JP2009156458A - Driving force transmission device for hybrid vehicle - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To provide a driving force transmission device for a hybrid vehicle capable of preventing a two-way clutch from being switched to an engagement state while traveling by the drive of an engine. <P>SOLUTION: The driving force transmission device for the hybrid vehicle is provided with a front wheel rotated and driven while having an engine as a drive source, and a rear wheel rotated and driven while having an electric motor with a speed reducer as a drive source. In a torque transmission route from an output shaft 18 of the speed reducer in the electric motor to the rear wheel, a sprag 24 is assembled between an outer ring 22 and an inner ring 23, and the two-way clutch 19 holding the sprag 24 by two retainers 25 having different diameters is assembled, and rotation torque is prevented from being transmitted from the rear wheel to the output shaft 18 during traveling of the vehicle by the drive of the engine. <P>COPYRIGHT: (C)2009,JPO&INPIT

Description

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

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

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

  Here, as a two-way clutch, two cages with different diameters are incorporated between the outer ring and the inner ring, and sprags are incorporated into the pockets formed in the respective cages, and the relative relationship between the large-diameter side cage and the small-diameter side cage A sprag type two-way clutch is employed in which the sprag is tilted in the circumferential direction by rotation so that the cam surfaces at both ends of the sprag are engaged with the inner diameter surface of the outer ring and the outer diameter surface of the inner ring.

JP 11-291774 A

  By the way, in the driving force transmission device for a hybrid vehicle described in Patent Document 1, when the output shaft of the speed reducer is rotated by an external force such as vibration during the forward traveling by driving the engine, the electric motor is stopped. The rotation is transmitted to the outer ring of the two-way clutch, the sprag tilting forward is switched to the reverse side to be engaged, and the rotation of the auxiliary drive wheel is transmitted to the speed reducer side. The malfunction that rotation is inhibited occurs.

  In addition, when the reverse drive is performed by driving the engine with the electric motor stopped, the sprag tilting to the reverse side is switched to the forward side to be in the engaged state as described above, and the rotation of the auxiliary drive wheel is decelerated. There is a problem that the rotation of the auxiliary drive wheel is obstructed by being transmitted to the machine side.

  An object of the present invention is to provide a driving force transmission device for a hybrid vehicle that can prevent the two-way clutch from engaging in a direction that inhibits the rotation of auxiliary driving wheels during traveling by driving the engine. It is.

  In order to solve the above-described problems, the first invention includes a drive wheel that is rotationally driven using an engine as a drive source, and an auxiliary drive wheel that is rotationally driven using an electric motor with a speed reducer as a drive source. A two-way clutch is incorporated in a torque transmission path from the output shaft of the reducer in the motor to the auxiliary drive wheel, and the two-way clutch has a cylindrical inner surface of the outer ring and a cylindrical shape of the inner ring to which rotational torque from the reducer is input. Two cages with different diameters are incorporated between the outer surfaces, the outer cage of the large diameter is fixed to the cylindrical inner surface of the outer ring, and a pocket opposing the radial direction is provided in the outer cage and the inner cage of the small diameter, A sprag in the pocket and an elastic member that holds the sprag at a substantially central position in the circumferential direction of the pocket are incorporated, and the sprag is tilted by the relative rotation of the inner cage with respect to the outer cage. In the driving force transmission device for a hybrid vehicle comprising a sprag type two-way clutch adapted to engage with the cylindrical inner surface of the outer ring and the cylindrical outer surface of the inner ring, between the outer retainer and the inner retainer, A configuration is provided in which a temporary fixing means is provided for relatively preventing the outer cage and the inner cage from rotating in a switch state in which the sprag contacts the cylindrical inner surface of the outer ring and the cylindrical outer surface of the inner ring.

  In the driving force transmission device for a hybrid vehicle configured as described above, when the electric motor is driven and the rotation is transmitted to the outer ring of the two-way clutch, the outer cage and the inner cage fixed to the outer ring rotate relative to each other. By the relative rotation, the sprag is engaged with the opposing surfaces of the outer ring and the inner ring, the rotation of the outer ring is transmitted to the inner ring through the sprag, the rotation of the inner ring is transmitted to the auxiliary driving wheel, and the auxiliary driving wheel rotates.

  Further, when the outer cage and the inner cage are relatively rotated and the sprag is engaged, the temporary fixing means is engaged, and the outer cage and the inner cage are temporarily fixed in a relatively rotated state. For this reason, even if it switches to the driving | running | working state by the drive of an engine and stops an electric motor, an outer side holder and an inner side holder | retainer are hold | maintained in the state rotated relatively by the temporary fix | stop means.

