JP2011033071A - Electric motor drive device for vehicle - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To miniaturize an electric motor drive device, and to smoothly switch a torque transmission passage. <P>SOLUTION: In the electric motor drive device for the vehicle, a first shaft 31 is provided coaxially with an output shaft 15 of an electric motor 11, and a second shaft 32 is provided in parallel with the first shaft 31. The first shaft 31 is constituted by an outside rotating shaft 31a and an inside rotating shaft 31b inserted into the outside rotating shaft 31a, a first reduction gear train 36 is disposed between the inside rotating shaft 31b and the second shaft 32, and a second reduction gear train 37 having a reduction ratio smaller than that of the first reduction gear train 36 is disposed between the outside rotating shaft 31a and the second shaft 32. A first friction clutch 51 making the output shaft 15 engaged with the inside rotating shaft 31b by the operation of a first speed changeover actuator 61 and a second friction clutch 52 making the output shaft 15 engaged with the outside rotating shaft 31a by the operation of a second speed changeover actuator 71 are provided at the first shaft 31. Thus, the electric motor drive device can be miniaturized, and the torque transmission passage can be smoothly switched. <P>COPYRIGHT: (C)2011,JPO&INPIT

Description

  The present invention relates to a vehicular electric motor drive apparatus that uses an electric motor as a drive source and decelerates the output of the electric motor to transmit it to wheels.

  2. Description of the Related Art Conventionally, as a vehicle electric motor drive device used for a drive device of an electric vehicle and a hybrid vehicle, one described in Patent Document 1 has been known. In the vehicle electric motor drive device described in Patent Document 1, a first shaft and a second shaft rotated by an electric motor are arranged in parallel, and a first gear is provided on the first shaft. A second gear meshing with the first gear is rotatably provided on the second shaft, and a first clutch is provided between the second gear and the second shaft.

  In addition, a third gear having a larger diameter than the first gear is rotatably provided on the first shaft, and a fourth gear meshing with the third gear is provided on the second shaft so as not to rotate. The second clutch is incorporated between the gear 3 and the first shaft, and the operation of the second clutch and the first clutch selectively switches the torque transmission path to reduce the rotation of the first shaft. Then, the signal is transmitted to the second shaft and output from the second shaft to the differential gear.

  Here, a 2-way overrunning clutch is employed as the first clutch, and a multi-plate friction clutch is employed as the second clutch.

JP 2006-22879 A

  By the way, in the above-described conventional vehicle electric motor drive device, the first clutch is incorporated between the second shaft and the second gear, and the second clutch is incorporated between the first shaft and the third gear. Therefore, there has been a problem that the electric motor driving device is enlarged and a large space must be secured for incorporation into the vehicle.

  Further, since a two-way overrunning clutch is employed as the first clutch, there is a problem that a shock at the time of engagement is large and the torque transmission path cannot be switched smoothly.

  An object of the present invention is to reduce the size of an electric motor drive device so that a torque transmission path can be switched smoothly.

  In order to solve the above-described problems, in the present invention, an electric motor, a speed reduction unit that decelerates rotation output from the electric motor and transmits it to the wheel side, and an output from the electric motor is transmitted to the speed reduction unit. Or an interrupting portion that cuts off, and the speed reduction portion includes a cylindrical outer rotating shaft disposed coaxially with the output shaft of the electric motor, and an inner rotating shaft inserted into the outer rotating shaft. A first shaft having a biaxial structure and a second shaft arranged in parallel to the first shaft, a first reduction gear train is provided between the inner rotating shaft and the second shaft, and the outer rotating shaft and the first shaft It comprises a parallel shaft constantly meshing gear reduction mechanism provided with a second reduction gear train having a reduction ratio different from that of the first reduction gear train between the two shafts, and the intermittent portion is rotationally driven by the electric motor and Rotate around the first shaft A first friction plate that rotates integrally with the inner rotating shaft is pressed against the driving disk to control the engagement of the first friction clutch and the first friction clutch that fastens the output shaft of the electric motor and the inner rotating shaft. And a second friction clutch that presses a second friction plate that rotates integrally with the outer rotating shaft against the drive disk to fasten the output shaft of the electric motor and the outer rotating shaft. A second shift switching actuator for controlling the engagement of the two friction clutches, and an elastic member for elastically pressing the first friction plate against the drive disk is incorporated in the first shift switch actuator, A configuration incorporating an elastic member that elastically presses the second friction plate against the drive disk is employed.

