JP2010106907A - Electric motor driving device - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To provide an electric motor driving device which can satisfy a space constraint of vehicle. <P>SOLUTION: The motor side rotating member 22 of an electric motor driving device 1 is projected on one radial side from a motor 11. Furthermore, a reduction section 31 has a first shaft 33 including a tubular inner side rotating shaft 33i and tubular outer side rotating shaft 33o, second shafts 34, which are arranged in parallel, for transmitting rotation to wheel side, a first reduction section G1 for transmitting the rotation to the second shaft 34 through deceleration at a first reduction ratio, and a second reduction section G2 for transmitting the rotation to the second shaft 34 through deceleration at a second reduction ratio. Additionally, a contacting/releasing section 21 has a first clutch C1 which is provided at an end section located further from the motor 11 of the inner side rotating shaft 33i and connects the inner side rotating shaft 33i with the motor side rotating member 22, and a second clutch C2 which is provided at an end section located further from the motor 11 of the outer side rotating shaft 33o and connects the outer side rotating shaft 33o with the motor side rotating member 22. <P>COPYRIGHT: (C)2010,JPO&INPIT

Description

  The present invention relates to an electric motor driving device that includes an electric motor as a power source, and that decelerates the output of the electric motor and transmits it to a wheel.

As an electric motor drive device used for a drive device of an electric vehicle and a hybrid vehicle, a device as described in, for example, Japanese Patent Application Laid-Open No. 2006-22879 (Patent Document 1) is conventionally known. The electric motor drive device described in Patent Literature 1 includes an electric motor, a first reduction unit that reduces the output of the electric motor at a high reduction ratio, and a second reduction unit that reduces the output of the electric motor at a reduction speed ratio. And first and second interrupting means that are provided in the first and second deceleration units, respectively, and selectively disconnect the first and second deceleration units. The electric motor drive device includes a first shaft that transmits output torque of the electric motor, and a second shaft that is arranged in parallel to the first shaft, and the first reduction portion is connected to the first shaft. A first gear arranged to rotate integrally and a second gear arranged to rotate relative to the second shaft. In addition, the second speed reducing unit includes a third gear arranged to be rotatable relative to the first shaft and a fourth gear arranged to be rotatable integrally with the second shaft. The first interrupting means is a two-way overrunning clutch that interrupts between the second shaft and the second gear, and the second interrupting means interrupts between the first shaft and the third gear. It is a multi-plate friction clutch.
JP 2006-22879 A

  However, the above-described conventional electric motor driving device has the following problems. That is, it is difficult to provide two separate clutches for the second shaft and the first shaft, respectively, due to vehicle space constraints. In addition, there is a problem that the electric motor driving device is increased in size.

  In view of the above circumstances, an object of the present invention is to provide an electric motor drive device that can satisfy a space constraint of a vehicle.

  For this purpose, an electric motor drive device according to the present invention includes a motor that rotationally drives a motor-side rotating member, a speed reduction unit that decelerates the rotation of the motor-side rotating member and transmits the rotation to the wheel side, and interrupts rotation transmission of the speed reduction unit. Or a connecting / disconnecting portion to be connected. The motor-side rotation member protrudes from the motor in one axial direction, and the speed reduction portion includes a tubular inner rotation shaft through which the motor-side rotation member is inserted and a tubular outer rotation shaft through which the inner rotation shaft is inserted. A first shaft, a second shaft that is arranged in parallel with the first shaft and transmits rotation to the wheel side, and provided at the end of the inner rotating shaft that is closer to the motor, reduce the rotation of the inner rotating shaft to the first speed. A first reduction part that decelerates at a ratio and transmits it to the second shaft, and a second reduction ratio that is provided at the end of the outer rotary shaft closer to the motor and that has a second reduction ratio different from the first reduction ratio. A second speed reduction portion that transmits to the second shaft, and the connecting / disconnecting portion is provided at an end portion of the inner rotary shaft far from the motor and connects the inner rotary shaft and the motor-side rotary member. 1 clutch and provided at the end of the outer rotary shaft far from the motor And a second clutch for connecting the outer rotating shaft and the motor side rotation member.