  For this reason, the outer ring is not rotated by an external force such as vibration, and the two-way clutch is not engaged in a direction that inhibits the rotation of the auxiliary drive wheel.

  Here, as temporary fixing means, an accommodation hole facing in the radial direction is formed in one of the inner diameter surface of the outer cage and the outer diameter surface of the inner cage, and the engagement element and the engagement element are accommodated in the accommodation hole. An elastic member that is biased in a direction protruding from the housing, and on the other side, two engagement recesses that engage with the engagement elements are provided at intervals in the circumferential direction, and the engagement of the engagement elements with the engagement recesses Therefore, it is possible to adopt a structure in which the outer cage and the inner cage are relatively prevented from rotating.

  In this case, the engaging element may be a ball or a pin having a hemispherical tip. Moreover, the pin which has a taper surface at the front-end | tip may be sufficient.

  In order to solve the above-mentioned problems, the second invention includes a drive wheel that is rotationally driven using an engine as a drive source, and an auxiliary drive wheel that is rotationally driven using an electric motor with a speed reducer as a drive source. A two-way clutch is incorporated in the torque transmission path from the output shaft of the reducer in the motor to the auxiliary drive wheel, and the two-way clutch incorporates an inner ring inside the outer ring to which the rotational torque from the reducer is input. A cam surface is formed on the inner circumference of the inner ring to form a narrow wedge-shaped space at both ends in the circumferential direction between the inner ring and the cylindrical outer surface, and a roller incorporated between the cam surface and the cylindrical outer surface is held by a cage. A driving force transmission device for a hybrid vehicle comprising a roller type two-way clutch in which a roller is engaged with a cam surface and a cylindrical outer surface by relative rotation of a cage with respect to the outer ring. In addition, a temporary fixing means is provided between the outer ring and the cage to relatively prevent the outer ring and the cage from rotating in a switch state in which the roller is in contact with the cam surface of the outer ring and the cylindrical outer surface of the inner ring. It was.

  In the driving force transmission device for a hybrid vehicle according to the second invention, when the electric motor is driven and the rotation is transmitted to the outer ring of the two-way clutch, the outer ring and the cage rotate relative to each other. By the relative rotation, the roller engages the cam surface of the outer ring and the cylindrical outer surface of the inner ring, the rotation of the outer ring is transmitted to the inner ring through the roller, the rotation of the inner ring is transmitted to the auxiliary driving wheel, and the auxiliary driving wheel is Rotate.

  Further, when the outer ring and the cage are rotated relative to each other and the roller is engaged, the temporary fixing means is engaged, and the outer ring and the cage are temporarily fixed in a relatively rotated state. For this reason, even if it switches to the driving | running | working state by the drive of an engine and stops an electric motor, an outer ring and a holder | retainer are hold | maintained in the state rotated relatively by the temporary fix | stop means.

  For this reason, the outer ring is not rotated by an external force such as vibration, and the two-way clutch is not engaged in a direction that inhibits the rotation of the auxiliary drive wheel.

  Here, as temporary fixing means, an accommodation hole facing in the radial direction is formed in one of the inner circumferential surface of the outer ring and the outer circumferential surface of the cage, and an engagement element and the engagement element protrude from the accommodation hole in the accommodation hole. An elastic member that is biased in the direction, and on the other side, two engagement recesses that engage with the engagement element are provided at intervals in the circumferential direction, and the outer ring is engaged by engagement of the engagement element with the engagement recess. It is possible to adopt a structure in which the cage is relatively prevented from rotating.

  As described above, in the driving force transmission device according to the first aspect of the present invention, when the electric motor is stopped, the outer cage and the inner cage are moved at the relative rotational positions where the sprags are switched to the engaged positions by the temporary fixing means. Since the rotation is prevented, the outer cage and the inner cage are not relatively rotated by an external force such as vibration, and the two-way clutch is engaged in a direction that inhibits the rotation of the auxiliary drive wheel. Can be prevented.

  In the driving force transmission device according to the second aspect of the invention, when the electric motor is stopped, the outer ring and the retainer are prevented from rotating at the relative rotation position where the roller is switched to the engagement position by the temporary fixing means, so that vibration or the like The outer ring and the cage are not relatively rotated by the external force, and the two-way clutch can be prevented from being engaged in a direction that inhibits the rotation of the auxiliary drive wheel.