  As described above, since the first shaft has a biaxial structure in which the inner rotation shaft is inserted inside the cylindrical outer rotation shaft, two friction clutches can be disposed on the first shaft, The motor drive device can be reduced in size.

  In addition, by adopting friction clutches as clutches that connect the output shaft of the electric motor and the inner rotating shaft and clutches that connect the output shaft of the electric motor and the outer rotating shaft, each friction clutch is slipping while the input side And the output side are combined. For this reason, the friction clutch is coupled while synchronizing the input side and the output side, and by switching between the first friction clutch and the second friction clutch, it is possible to smoothly switch between the low speed region and the high speed region. .

  Here, as the first shift switching actuator, a first pressure disk that is disposed to face the first friction plate and is movably supported toward the drive disk, and a first pressure disk that is supported so as to be movable in the axial direction of the first shaft. One sleeve, an elastic member connecting the first sleeve and the first pressure disk, a swingable lever having one end connected to the first sleeve, and pressing the other end of the lever, A configuration including a first shift actuator for moving one sleeve in the axial direction can be employed.

  In addition, as a second speed change switching actuator, a second pressure disk that is disposed to face the second friction plate and is supported so as to be movable toward the drive disk, and a second pressure disk that is supported so as to be movable in the axial direction of the first shaft. A sleeve, an elastic member connecting the second sleeve and the second pressure disk, a swingable lever having one end connected to the second sleeve, and pressing the other end of the lever to A second shift actuator that moves the sleeve in the axial direction can be used.

  As described above, even if the axial displacement of the sleeve is slightly changed by adopting the first shift switching actuator and the second shift switching actuator in which the elastic member is incorporated, the variation in the amount of displacement can be reduced. It can be absorbed by elastic deformation. Therefore, a moderate pressing force can be applied to the pressure disk, and the synchronization function can be stabilized even if the friction plate is worn.

  Here, each of the first shift actuator and the second shift actuator is engaged with a motor, a rotor rotated by the motor, and a screw engaged with the rotor, and moved in the axial direction by the rotation of the rotor. By adopting a linear-acting actuator having a pressing element that performs the above-described control, it is possible to control fine axial displacement and load from the current control and screw lead to the motor. The synchronization function of the two-friction clutch can be made smoother, and the shock at the time of switching can be further suppressed.

  The screw by the screw engagement may be a triangular screw or a trapezoidal screw. A ball screw may also be used.

  As described above, in the present invention, the first shaft has a double shaft structure in which the inner rotation shaft is inserted inside the cylindrical outer rotation shaft, and the inner rotation shaft and the output shaft of the electric motor are connected to each other. Since the first friction clutch and the second friction clutch that connects the outer rotating shaft and the output shaft of the electric motor are arranged on the first shaft, the electric motor drive device can be reduced in size.

  In addition, the friction clutch is used to fasten the output shaft and the inner rotating shaft of the electric motor and the output shaft and the outer rotating shaft of the electric motor, so that each friction clutch is coupled while synchronizing the input side and the output side. Therefore, it is possible to smoothly switch between the low speed region and the high speed region by switching between the first friction clutch and the second friction clutch.

  Further, by incorporating an elastic member into each of the first shift switching actuator for controlling the engagement of the first friction clutch and the two shift switching actuator for controlling the engagement of the second friction clutch, an input side of each friction clutch is provided. And the sync function between the output side and the output side can be stabilized, and the effect of reducing the shock when the clutch is engaged can be obtained.