  According to the present invention, since the first shaft has a double shaft structure including the outer rotating shaft and the inner rotating shaft, two clutches can be arranged on the first shaft, and the vehicle space is restricted. It will be advantageous. Therefore, it contributes to miniaturization of the electric motor drive device. According to the present invention, the motor-side rotating member that protrudes from the motor in one axial direction is inserted into the inner rotating shaft and the outer rotating shaft, and the first reduction gear is provided at the end of the inner rotating shaft that is closer to the motor. The second reduction gear is provided at the end closer to the motor of the outer rotary shaft, the first clutch is provided at the end far from the motor of the inner rotary shaft, and the second clutch is the motor of the outer rotary shaft. It is provided at the end far from the center. Thereby, it becomes possible to arrange | position a deceleration part and a connection part in order at the axial direction one end side of a motor, and to arrange | position a deceleration part in the center part of an electric motor drive device. Therefore, the differential gear device that distributes the output of the speed reduction unit to the left and right wheels can be arranged at the center in the vehicle width direction of the vehicle, thereby improving the weight balance of the vehicle.

  Preferably, the speed reduction unit further includes a third speed reduction unit that reduces the rotation of the first shaft at a third speed reduction ratio different from the first speed reduction ratio and the second speed reduction ratio and transmits the rotation to the second shaft. According to such an embodiment, since the first to third reduction units having different reduction ratios are provided, the electric motor is operated at a low driving speed, a medium driving speed, and a high driving speed, respectively. Can be operated at a good rotational speed, and energy efficiency is further improved.

  Preferably, the first clutch is provided coaxially with the motor side rotation member and rotates integrally therewith, a first shaft side friction element that rotates integrally with the inner rotation shaft, and a first shaft side friction element. Or a first pressure member that presses one of the first motor side friction elements against the other and fastens them, and the second clutch is provided coaxially with the motor side rotation member and rotates integrally therewith. A friction element, a second shaft side friction element that rotates integrally with the outer rotation shaft, and a second pressure member that presses one of the second shaft side friction element or the second motor side friction element against the other and fastens them. Have. According to this embodiment, it is possible to switch the power transmission path for transmitting from the electric motor to the wheel side via the inner rotating shaft or the outer rotating shaft by the switching operation of the friction element. Therefore, when the 2-way clutch is used as in the electric motor driving device of Patent Document 1, it is possible to eliminate the shock that occurs due to the switching between the first and second reduction gears.

  Preferably, the first pressure member and the second pressure member are one surface and the other surface of a common pressure disk, and the first motor side friction element and the first shaft side friction element are arranged on one surface side of the pressure disk. The second motor side friction element and the second shaft side friction element are arranged on the other surface side of the pressure disk, and the connecting / disconnecting portion further includes an actuator for moving the pressure disk to the one surface side and the other surface side. According to this embodiment, since the first clutch is arranged on one side of the pressure disk and the second clutch is arranged on the other side of the pressure disk, the common pressure disk is moved by one actuator to move the first clutch. It becomes possible to switch between the first and second deceleration parts. Therefore, it is possible to further reduce the size of the electric motor drive device, which becomes more advantageous due to vehicle space constraints.

  As described above, the present invention has the first shaft including the tubular outer rotating shaft disposed coaxially with the motor-side rotating member and the inner rotating shaft inserted through the outer rotating shaft. It is possible to arrange the one clutch and the second clutch together. Therefore, it is possible to reduce the size of the electric motor driving device and realize an electric motor driving device that is advantageous in terms of vehicle space constraints. In addition, since the speed reduction unit is arranged at the center of the electric motor drive device, the weight balance of the vehicle is improved.

  Hereinafter, embodiments of the present invention will be described in detail based on examples shown in the drawings.

  FIG. 1 is an exploded cross-sectional view of a main part showing an electric motor driving apparatus according to a first embodiment. The electric motor drive device 1 according to the first embodiment includes a motor 11, a connection / disconnection part 21, and a speed reduction part 31. The motor 11 includes a stator 13 fixed to the motor casing 12, a rotor 14 disposed at a position facing the inside of the stator 13 via a gap opened in the radial direction, and a rotor fixedly connected to the inside of the rotor 14. 14 is a radial gap motor including a motor output shaft 15 that rotates integrally with the motor 14.