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

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

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

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

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

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

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

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

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

  As shown in FIG. 5, between the outer cage 25a and the inner cage 25b, the sprag 24 is held outside in a switched state in which both ends of the sprag 24 are in contact with the cylindrical inner surface 22a of the outer ring 22 and the cylindrical outer surface 23a of the inner ring 23. Temporary fastening means 33 for relatively preventing the container 25a and the inner holder 25b from rotating is provided.

  The temporary fixing means 33 is formed with a receiving hole 34 facing in the radial direction on the outer diameter surface of the inner cage 25 b, and a ball 35 as an engaging member in the receiving hole 34 and the ball 35 project from the receiving hole 34. On the other hand, an engagement concave portion 37 formed of two axial grooves that can be engaged with the ball 35 is spaced apart in the circumferential direction on the inner diameter surface of the outer cage 25a. The outer retainer 25a and the inner retainer 25b are relatively prevented from rotating by the engagement of the ball 35 with the engagement recess 37.

  In addition, an accommodation hole for accommodating the ball 35 and the elastic member 36 may be formed on the inner diameter surface of the outer cage 25a, and the engagement recess 37 may be provided on the outer diameter surface of the inner cage 25b.

  As shown in FIG. 3, one end portion of the inner cage 25b is located outside the end portion of the outer cage 25a, and a flange 38 and a gear fitting surface 39 are formed on the outer periphery of one end portion of the inner cage 25b. An engagement groove 40 is provided in the gear fitting surface 39.

  A sub gear 41 is rotatably fitted to the gear fitting surface 39, and the sub gear 41 is pressed against the flange 38 by an elastic member 42 such as a disc spring incorporated in the engaging groove 40.

  The sub gear 41 meshes with the drive gear 21, and the number of teeth on the outer periphery is larger than the number of teeth on the input gear 27. For this reason, when the drive gear 21 rotates, the sub gear 41 rotates behind the input gear 27 while slipping at the contact portion with the flange 38.

  As shown in FIGS. 2 and 3, the differential case 43 of the differential 20 is fixed to the inner ring 23, and when rotational torque is transmitted from the inner ring 23 to the differential case 43, the rotational torque is transmitted to the differential mechanism 44. 1 is transmitted to the axle 45 of the rear wheel 12 shown in FIG.

The driving force transmission device for a hybrid vehicle shown in the embodiment has the above structure,
Now, when the electric motor 16 is driven, the rotation of the electric motor 16 is reduced by the speed reducer 17 and transmitted to the drive gear 21, and the rotation of the drive gear 21 is transmitted to the input gear 27 and the sub gear 41.

  For this reason, the outer ring 22 rotates and the inner cage 25 b also rotates in the same direction as the outer ring 22 due to the contact between the sub gear 41 and the flange 38.

  At this time, since the number of teeth of the sub gear 41 is larger than the number of teeth of the input gear 27, the sub gear 41 rotates behind the input gear 27 while slipping at the contact portion with the flange 38, and is held outside fixed to the outer ring 22. The container 25a and the inner holder 25b rotate relative to each other.

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

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

  By the engagement of the sprag 24 in the two-way clutch 19, the rotation of the outer ring 22 is transmitted to the inner ring 23 through the sprag 24. Further, the rotation of the inner ring 23 is transmitted from the differential case 43 fixed to the inner ring 23 to the axle 45 shown in FIG. 1 through the differential mechanism 44, and the vehicle travels by the rotation of the rear wheel 12.

  Here, when the outer retainer 25a and the inner retainer 25b rotate relative to each other and the sprag 24 is engaged as shown in FIG. 4 (II), as shown in FIG. The outer retainer 25a and the inner retainer 25b are temporarily fixed by engaging with the engaging recess 37, and are prevented from rotating relatively.

  For this reason, even if the electric motor 16 is stopped by switching to the running state by driving the engine 13, the temporary retainer means 33 prevents the outer retainer 25a and the inner retainer 25b from rotating relatively, and the sprag 24 The cam surfaces at both ends are held in a switch state in which they contact the cylindrical inner surface 22a of the outer ring 22 and the cylindrical outer surface 23a of the inner ring 23.

  Therefore, even when an external force such as vibration is applied, the outer ring 22 is not rotated, and the two-way clutch 19 is not engaged in a direction that inhibits the rotation of the rear wheel 12.

  Here, when the electric motor 16 is rotated in the reverse direction in order to stop the engine 13, stop the hybrid vehicle 10, and switch the traveling direction, the outer cage 25a and the inner cage 25b rotate relative to each other. 4 (II) tilts in the opposite direction and engages with the cylindrical inner surface 22a of the outer ring 22 and the cylindrical outer surface 23a of the inner ring 23, and the hybrid vehicle 10 travels in the opposite direction.