Sectional drawing which shows embodiment of the electric motor drive device for vehicles which concerns on this invention Sectional drawing which expands and shows the intermittent part and deceleration part of FIG. Sectional drawing which shows the actuator for shift of a gear change actuator Sectional drawing which shows the other example of the actuator for a shift Sectional drawing which shows the further another example of the actuator for a shift Sectional drawing which shows the further another example of the actuator for a shift

  Embodiments of the present invention will be described below with reference to the drawings. As shown in FIG. 1, an electric motor driving apparatus 1 for a vehicle according to the present invention includes an electric motor 11, a speed reducing unit A that decelerates an output from the electric motor 11, and an output of the electric motor 11 that is a speed reducing unit A. And an intermittent portion B which is intermittently connected.

  The electric motor 11 includes a motor casing 12, a stator 13 fixed to the inner periphery of the motor casing 12, a rotor 14 incorporated inside the stator 13, and rotated by energization of the stator 13, The output shaft 15 is inserted into the central portion and rotates integrally with the rotor 14.

  The motor casing 12 is connected to one side surface of the housing 21 of the speed reducing portion A and the intermittent portion B. A flanged joint shaft 16 is connected to the shaft end portion of the output shaft 15 of the electric motor 11, and the joint shaft 16 is disposed inside the housing 21 and is rotatable in the housing 21.

  The housing 21 is provided with a speed reducer housing 22 and a clutch housing 23 at a position offset from the speed reducer housing 22 toward the electric motor 11.

  The speed reducer A is composed of a parallel shaft constantly meshing gear speed reducer, and includes a first shaft 31 and a second shaft 32 arranged in parallel to the first shaft 31. As shown in FIGS. 1 and 2, the first shaft 31 has a biaxial structure of a cylindrical outer rotating shaft 31 a and an inner rotating shaft 31 b inserted inside the outer rotating shaft 31 a. The output shaft 15 is coaxially arranged.

  Each of the outer rotating shaft 31a and the inner rotating shaft 31b passes through the partition wall 24 of the speed reducing portion accommodating portion 22 and the clutch accommodating portion 23, and the outer rotating shaft 31a is rotatably supported by a bearing 33 provided in the penetrating portion. ing.

  The inner rotary shaft 31b is longer than the outer rotary shaft 31a, both end portions thereof are located outside the outer rotary shaft 31a, and one end portion located in the speed reducer housing portion 22 is located on the speed reducer housing portion 22. A bearing 34 attached to the end wall is rotatably supported.

  The other end portion of the inner rotary shaft 31 b is disposed in a bearing hole 17 formed in the shaft end surface of the joint shaft 16 and is rotatably supported by a bearing 35 incorporated in the bearing hole 17.

  In the reduction gear housing 22, a first reduction gear train 36 is provided between the inner rotary shaft 31b and the second shaft 32, and a first reduction gear is provided between the outer rotary shaft 31a and the second shaft 32. A second reduction gear train 37 having a reduction ratio smaller than that of the train 36 is provided.

  In the first reduction gear train 36, a first input gear 36a is provided on the inner rotary shaft 31b, and a first output gear 36b that meshes with the first input gear 36a is provided on the second shaft 32.

  On the other hand, in the second reduction gear train 37, a second input gear 37a is provided on the outer rotary shaft 31a, and a second output gear 37b that meshes with the second input gear 37a is provided on the second shaft 32.

  As shown in FIG. 1, the second shaft 32 is provided with an output gear 38 that transmits the rotation of the second shaft 32 to a differential gear 40 incorporated in the reduction gear housing 22.

  The differential gear 40 is provided with a ring gear 42 that meshes with the output gear 38 in a differential case 41 that is rotatably supported by the housing 21, and a pinion shaft 43 that is rotatably supported at both ends by the differential case 41. A pair of pinions 44 are attached, and a pair of side gears 45 is engaged with each of the pair of pinions 44, and an axle 46 is connected to each of the pair of side gears 45.

  The intermittent portion B includes a first friction clutch 51 that fastens the output shaft 15 of the electric motor 11 and the inner rotary shaft 31b, and a second friction clutch 52 that fastens the output shaft 15 and the outer rotary shaft 31a. The first friction clutch 51 and the second friction clutch 52 are incorporated in the clutch housing portion 23.