  The motor casing 12 is coupled to the casing 32 on one axial end side of the motor 11. The motor output shaft 15 is rotatably supported by the motor casing 12 at both ends, and one end of the motor output shaft 15 is coupled to one end of the motor side rotating member 22. The motor-side rotating member 22 protrudes from the motor 11 to one side in the axial direction. A speed reduction part 31 is arranged at the base part of the motor side rotation member 22 close to the motor 11. A connecting / disconnecting portion 21 is disposed at the tip of the motor-side rotating member 22 far from the motor 11. The front end portion of the motor-side rotation member 22 is connected to the center plate 23 of the connection / disconnection portion 21 via the link member 22d. The center plate 23 is provided coaxially with the motor-side rotation member 22 and rotates integrally with the motor-side rotation member 22. The center plate 23 has a disk shape with friction materials on both sides and has a center hole.

  The speed reduction part 31 includes a casing 32 as a casing, and includes a first speed reduction part G1 and a second speed reduction part G2 disposed inside the casing 32. The first reduction part G1 reduces the rotation of the motor output shaft 15 with a predetermined first reduction ratio and transmits it to the wheel side (not shown). The second reduction part G2 decelerates the rotation of the motor output shaft 15 at a second reduction ratio with a degree of reduction smaller than the first reduction ratio and transmits it to the wheel side.

  For this reason, the speed reduction unit 31 includes a tubular first shaft 33 through which the motor-side rotation member 22 is inserted, and a second shaft 34 extending in parallel with the first shaft 33. The first shaft 33 is a double shaft composed of a tubular inner rotating shaft 33i through which the motor-side rotating member 22 is inserted and a tubular outer rotating shaft 33o through which the inner rotating shaft 33i is inserted. Both ends of the inner rotation shaft 33 i protrude from both ends of the outer rotation shaft 33 o, and one end of the inner rotation shaft 33 i on the motor 11 side is rotatably supported by the casing 32 via a rolling bearing 63. The other end of the inner rotary shaft 33i is rotatably supported by the link member 22d via a rolling bearing 64. One end of the outer rotating shaft 33o is rotatably supported by the casing 32 via a rolling bearing 65. The other end of the outer rotating shaft 33 o is rotatably supported by the center hole of the center plate 23 via a rolling bearing 66.

  A first drive gear 41 is formed at one end of the inner rotary shaft 33 i on the motor 11 side. A second drive gear 42 is formed at one end of the outer rotary shaft 33o on the motor 11 side. A second driven gear 72 is fixed to an axial portion of the second shaft 34 close to the motor 11, and a first driven gear 71 is fixed to a portion closer to the second shaft 34. The radius of these gears 41, 42, 71, 72 is the smallest in the first drive gear 41 and increases in the order of the second drive gear 42, the second driven gear 72, and the first driven gear 71. The first drive gear 41 always meshes with the first driven gear 71, and these gears 41 and 71 function as the first reduction gear portion G1. The second drive gear 42 always meshes with the second driven gear 72, and these gears 42 and 72 function as the second reduction gear portion G2.

  The first shaft 33 extends from the speed reducing portion 31 to the connecting / disconnecting portion 21, whereas the second shaft 34 is located between the motor 11 and the connecting / disconnecting portion 21 and extends only inside the speed reducing portion 31. . One end of the second shaft 34 is rotatably supported by the casing 32 via a rolling bearing 67 in the vicinity of the motor 11. The rolling bearing 67 is in the same axial position as the rolling bearing 63. The other end of the second shaft 34 is rotatably supported by the casing 32 via a rolling bearing 68 in the vicinity of the connecting / disconnecting portion 21. A pinion 35 having a diameter smaller than that of the second driven gear 72 is formed in a portion of the second shaft 34 close to the connecting / disconnecting portion 21. The pinion 35 always meshes with a ring gear 53 attached to the differential gear case 52.

  The distance between the first shaft 33 and the second shaft 34 is substantially equal to the radial dimension of the connecting / disconnecting portion 21 described later. Thereby, the layout of the speed reduction part 31 in the electric motor drive device 1 is optimized, and the electric motor drive device 1 can be easily attached to the vehicle.