  Further, the ball 35 shown in FIG. 5 (II) comes out of one engagement recess 37 and engages with the other engagement recess 37. Therefore, even if the driving of the engine 13 is switched to stop the electric motor 16, the outer cage 25a and the inner cage 25b do not rotate relative to each other due to vibration or the like, and the sprag 24 is held in the switch state. .

  In FIG. 5, the engagement element that can be engaged with the engagement recess 37 is the ball 35, but the engagement element is not limited to this. For example, a pin having a hemispherical tip may be used, or a pin having a tapered surface at the tip.

  In FIG. 3, the outer cage 25a and the inner cage 25b are rotated relative to each other using the sub-gear 41. However, as shown in FIG. 70 is rotatably fitted, and the movable friction plate 70 is pressed against the flange 38 by the elastic member 36 and is brought into contact with the fixed friction plate 73 fixed to the housing 72 to cause the inner cage 25b to have rotational resistance due to friction. You may make it load.

  Also in the case shown in FIG. 6, when the rotational torque is transmitted from the drive gear 21 to the input gear 27, the outer cage 25 a and the inner cage 25 b can be rotated relative to each other to switch the sprag 24 to the engaged position.

  In the embodiment shown in FIGS. 3 and 4, the two-way clutch 19 is a sprag type, but is fixed to the inner diameter surface of the input gear 27 as shown in FIGS. 7 (I) and (II). A cam surface 54 is formed on the inner diameter surface of the outer ring 51 to form a wedge-shaped space with a gap between the cylindrical outer surface 53 formed on the inner ring 52 that gradually decreases toward both ends in the circumferential direction. A roller 55 is incorporated in the space, the roller 55 is held by a holder 56, and the roller 55 is held by an elastic member 57 at a substantially central position in the circumferential direction of a pocket 56a formed in the holder 56. A type of two-way clutch 19 may be used.

  In the roller type two-way clutch 19, a switch pin 58 facing radially outward is fixed to the retainer 56, and the switch pin 58 is inserted into a long hole 59 formed in the outer ring 51. The outer ring 51 and the retainer 56 are relatively rotatable within a range in which the switch pin 58 is in contact with both ends thereof.

  Further, the sub gear 41 is rotatably fitted to the end portion of the cage 56, and the sub gear 41 is pressed against the flange 60 provided on the cage 56 by the elastic member 42, so that the drive gear 21 to the input gear 27 is pressed. When the rotational torque is transmitted, the outer ring 51 and the cage 56 are rotated relative to each other so that the roller 55 is engaged with the cam surface 54 and the cylindrical outer surface 53.

  In the adoption of the roller type two-way clutch 19 as described above, the roller 55 is in a switched state between the outer ring 51 and the retainer 56 so that the roller 55 contacts the cam surface 54 of the outer ring 51 and the cylindrical outer surface 53 of the inner ring 52. Temporary fixing means 33 for relatively preventing the outer ring 51 and the cage 56 from rotating is provided so that the roller 55 of the two-way clutch 19 is engaged in a direction that inhibits the rotation of the rear wheel 12 when the electric motor 16 is stopped. To prevent.

  Since the temporary fixing means 33 has the same configuration as the temporary fixing means 33 shown in FIG. 5, the same parts are denoted by the same reference numerals and description thereof is omitted.

  In FIG. 7, the outer ring 51 and the cage 56 are rotated relative to each other using the sub gear 41. However, the outer ring 51 and the cage 56 are rotated relative to each other using the frictional resistance applying means shown in FIG. May be.

Overall configuration diagram showing an embodiment of a driving force transmission device for a hybrid vehicle according to the present invention Sectional drawing which shows the torque transmission system of the electric motor of FIG. Sectional drawing which expands and shows a part of FIG. (I) is a cross-sectional view taken along line IV-IV in FIG. 3, and (II) is a cross-sectional view showing an engaged state of a sprag. (I) is a cross-sectional view taken along the line V-V in FIG. 3, and (II) is a cross-sectional view showing a temporarily fixed state of the cage. Sectional drawing which shows the frictional resistance provision means which rotates an outer side cage and an inner side cage relatively (I) is a longitudinal front view showing another example of a two-way clutch, and (II) is a sectional view taken along line VII-VII in (I).