  As shown in FIG. 2, the first friction clutch 51 has a clutch housing 53 fixed to the flange 16 a of the joint shaft 16 connected to the output shaft 15 of the electric motor 11, and an outer peripheral portion is connected to the clutch housing 53. The drive disk 54 that rotates integrally with the clutch housing 53 is rotatably supported by a bearing 55 fitted to the other end of the outer rotary shaft 31a. A friction plate 56 is disposed oppositely, and the first friction plate 56 and a disk 57 attached to the other end of the inner rotary shaft 31b are connected via an elastic plate 58, and the first friction plate 56 and the drive disk 54 are connected. The output shaft 15 and the inner rotary shaft 31b are fastened by contact with each other.

  On the other hand, the second friction clutch 52 has an annular second friction plate 59 disposed opposite to the other side of the drive disk 54 in the axial direction, and is attached to the second friction plate 59 and the other end of the outer rotating shaft 31a. The disc 60 is connected via an elastic plate 61, and the output shaft 15 and the outer rotary shaft 31a are fastened by contact between the second friction plate 59 and the drive disc 54.

  Engagement and disengagement of the first friction clutch 51 are controlled by a first shift switching actuator 61. The second friction clutch 52 is controlled to be engaged and disengaged by the second shift switching actuator 71.

As shown in FIGS. 1 and 2, the first shift switching actuator 61 fixes a guide cylinder 62 disposed coaxially with the first shaft 31 to the partition wall 24 and is slidably fitted to the outside of the guide cylinder 62. An inner peripheral portion of an elastic member 65 formed of an annular disc spring is connected to one end portion of the combined first sleeve 63 via a bearing 64, and the radial center portion of the elastic member 65 is connected to the side surface of the clutch housing 53. The outer peripheral portion is in contact with the provided annular projecting portion 66 and is connected to the outer peripheral portion of the first pressure disk 67 that is incorporated in the clutch housing 53 and faces the first friction plate 56 in the axial direction. One end of a lever 68 is connected to the other end of the sleeve 63, the middle of the lever 68 is rotatably supported by a pin 69, and the other end of the lever 68 is removed from an opening 70 formed in the housing 21. It is located, and the first shift actuator X ₁ to the other end of the lever 68 is configured to have opposed.

In the first speed changeover actuator 61, the first sleeve 63 that moves along the guide cylinder 62 by swinging the lever 68 around the pin 69 by the operation of the first shift actuator X ₁ is provided in the elastic member 65. By the action of pressing the peripheral portion, the elastic member 65 is elastically deformed in a curved shape with the annular protrusion 66 as a fulcrum, and the first pressure disk 67 is moved toward the drive disk 54 by the elastic force of the elastic member 65. The first friction plate 56 is pressed against the drive disk 54.

On the other hand, the second shift switching actuator 71 has an inner peripheral portion of an elastic member 75 made of an annular disc spring via a bearing 74 at one end portion of a second sleeve 73 slidably fitted inside the guide cylinder 62. The outer peripheral portion of the elastic member 75 is connected to the outer peripheral portion of the second pressure disk 77 which is incorporated in the clutch housing 53 and faces the second friction plate 59 in the axial direction. One end of a lever 78 is connected to the part, the middle of the lever 78 is rotatably supported by a pin 79, and the other end of the lever 78 is positioned outside through an opening 80 formed in the housing 21, It has a configuration in which the second shift actuator X ₂ disposed opposite to the other end of the lever 78.

In the above-described second gear shifting actuator 71, to oscillate the lever 78 about the pin 79 by actuation of the actuator X ₂ for the second shift, of the elastic member 75 in the second sleeve 73 to move along the guide cylinder 62 The peripheral portion is pressed, the second pressure disk 77 is moved toward the drive disk 54 by the elastic force of the elastic member 75, and the second friction plate 59 is pressed against the drive disk 54.