  The connecting / disconnecting portion 21 includes a casing 32 as a casing, and includes a first clutch C <b> 1 and a second clutch C <b> 2 disposed inside the casing 32. A first clutch disk 25 having a friction material and a first pressure disk 27 are sequentially arranged on one side of the center plate 23. The first clutch disk 25 is attached to the end of the inner rotary shaft 33i far from the motor 11 and rotates integrally with the inner rotary shaft 33i. The center plate 23, the first clutch disk 25, and the first pressure disk 27 function as the first clutch C1. On the other surface side of the center plate 23, a second clutch disk 24 having a friction material and a second pressure disk 26 are sequentially arranged. The second clutch disk 24 is attached to the end of the outer rotating shaft 33o far from the motor 11 and rotates integrally with the outer rotating shaft 33o. The center plate 23, the second clutch disk 24, and the second pressure disk 26 function as the second clutch C2. The connecting / disconnecting part 21 releases or fastens the first clutch C1 and the second clutch C2 as will be described later, and interrupts or connects the rotation transmission of the speed reducing part 31.

  That is, the connecting / disconnecting portion 21 includes a first clutch C1 that connects the motor-side rotating member 22 and the inner rotating shaft 33i, and a second clutch C2 that connects the motor-side rotating member 22 and the outer rotating shaft 33o. The two clutches C1 and C2 are disposed on the first shaft 33.

  The radial dimension of the connecting / disconnecting portion 21 is substantially the same as that of the motor 11. Thereby, the layout of the connecting / disconnecting portion 21 in the electric motor drive device 1 is optimized, and the attachment of the electric motor drive device 1 to the vehicle is facilitated.

  A differential gear device 51 is attached to the inside of the casing 32. The differential gear device 51 will be described. In the differential gear case 52, a pinion mate shaft 54 is disposed in parallel with the rotation surface of the ring gear 53, and is rotatably supported on the shaft 54 to be paired with a pair of pinions. Mate gears 55 and 56 are provided in the differential gear case 52. In the differential gear case 52, a pair of side gears 57, 58 that are between the pinion mate gears 55, 56 and mesh with these are arranged rotatably. One side gear 57 has a center hole that is serrated to one end of one drive shaft 59. The center hole of the other side gear 58 is serrated with one end of the other drive shaft 60. The other end of one drive shaft 59 is drivingly connected to a left wheel (not shown), and the other end of the other drive shaft 60 is drivingly connected to a right wheel (not shown).

  An actuator unit 28 is attached to the casing 32 adjacent to the connecting / disconnecting portion 21. The actuator unit 28 is located at the same position in the axial direction as the speed reduction unit 31 and includes two actuators 28a and 28b. One actuator 28a is connected to the first pressure disk 27 via a link member 29a. The other actuator 28b is connected to the second pressure disk 26 via a link member 29b.

  The actuator unit 28 has a radial direction between the connecting / disconnecting portion 21 having a large radial dimension around the first shaft 33 and the first shaft 33 side of the speed reducing portion 31 that accommodates the relatively small-diameter gears 41, 42. It is arranged at the step part. Thereby, the layout of the actuator unit 28 in the electric motor drive device 1 is optimized, and the electric motor drive device 1 can be easily attached to the vehicle.

  The operation of the electric motor driving apparatus 1 having the above configuration will be described. When the motor 11 is energized and the motor-side rotating member 22 is rotationally driven, the center plate 23 rotates together with the motor-side rotating member 22. When the number of rotations of the differential gear device 51 is in a predetermined low-speed rotation region, the actuator unit 28 engages the first clutch C1 and releases the second clutch C2, and the motor 11 is driven to rotate by the first reduction gear G1. Decelerate and transmit to the differential gear device 51. Thereby, even if the rotation speed of the differential gear apparatus 51 exists in a low speed area | region, the rotation speed of the motor 11 can be made into the area | region where driving | operation efficiency is high.

  On the other hand, when the rotational speed of the differential gear device 51 is in a predetermined high-speed rotation region, the actuator unit 28 releases the first clutch C1 and engages the second clutch C2 to rotate the motor 11 for the second rotation. The speed is reduced by the speed reduction unit G2 and transmitted to the differential gear device 51. Thereby, when the rotational speed of the differential gear device 51 is in a high speed region, the rotational speed of the motor 11 can be made a region with high operating efficiency.

  Specifically, when the number of rotations of the differential gear device 51 is in a low speed rotation region less than a predetermined number of rotations, the actuator 28a moves the first pressure disk 27 in the axial direction, and the first pressure disk 27 is moved to the first clutch. The disk 25 is pressed against the center plate 23. As a result, the first clutch disk 25 and the center plate 23 rotate together, and the first clutch C1 transmits rotational torque. Then, the inner rotation shaft 33i rotates integrally with the first clutch disk 25, and the first drive gear 41 rotates. The rotational speed of the first shaft 33 is decelerated by the first driven gear 71 and transmitted to the second shaft 34. The rotational torque of the second shaft 34 is input from the pinion 35 to the ring gear 53 and transmitted to the differential gear device 51. At this time, the outer rotating shaft 33o is rotated by the second driven gear 72, but the second pressure disk 26 is located away from the center plate 23 and does not press the second clutch disk 24. The second clutch disk 24 rotates together with the outer rotation shaft 33o, but rotates away from the center plate 23. That is, the second clutch C2 does not transmit rotational torque.

