clutch 30 by the spline structure 62a formed on the inner circumference, and the clutch shaft 15 - Body rotation. 64 is a roller (rolling member) of a plurality of (three in the illustrated example), and rolls on the cam surface 62b of the clutch inner wheel 62. 65 is a clutch outer wheel integrally formed with the outer clutch hub portion 35b of the centrifugal start clutch 30, and the roller 64 is held in the radial direction between the clutch inner wheel 62 and the clutch The wheels 62 roll relative to each other. 66' is a compression spring (elastic member) inserted between the spring support portion 6 1 a of the holder 6 1 and the roller 64 - 12 - 1264503⁄4, and the roller 6 4 is oriented in the circumferential direction (in the seventh diagram) Figure 8 is the clockwise direction. In Figures 7 and 8, the clockwise direction is the forward direction of the engine. When the clutch outer wheel 65 rotates clockwise with respect to the clutch inner wheel 62, the roller 64 will be at the clutch inner wheel 62 and the clutch outer wheel. When the clutch 65 is clamped, when the clutch inner wheel 62 rotates in the clockwise direction with respect to the clutch outer wheel 65, the above-mentioned pinching is released. Although the above is substantially the same as the conventional one-way clutch configuration, the one-way clutch 60 of the present embodiment has the following configuration. That is to say, as shown in Fig. 5, there are a plurality of centrifugal weights (restricting members) 63 (three in the illustrated example), as shown in Figs. 7 and 8, which are by bolts. 67 The end pivot is mounted to the inner clutch wheel 62 and is swingable. As shown in Fig. 8, when the centrifugal weight 63 is swung inward, the roller abutting portion 6 3 c at one end of the centrifugal weight 63 will abut against the roller 64 and will resist the compression spring 6 The force of 6 causes the roller 6 4 to move in the counterclockwise direction of the figure. On the other hand, as shown in Fig. 7, when the centrifugal weight 63 is swung outward, the roller abutting portion 63c of the centrifugal weight 63 is separated from the roller 64. On the other hand, between the spring supporting portions 63d and 63e of the adjacent centrifugal weights 63, a tension spring 68 is attached, and is biased in a direction in which the centrifugal weight 63 is swung inward. When the one-way clutch 60 of the present embodiment is to be mounted, as shown in FIG. 9, on the inner side of the clutch outer wheel 65, the inside is sequentially mounted: a washer 70, a retainer 61, and an inner clutch wheel 62 (for The centrifugal weight 63 and the tension spring 68 are attached. After the roller 64 and the compression spring 66 are inserted, they are pressed by the clutch plate 69 and fixed by the coil spring 71. At this time, the inner protruding portion 61b (Fig. 3) of the holder 61 is pressed into the concave portion 62f (Fig. 4) formed at four positions of the shoulder portion 62e of the clutch inner wheel 62. One of them, while positioning. When the engine is started to rotate the crankshaft 15, the inner clutch 31 that is splined to the centrifugal start clutch 3 of the crankshaft 15 also rotates. When the rotational speed reaches the predetermined enthalpy, the clutch weight 34 is swung around the fulcrum 33 due to the centrifugal force, and is pressed against the inner surface of the cylindrical portion of the outer plate 35 a of the outer clutch 35, and is rotated by the frictional force. Communicate to the outer clutch 3 5 . This rotation is transmitted to the input shaft 25, the output shaft 26 via the torque converter 40, and finally the wheels of the locomotive are rotated. On the other hand, the rotation of the crankshaft 15 is also transmitted to the clutch inner wheel 62, which is spline-coupled to the hub portion 31b of the inner clutch 31, and the clutch inner wheel 62 rotates in the clockwise direction of Fig. 7. The cam surface 62b of the clutch inner wheel 62 is relatively facing the lower side, and the inner surface of the clutch outer wheel 65 is separated from the cam surface 62b, and the roller 64 is not in the inner surface of the clutch outer wheel 65 and the cam surface 6 2 b It is pinched between. Therefore, the rotation of the crankshaft 15 is not transmitted to the outer clutch 35 of the centrifugal start clutch 30 via the one-way clutch 60. Then, when the engine is decelerating during running, the rotation of the wheel is transmitted to the clutch outer wheel 65 formed by the outer clutch 35 of the centrifugal start clutch 30. By the rolling of the clutch