Figure 3 shows the actuator _{X 1} for the first shift. The actuator X ₂ for the second shift, since the first is identical to the shift actuator X _1, the same parts will not be described are denoted by the same reference numerals.

The first shift actuator X ₁ is disposed in the case 81 by connecting a shift motor 82 to a cylindrical case 81 supported on the outer periphery of the housing 21, and connected to a rotating shaft 83 of the motor 82. The rotor 84 is rotatably supported by a bearing 85 incorporated in the case 81, and a female screw 86 is provided on the inner periphery of a cylindrical portion 84 a provided on the rotor 84, and the female screw 86 is provided on the outer periphery of the presser 87. The formed male screw 88 is screw-engaged, and the presser 87 is moved in the axial direction by the rotation of the rotor 84.

In the first shift actuator X ₁ shown in FIG. 3, a female screw 86 provided in the rotor 84 has formed the male thread 88 on the pushing element 87, as shown in FIG. 4, a male screw 88 provided in the rotor 84, An internal thread 86 may be formed on the inner periphery of the cylindrical portion 87 a formed on the pressing element 87.

  3 and 4, each of the female screw 86 and the male screw 88 is a triangular screw or a trapezoidal screw. However, as shown in FIG. 5 and FIG. A ball screw in which a thread groove is formed and a ball is incorporated between the thread grooves may be used.

  The vehicle electric motor drive device shown in the embodiment has the above structure, and FIG. 2 shows a state in which the first friction clutch 51 and the second friction clutch 52 are in the disengagement position.

  For this reason, even if the electric motor 11 is driven and the output shaft 15 rotates, the rotation is not transmitted to the outer rotating shaft 31a and the inner rotating shaft 31b of the first shaft 31, and the output shaft 15 rotates idle.

Case of low-speed running of the vehicle by driving of the electric motor 11 drives the first shift actuator X ₁ of the motor 82 of the first gear shifting actuator 61 shown in FIGS.

  Now, when the motor 82 is driven, the rotating shaft 83 and the rotor 84 connected to the rotating shaft 83 rotate. At this time, since the pressing element 87 is screw-engaged with the rotor 84, the pressing element 87 moves in a direction protruding from the case 81 and presses the other end of the lever 68.

  For this reason, the lever 68 swings around the pin 69, and the first sleeve 63 moves along the guide cylinder 62 in the direction away from the partition wall 24 to press the inner peripheral portion of the elastic member 65. By the pressing, the elastic member 65 is elastically deformed so as to bend around the annular protrusion 66, and the first pressure disk 67 moves toward the drive disk 54 due to the elastic deformation, and the first friction clutch 51 has the first friction clutch 51. The friction plate 56 is pressed against the drive disk 54 and frictionally engaged, and the first friction clutch 51 is engaged.

  By the engagement of the first friction clutch 51, the output shaft 15 of the electric motor 11 and the inner rotating shaft 31b of the first shaft 31 are fastened, and the rotation of the output shaft 15 is transmitted to the inner rotating shaft 31b to rotate inward. The shaft 31b rotates.

  The rotation of the inner rotary shaft 31b is decelerated by the first reduction gear train 36 and transmitted to the second shaft 32, and the rotation of the second shaft 32 is transmitted to the differential gear 40 to rotate the axle 46, The vehicle travels at a low speed by being transmitted from the axle 46 to wheels (not shown).

To switch to high-speed running of the vehicle from the low-speed running, the first shift actuator X ₁ of the motor 82 of the first gear shifting actuator 61 stops after rotation in the direction opposite the above, at the same time, the second gear shifting actuator driving the second shift actuator _{X 2} of the motor 82 of the 71.

When rotated in reverse first shift actuator X ₁ of the motor 82, the presser 87 in threaded engagement in the rotor 84 is retracted movement toward the inside case 81, to release the pressing of the lever 68.

  By the release of the pressing, the first sleeve 63 moves toward the partition wall 24 to release the pressing of the elastic member 65, and the elastic member 65 is restored in shape as shown in FIG. For this reason, the 1st pressure disc 67 will release the press of the 1st friction board 56, and the 1st friction clutch 51 will cancel engagement.