  On the other hand, when the rotational speed of the differential gear device 51 is in a high-speed rotation region that is equal to or higher than a predetermined rotational speed, the actuator 28b moves the second pressure disk 26 in the axial direction, and the second pressure disk 26 is moved to the second clutch disk. 24 is pressed against the center plate 23. As a result, the second clutch disk 24 and the center plate 23 rotate together, and the second clutch C2 transmits rotational torque. Then, the outer rotation shaft 33o rotates integrally with the second clutch disk 24, and the second drive gear 42 rotates. The rotational speed of the first shaft 33 is decelerated by the second driven gear 72 and transmitted to the second shaft 34. The rotational torque of the second shaft 34 is input from the pinion 35 to the ring gear 53 and transmitted to the differential gear device 51. At this time, the inner rotary shaft 33i is rotated by the first driven gear 71, but the first pressure disk 27 is located away from the center plate 23 and does not press the first clutch disk 25. The first clutch disk 25 rotates together with the inner rotation shaft 33i, but rotates away from the center plate 23. That is, the first clutch C1 does not transmit rotational torque.

  Since the two clutches C1 and C2 are friction clutches having a friction material, it is possible to smoothly switch between the low speed region and the high speed region by switching the clutches C1 and C2. Therefore, when the 2-way clutch is used as in the electric motor driving device of Patent Document 1, it is possible to eliminate the shock that occurs due to the switching between the first and second reduction gears.

  Although not shown in the drawing, the speed reduction unit 31 reduces the rotation of the first shaft 33 at a third speed reduction ratio different from the speed reduction ratio of the first speed reduction part G1 and the speed reduction ratio of the second speed reduction part G2. You may further have the 3rd deceleration part transmitted to the 2 shaft 34. FIG. Furthermore, the deceleration part 31 may have a 4th reduction part, a 5th reduction part, etc. other than the 1st reduction part G1, the 2nd reduction part G2, and the 3rd reduction part.

  For example, the third speed reduction unit includes a third drive gear formed at one end of the inner rotary shaft 33i and a third driven gear that is coaxially attached to the second shaft 34 and meshes with the third drive gear. The first driven gear 71 and the third driven gear are mounted on the second shaft 34 so as to be relatively rotatable. The synchromesh mechanism attached coaxially with the second shaft 34 between the first driven gear 71 and the third driven gear moves forward and backward in the axial direction of the second shaft 34 and moves to the first driven gear 71 or the third driven gear. The gear 73 is selectively engaged, and one of the gears 71 and 73 is rotated integrally with the second shaft 34. Alternatively, the first driven gear 71 and the third driven gear 73 are both disconnected from the second shaft 34 without being engaged with any of the gears 71 and 73 in the neutral position in the axial direction.

  By providing the first speed reduction part G1, the second speed reduction part G2, and the third speed reduction part with different speed reduction ratios, respectively corresponding to the number of revolutions at the time of low speed rotation, medium speed rotation, and high speed rotation The motor 11 can be driven at a rotational speed with good operating efficiency.

  Alternatively, by providing more deceleration units, the motor 11 can be driven more efficiently in response to a larger number of rotation speed categories.

  FIG. 2 is an exploded cross-sectional view of a main part showing the electric motor driving apparatus according to the second embodiment. Since the basic configuration of the second embodiment is the same as that of the first embodiment described above, the same members will be denoted by the same reference numerals, the description thereof will be omitted, and different configurations will be described.

  As a difference from the electric motor drive device 1, the electric motor drive device 2 of the second embodiment combines the pressure disks of the connecting / disconnecting portion 21 into one.

  The front end portion of the motor-side rotation member 22 is connected to the first plate 231 and the second plate 232 of the connection / disconnection portion 21 via the link member 22d. These plates 231 and 232 are provided coaxially with the motor-side rotating member 22 and rotate integrally with the motor-side rotating member 22. These plates 231 and 232 are arranged coaxially with the motor-side rotating member 22, have a disk shape with friction materials on one side, and have a center hole. The first shaft 33 passes through the center hole.