outer wheel 65 in the clockwise direction (Fig. 7) and the spring pressure of the compression spring 66, the roller 6 4 is moved in the clockwise direction, and is pinched on the inner surface of the clutch outer ring 63 and the clutch. The cam surface 6 2 b of the inner wheel 62 is so that the rotation caused by the frictional force is transmitted to the inner clutch wheel 62' and is transmitted from the inner clutch hub portion 3 1 b to the crankshaft; -14- 1264503") In other words, the engine braking ability is allowed to act. In this case, the crankshaft 15 or the inner clutch 3 1 is rotated at a predetermined number of revolutions (degree of idling), as shown in Fig. 7, the centrifugal weight 63 will swing outward by the force of the tension spring 68 by centrifugal force, and the roller 64 and the roller abutting portion 63c of the centrifugal weight 63 will be separated from each other, and will not prevent the roller 64 from moving clockwise toward the figure. That is to say, the roller 64 will release its restriction in the freely rollable range described later. When the vehicle is pushed and the engine is stopped to rotate the wheel at a low speed, the centrifugal weight 63 of the one-way clutch 60 does not function due to the centrifugal force. As shown in Fig. 8, the centrifugal weight 63 is swung inward due to the force of the tension spring 68. At this time, the roller abutting portion 63c of one end of the centrifugal weight (restricting member) 63 abuts on the roller. The child 64, and resisting the force of the compression spring 66, moves the roller 64 in the counterclockwise direction of the figure, limited to a rollable range. That is, the roller 64 will be from the clutch inner wheel 62 and the clutch outer wheel 65. Open clamped state The one-way clutch 60 is idling in both directions, so that the vehicle can be pushed even if the gear is not switched to neutral. As described above, in the present embodiment, even if the wheel is rotated at a low speed, the rotation is not transmitted to the crankshaft, so Gear operation is not required when propelling the vehicle. Even when the gear transmission does not have a neutral mechanism, the vehicle can be pushed without the need to set a neutral mechanism, which can greatly reduce the number of parts. On the other hand, even if it accelerates while driving, the wheel The rotation of the crankshaft can be transmitted to the crankshaft, and the engine braking capability can still be applied. In the present embodiment, the centrifugal weight 63 is used as the restriction member, and the weight of the centrifugal weight 63 can be arbitrarily selected to release the one-way clutch 60. The -15-I2645〇3i2) the predetermined number of revolutions of the restricted state can improve the versatility. Since the restricting member 63 is actuated by the centrifugal force, no friction loss occurs. In the above embodiment, the clutch inner wheel 62 The outer circumference forms a cam surface 6 2 b, and the pulsating member (roller 64) is held between the clutch outer wheel 65 and the outer side thereof, although this is It is to be noted that a cam surface may be formed on the inner circumference of the clutch outer clutch 65, and a rolling member may be held between the inner clutch wheels 6 2 on the inner side. [FIG. 1] FIG. 1 is a one-way clutch of the present invention. A longitudinal sectional view of a power unit 10 for a locomotive according to an embodiment. Fig. 2 is an enlarged view showing a vicinity of a centrifugal start clutch 30 and an engine brake one-way clutch 60 in Fig. 1 . a) is a right side view of the retainer 61, and Fig. 3(b) is a cross-sectional view taken along line B-B of Fig. 3(a). Fig. 4(a) is a right side view of the clutch inner wheel 62, 4(b) is the same left side view, and Fig. 4 (〇 is a C-C end cross-sectional view of Figs. 4(a) and 4(b). Fig. 5(a) is a right side view of the centrifugal weight (restriction member) 63, Fig. 5(b) is a B-B end sectional view of Fig. 5(a), and Fig. 5 (〇 is the 5th Figure (a) is a C-terminal view, Figure 5 (d) is a D-end view of Figure 5 (a), and Figure 5 (e) is a E-end view of Figure 5 (a). Figure 6 is a clutch The right side view of the plate 69. Fig. 7 and Fig. 8 are assembly diagrams 16 - 1264503 (13) (right side view) of the one-way clutch 6 本 of the present embodiment, and Fig. 7 shows the one-way clutch 60 is activated. Fig. 8 is a view showing a state in which the two directions are idling. Fig. 9 is an enlarged view showing a portion of the one-way clutch 60 in Fig. 2 taken out, which is equivalent to IX-IX of Fig. 7. End view.