On the other hand, the second when driving the second shift actuator X ₂ of the motor 82 of the gear shifting actuator 71, the rotary shaft 83 and the rotor 84 rotates, the pushing element 87 cases 81 to threaded engagement to the rotor 84 It moves in the protruding direction and presses the other end of the lever 78.

  For this reason, the lever 78 swings around the pin 79, the second sleeve 73 moves along the guide cylinder 62 in the direction away from the partition wall 24, and presses the inner peripheral portion of the elastic member 75. The pressure disk 77 is moved toward the drive disk 54 by pressing from the elastic member 75, and the second friction plate 59 of the second friction clutch 52 is pressed against the drive disk 54 to be frictionally engaged, so that the second friction clutch 52 is engaged. Is engaged.

  By the engagement of the second friction clutch 52, the output shaft 15 of the electric motor 11 and the outer rotating shaft 31a are fastened, and the rotation of the output shaft 15 is transmitted to the outer rotating shaft 31a so that the outer rotating shaft 31a rotates. .

  The rotation of the outer rotating shaft 31a is decelerated by the second reduction gear train 37 and transmitted to the second shaft 32. The rotation of the second shaft 32 is transmitted to the differential gear 40 and the axle 46 rotates. The vehicle is accelerated from the axle 46 and transmitted to wheels (not shown).

  In the vehicular electric motor drive device 1 shown in the embodiment, the first shaft 31 has a biaxial structure in which an inner rotary shaft 31b is inserted inside a cylindrical outer rotary shaft 31a, and the first shaft 31 is placed on the first shaft 31. Since two friction clutches, the first friction clutch 51 and the second friction clutch 52, are disposed, the clutch is disposed on each of the first shaft and the second shaft as in the conventional electric motor driving device described above. Compared to the above, it is possible to reduce the size of the electric motor drive device.

  In addition, by adopting the friction clutches 51 and 52 as a clutch that couples the output shaft 15 of the electric motor 11 and the inner rotating shaft 31b and a clutch that couples the output shaft 15 of the electric motor 11 and the outer rotating shaft 31a, The friction clutches 51 and 52 couple the output shaft 15 of the electric motor 11 to the inner rotating shaft 31b and the outer rotating shaft 31a while causing slippage.

  Therefore, the first friction clutch 51 is coupled while synchronizing the output shaft 15 and the inner rotation shaft 31b, and the second friction clutch 52 is coupled while synchronizing the output shaft 15 and the outer rotation shaft 31a. Thus, by switching between the first friction clutch 51 and the second friction clutch 52, it is possible to smoothly switch between the low speed region and the high speed region.

  As shown in FIG. 2, by incorporating elastic members 65 and 75 into the drive system of the first shift switching actuator 61 and the second shift switching actuator 71, the axial displacement of the first sleeve 63 and the second sleeve 73 is reduced. Even if there is a slight change, the variation in the amount of displacement can be absorbed by the elastic deformation of the elastic members 65 and 75. Therefore, a gentle pressing force can be applied to the first pressure disk 67 and the second pressure disk 77, and even if the first friction plate 56 and the second friction plate 59 are worn, the synchronization function is stabilized. Can be achieved.

Further, as shown in FIGS. 3 to 6, the first respective shift actuator X ₁ and the second shift actuator X _2, a motor 82, a rotor 84 rotated by the motor 82, the rotor 84. By adopting a linear actuator that includes a pusher 87 that is screw-engaged with 84 and moves in the axial direction by the rotation of the rotor 84, the current control for the motor 82 and the lead of the screw are achieved. Since the fine axial displacement and load can be controlled, the synchronization function of the first friction clutch 51 and the second friction clutch 52 can be made smooth, and the shock at the time of switching can be further suppressed.