  The first clutch disk 25 is coaxially disposed opposite to one surface side of the first plate 231. A surface of the first clutch disk 25 facing one surface of the first plate 231 includes a friction material. One pressure disk 20 is coaxially arranged on the opposite side of the first plate 231 with the first clutch disk 25 interposed therebetween. A second clutch disk 24 is coaxially arranged on the side opposite to the first clutch disk 25 across the pressure disk 20. A second plate 232 is disposed on the opposite side of the pressure disk 20 across the second clutch disk 24. The surface of the second clutch disk 24 facing the surface of the second plate 232 provided with the friction material is provided with the friction material.

  An actuator unit 28 is attached to the casing 32 at the same position in the axial direction as the speed reduction portion 31. The actuator unit 28 is adjacent to the connection / disconnection part 21 and includes one actuator 28c. The actuator 28c is connected to the pressure disk 20 via the link member 29c.

  The operation of the electric motor drive device 2 configured as described above will be described. When the rotational speed of the differential gear device 51 is in a low speed rotational range that is less than a predetermined rotational speed, only the first clutch C1 transmits rotational torque. That is, the actuator 28 c moves the pressure disk 20 in one axial direction, and the surface of the pressure disk 20 on the first clutch disk 25 side presses the first clutch disk 25 against the first plate 231. As a result, both the first clutch disk 25 and the first plate 231 rotate. Then, the inner rotation shaft 33i rotates integrally with the first clutch disk 25, and the first drive gear 41 rotates. The rotational speed of the first shaft 33 is decelerated by the first driven gear 71 and transmitted to the second shaft 34. The rotational torque of the second shaft 34 is input from the pinion 35 to the ring gear 53 and transmitted to the differential gear device 51. At this time, the outer rotary shaft 33 o is rotated by the second driven gear 72, but the pressure disk 20 is away from the second clutch disk 24 and does not press the second clutch disk 24. The second clutch disk 24 rotates together with the outer rotation shaft 33 o but is separated from the second plate 232 and idles. That is, the second clutch C2 does not transmit rotational torque.

  On the other hand, when the rotational speed of the differential gear device 51 is in a high-speed rotational region that is equal to or higher than a predetermined rotational speed, only the second clutch C2 transmits rotational torque. That is, the actuator 28 c moves the pressure disk 20 in the other axial direction, and the surface of the pressure disk 20 on the second clutch disk 24 side presses the second clutch disk 24 against the second plate 232. As a result, both the second clutch disk 24 and the second plate 232 rotate. Then, the outer rotation shaft 33o rotates integrally with the second clutch disk 24, and the second drive gear 42 rotates. The rotational speed of the first shaft 33 is decelerated by the second driven gear 72 and transmitted to the second shaft 34. The rotational torque of the second shaft 34 is input from the pinion 35 to the ring gear 53 and transmitted to the differential gear device 51. At this time, the inner rotary shaft 33i is rotated by the first driven gear 71, but the pressure disk 20 is away from the first clutch disk 25 and does not press the first clutch disk 25. The first clutch disk 25 rotates together with the inner rotary shaft 33i, but rotates away from the first plate 231. That is, the first clutch C1 does not transmit rotational torque.

  According to the second embodiment, since the first clutch disk 25 is disposed on one side of the pressure disk 20 and the second clutch disk 24 is disposed on the other side of the pressure disk 20, it is common to one actuator 28c. The pressure disk 20 can be moved to switch between the first reduction part G1 and the second reduction part G2. Therefore, it is possible to further reduce the size of the electric motor drive device. Further, since the pressure disk 20 selectively presses the first clutch disk 25 or the second clutch disk 24, the link members can be combined into one link member 29c as compared with the first embodiment, and the number of parts can be reduced. This is advantageous in terms of reduction and cost.

  By the way, according to the first and second embodiments, the first shaft 33 has a double shaft structure including the outer rotating shaft 33o and the inner rotating shaft 33i. Therefore, the two clutches C1 and C2 are mounted on the first shaft 33. It becomes possible to arrange them, which is advantageous in terms of vehicle space constraints.