【主要元件符號說明】 1 〇 :動力單元 1 1 :內燃機 1 2 :變速機構 13L :左單元盒體 13R :右單元盒體 15 :曲軸 1 6 L、1 6 R :軸承 1 7 :氣缸體 1 8 :活塞[Main component symbol description] 1 〇: Power unit 1 1 : Internal combustion engine 1 2 : Transmission mechanism 13L : Left unit case 13R : Right unit case 15 : Crankshaft 1 6 L, 1 6 R : Bearing 1 7 : Cylinder block 1 8: Piston
1 9 :連桿 2 0 :氣缸頭 2 1 :燃燒室 2 2 :凸輪軸 25 :輸入軸 2 6 :輸出軸 2 7 :鏈條 2 8 :右側外殼 2 9 :軸承 -17- I264503(14)1 9 : Connecting rod 2 0 : Cylinder head 2 1 : Combustion chamber 2 2 : Camshaft 25 : Input shaft 2 6 : Output shaft 2 7 : Chain 2 8 : Right side housing 2 9 : Bearing -17- I264503(14)
30:離心式啓動離合器 3 1 :內離合器 3 1 a :內板 3 1 b :內穀部 3 2 :離合器緊固螺栓 3 3 :支軸 3 4 :離合器配重 3 5 :外離合器 3 5 a :外板 3 5b :外轂部 37 :軸承 40 :變矩器 4 1 :泵浦葉輪 4 2 :渦輪葉輪 4 3 :定子葉輪30: Centrifugal starting clutch 3 1 : Inner clutch 3 1 a : Inner plate 3 1 b : Inner valley 3 2 : Clutch fastening bolt 3 3 : Support shaft 3 4 : Clutch weight 3 5 : Outer clutch 3 5 a : outer plate 3 5b : outer hub portion 37 : bearing 40 : torque converter 4 1 : pump impeller 4 2 : turbine impeller 4 3 : stator impeller
44 :定子轂部 45 :定子軸 46 :軸承 47·自由輪離合益 4 8 :渦輪軸 49 :軸承 5 0 :側外殼 5 1 :自由輪離合器 60 :單向離合器 -18- 1264503(15) 6 1 :保持器 6 1 a :彈簧支承部 6 1 b :內側突出部 6 2 :離合器內輪 6 2 a :花鍵構造 6 2 b :凸輪面 6 2 c :缺□44: stator hub 45: stator shaft 46: bearing 47 · free wheeling benefit 4 8 : turbine shaft 49 : bearing 5 0 : side casing 5 1 : freewheel clutch 60 : one-way clutch -18 - 1264503 (15) 6 1 : retainer 6 1 a : spring support portion 6 1 b : inner projecting portion 6 2 : clutch inner wheel 6 2 a : spline structure 6 2 b : cam surface 6 2 c : lack of
6 2 d :銷栓孔 6 3 c :滾子抵接部 6 3 d、6 3 e :彈簧座 64 :滾子（滾動構件） 6 5 :離合器外輪 66 :壓縮彈簧（彈壓構件） 6 7 :銷栓 6 8 :拉伸彈簧6 2 d : pin hole 6 3 c : roller abutment 6 3 d, 6 3 e : spring seat 64 : roller (rolling member) 6 5 : clutch outer wheel 66 : compression spring (elastic member) 6 7 : Pin 6 8 : Extension spring
6 9 :離合器板 6 9 a :退避部 70 :墊圈 71 :簧圈 19-6 9 : Clutch plate 6 9 a : Retraction 70 : Washer 71 : Reed 19-