Explanation of symbols

11 Front wheels (drive wheels)
12 Rear wheels (auxiliary drive wheels)
13 Engine 16 Electric motor with reduction gear 17 Reduction gear 18 Output shaft 19 Two-way clutch 22 Outer ring 22a Cylindrical inner surface 23 Inner ring 23a Cylindrical outer surface 24 Sprag 25 Cage 25a Outer cage 25b Inner cage 31 Pocket 32 Elastic member 33 Temporary Stopping means 34 Housing hole 35 Ball (engagement element)
36 elastic member 37 engagement recess 51 outer ring 52 inner ring 53 cylindrical outer surface 54 cam surface 56 cage

Claims (7)

Torque transmission from the output shaft of the speed reducer to the auxiliary drive wheel in the electric motor, comprising drive wheels that are driven to rotate using the engine as a drive source and auxiliary drive wheels that are driven to rotate using an electric motor with a speed reducer A two-way clutch is incorporated in the path, and the two-way clutch incorporates two cages having different diameters between the cylindrical inner surface of the outer ring and the cylindrical outer surface of the inner ring to which the rotational torque from the speed reducer is input. The outer cage of the diameter is fixed to the cylindrical inner surface of the outer ring, and the outer cage and the inner cage of the small diameter are provided with pockets opposed in the radial direction. The sprag and the sprag in the circumferential direction of the pocket are provided in the pocket. An elastic member that is held at a substantially central position is incorporated, and the sprag is tilted by the relative rotation of the inner cage with respect to the outer cage to engage the cylindrical inner surface of the outer ring and the cylindrical outer surface of the inner ring. In the driving force transmission apparatus for a hybrid vehicle comprising a two-way clutch of sprag type which is adapted,
Temporary fixing means for relatively preventing rotation of the outer cage and the inner cage between the outer cage and the inner cage in a switch state in which the sprag contacts the cylindrical inner surface of the outer ring and the cylindrical outer surface of the inner ring. A driving force transmission device for a hybrid vehicle characterized by comprising:   The temporary fixing means forms a receiving hole facing in the radial direction on one of the inner diameter surface of the outer cage and the outer diameter surface of the inner cage, and an engagement element and the engagement element project from the accommodation hole in the accommodation hole. An elastic member that is biased in the direction in which the engagement member is engaged, and on the other side, two engagement recesses that engage with the engagement member are provided at intervals in the circumferential direction, and the engagement member engages with the engagement recess. The driving force transmission device for a hybrid vehicle according to claim 1, comprising a configuration in which the cage and the inner cage are relatively prevented from rotating. Torque transmission from the output shaft of the speed reducer to the auxiliary drive wheel in the electric motor, comprising drive wheels that are driven to rotate using the engine as a drive source and auxiliary drive wheels that are driven to rotate using an electric motor with a speed reducer A two-way clutch is incorporated in the path, and the two-way clutch incorporates an inner ring inside the outer ring to which the rotational torque from the speed reducer is input, and a circumferential direction between the inner circumference of the outer ring and the cylindrical outer surface of the inner ring. A cam surface that forms a narrow wedge-shaped space is provided at both ends of the roller, a roller assembled between the cam surface and the cylindrical outer surface is held by a cage, and the roller is rotated by relative rotation of the cage with respect to the outer ring. In the driving force transmission device for a hybrid vehicle comprising a roller-type two-way clutch adapted to be engaged with a cylindrical outer surface,
Temporary fixing means is provided between the outer ring and the cage to relatively prevent the outer ring and the cage from rotating in a switch state in which the roller contacts the cam surface of the outer ring and the cylindrical outer surface of the inner ring. A driving force transmission device for a hybrid vehicle.   The temporary fixing means forms a receiving hole facing in the radial direction on one of the inner peripheral surface of the outer ring and the outer peripheral surface of the cage, and an engaging element in the receiving hole and a direction in which the engaging element protrudes from the receiving hole And two engaging recesses that are engaged with the engaging elements are provided at intervals in the circumferential direction, and the outer ring is held by engagement of the engaging elements with the engaging recesses. 4. The driving force transmission device for a hybrid vehicle according to claim 3, wherein the device is configured to relatively prevent rotation of the device.   The driving force transmission device for a hybrid vehicle according to claim 2, wherein the engagement element is a ball.   The driving force transmission device for a hybrid vehicle according to claim 2 or 4, wherein the engagement element is formed of a pin having a hemispherical tip.   The driving force transmission device for a hybrid vehicle according to claim 2, wherein the engagement element is formed of a pin having a tapered surface at a tip.

Images