  Moreover, since the arrangement layout of the electric motor drive device 1 and the electric motor drive device 2 is aligned in the order of the motor 11, the speed reduction portion 31, and the connection / disconnection portion 21 in the axial direction of the first shaft 33, the speed reduction portion 31 is electrically driven. The differential gear device 51 that distributes the output of the speed reduction unit 31 to the left and right wheels can be arranged at the center portion in the vehicle width direction of the vehicle so that the weight balance of the vehicle is improved. improves.

  In addition, since the first clutch C1 and the second clutch C2 are friction clutches including a friction material, a power transmission path for transmitting from the motor 11 to the wheel side via the inner rotation shaft 33i or the outer rotation shaft 33o, It is possible to smoothly switch between the first clutch C1 and the second clutch C2.

  As mentioned above, although embodiment of this invention was described with reference to drawings, this invention is not limited to the thing of embodiment shown in figure. Various modifications and variations can be made to the illustrated embodiment within the same range or equivalent range as the present invention.

It is a principal part expanded sectional view which shows the electric motor drive device which becomes Example 1. FIG. It is principal part expanded sectional drawing which shows the electric motor drive device used as Example 2. FIG.

Explanation of symbols

  DESCRIPTION OF SYMBOLS 1, 2 Electric motor drive device, 11 Motor, 12 Motor casing, 13 Stator, 14 Rotor, 15 Motor output shaft, 20 Pressure disk, 21 Connection / disconnection part, 22 Motor side rotation member, 23 Center plate, 24 2nd clutch disk , 25 1st clutch disc, 26 2nd pressure disc, 27 1st pressure disc, 28 Actuator unit, 31 Deceleration part, 32 Casing, 33 1st shaft, 33i Inner rotating shaft, 33o Outer rotating shaft, 34 Second shaft, 35 pinion, 51 differential gear unit, 231 first plate, 232 second plate.

Claims (4)

A motor that rotationally drives the motor-side rotation member, a speed reduction unit that reduces the rotation of the motor-side rotation member and transmits the rotation to the wheel side, and a connection / disconnection unit that blocks or connects rotation transmission of the speed reduction unit,
The motor side rotating member protrudes from the motor to one side in the axial direction,
The speed reduction part is disposed in parallel with the first shaft including a tubular inner rotation shaft through which the motor-side rotation member is inserted and a tubular outer rotation shaft through which the inner rotation shaft is inserted, and the first shaft. A second shaft that transmits the rotation to the wheel side, and a first shaft that is provided at the end of the inner rotating shaft that is closer to the motor and decelerates the rotation of the inner rotating shaft at the first reduction ratio and transmits it to the second shaft A second reduction gear that is provided at a speed reduction portion and an end portion of the outer rotation shaft closer to the motor and transmits the rotation of the outer rotation shaft at a second reduction ratio different from the first reduction ratio to the second shaft. And
The connecting / disconnecting portion is provided at an end portion of the inner rotary shaft that is far from the motor, and connects the inner rotary shaft and the motor-side rotary member, and the far side from the motor of the outer rotary shaft. An electric motor driving device having a second clutch provided at an end and connecting an outer rotating shaft and the motor-side rotating member.   The speed reduction unit is provided at an end of the first shaft closer to the motor, and reduces the rotation of the first shaft at a third speed reduction ratio different from the first speed reduction ratio and the second speed reduction ratio. The electric motor drive device according to claim 1, further comprising a third reduction portion that transmits to the two shafts. The first clutch is provided coaxially with the motor-side rotating member and rotates integrally therewith, a first shaft-side friction element that rotates integrally with the inner rotating shaft, and the first shaft-side friction. A first pressure member that presses one of the elements or the first motor side friction element against the other and fastens them,
The second clutch includes a second motor-side friction element that is provided coaxially with the motor-side rotation member and rotates integrally, a second shaft-side friction element that rotates integrally with the outer rotation shaft, and the second shaft-side friction. The electric motor drive device according to claim 1, further comprising: a second pressure member that presses one of the elements or the second motor side friction element toward the other and fastens them. The first pressure member and the second pressure member are one surface and the other surface of a common pressure disk,
The first motor side friction element and the first shaft side friction element are arranged on one side of the pressure disk,
The second motor side friction element and the second shaft side friction element are disposed on the other surface side of the pressure disk,
The electric motor driving device according to claim 3, wherein the connecting / disconnecting portion further includes an actuator that moves the pressure disk to one side and the other side.

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