A Deceleration part B Intermittent part X ₁ First shift actuator X ₂ Second shift actuator 11 Electric motor 15 Output shaft 21 Housing 31 First shaft 31a Outer rotation shaft 31b Inner rotation shaft 32 Second shaft 36 First reduction gear train 37 second reduction gear train 51 first friction clutch 52 second friction clutch 54 drive disk 56 first friction plate 59 second friction plate 61 first shift switching actuator 63 first sleeve 65 elastic member 67 first pressure disk 68 lever 71 Second shift switching actuator 73 Second sleeve 75 Elastic member 77 Second pressure disk 78 Lever 82 Motor 84 Rotor 84a Tube portion 86 Female screw 87 Presser 87a Tube portion 88 Male screw 89 Ball screw

Claims (8)

An electric motor, a speed reduction portion that decelerates rotation output from the electric motor and transmits it to the wheel side, and an intermittent portion that transmits or blocks output from the electric motor to the speed reduction portion,
A first shaft having a biaxial structure in which the speed reduction portion is composed of a cylindrical outer rotating shaft disposed coaxially with the output shaft of the electric motor, and an inner rotating shaft inserted into the outer rotating shaft, and A second reduction shaft arranged parallel to the first shaft; a first reduction gear train provided between the inner rotation shaft and the second shaft; and a first reduction gear train between the outer rotation shaft and the second shaft; A parallel shaft constantly meshing gear reduction mechanism provided with a second reduction gear train having different reduction ratios;
The intermittent portion presses the first friction plate that rotates integrally with the inner rotary shaft against a drive disk that is rotated by the electric motor and rotates about the first shaft, and the output shaft of the electric motor and the inner rotation A first friction clutch that fastens the shaft, a first shift switching actuator that controls engagement of the first friction clutch, and a second friction plate that rotates integrally with the outer rotating shaft against the drive disk, A second friction clutch for fastening the output shaft of the motor and the outer rotation shaft, and a second shift switching actuator for controlling the engagement of the second friction clutch,
The first speed change switching actuator has an elastic member that elastically presses the first friction plate against the drive disk, and the second speed change switching actuator elastically presses the second friction plate against the drive disk. An electric motor drive device for a vehicle comprising the above. The first speed changeover actuator is opposed to the first friction plate and is supported so as to be movable toward the drive disk, and the first pressure disk is supported so as to be movable in the axial direction of the first shaft. A sleeve, an elastic member connecting the first sleeve and the first pressure disk, a swingable lever having one end connected to the first sleeve, and pressing the other end of the lever, A first shift actuator for moving the sleeve in the axial direction;
A second pressure disk that is disposed opposite to the second friction plate and is movably supported toward the drive disk; and a second pressure disk that is movably supported in the axial direction of the first shaft. A sleeve, an elastic member connecting the second sleeve and the second pressure disk, a swingable lever having one end connected to the second sleeve, and pressing the other end of the lever to The vehicle electric motor drive device according to claim 1, comprising a second shift actuator for moving the sleeve in the axial direction.   The vehicle electric motor drive device according to claim 2, wherein each of the first shift actuator and the second shift actuator is supported on an outer periphery of a housing that houses the first friction clutch and the second friction clutch.   Each of the first shift actuator and the second shift actuator is engaged with a motor, a rotor rotated by the motor, and a screw engaged with the rotor so as to move in the axial direction by the rotation of the rotor. The electric motor drive device for vehicles according to claim 2 or 3 which consists of a direct acting actuator provided with a child.   The electric motor driving device for a vehicle according to claim 4, wherein the screw engagement includes meshing of a female screw formed on the inner periphery of the cylindrical portion of the rotor and a male screw formed on the outer periphery of the presser.   The electric motor driving device for a vehicle according to claim 4, wherein the screw engagement includes engagement of a male screw formed on the outer periphery of the rotor and a female screw formed on the inner periphery of the cylindrical portion of the presser.   The vehicle electric motor drive device according to any one of claims 4 to 6, wherein the screw by the screw engagement is composed of a kind of a triangular screw and a trapezoidal screw.   The vehicle electric motor drive device according to any one of claims 4 to 6, wherein the screw by screw engagement is a ball screw.

Images