JP2011057030A - Vehicular motor driving device and automobile - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To provide a vehicular motor driving device wherein a time of torque release in time of a gear shift changeover is shortened. <P>SOLUTION: This vehicular motor driving device includes a first deceleration gear train 23 and a second deceleration gear train 24 between a first shaft 21 and a second shaft 22 rotationally driven by an electric motor 10. Two-way roller clutches 30A, 30B are incorporated in between the second shaft 22 and a first output gear 23b of the first deceleration gear train 23, and between the second shaft 22 and a second output gear 24b of the second deceleration gear train 24, and engagement between the two-way roller clutches 30A, 30B and disengagement are controlled by a gear shift changeover actuator 50. When changing over a shift step, a motor torque of the electric motor 10 is changed after a friction plate 52a of the two-way roller clutch 30A of the present shift step is separated, and the engagement of the two-way roller clutch 30A of the present shift step is released. <P>COPYRIGHT: (C)2011,JPO&INPIT

Description

  The present invention relates to a vehicle motor drive device that includes an electric motor as a drive source, decelerates the output of the electric motor, and transmits the output to wheels, and an automobile equipped with the motor drive device.

  As a vehicle motor drive device used for a drive device of an electric vehicle and a hybrid vehicle, those described in Patent Documents 1 and 2 are conventionally known. Here, in the vehicle motor drive device described in Patent Document 1, the rotation of the motor is input to a transmission composed of a belt type continuously variable transmission (CVT) or a planetary gear type transmission to change the speed. The rotation output from the machine is input to the differential gear to rotate the left and right auxiliary drive wheels (rear wheels).

  Further, in the vehicle motor drive device described in Patent Document 2, the rotation output from the motor is input to the transmission of the planetary gear type transmission for shifting, and the rotation output from the transmission is transmitted to the differential gear. The left and right auxiliary drive wheels (rear wheels) are rotated.

  By the way, in the vehicle motor drive device described in Patent Document 1, the torque transmission path from the motor to the auxiliary drive wheels is always closed. Due to the rotation from the drive wheels, the transmission and the motor are rotated, and there is an inconvenience that energy loss is large. In particular, when a permanent magnet type synchronous motor is employed as the motor, the power loss caused by rotating the motor is greater than that of the induction motor.

  On the other hand, in the vehicle motor drive device described in Patent Document 2, the transmission can be switched to a Lo gear state, a Hi gear state, and a neutral state by sliding a key provided on the transmission. Therefore, by switching to the neutral state, it is possible to prevent the transmission and the motor from rotating from the auxiliary drive wheel, but the key is slid to connect the ring gear of the planetary gear mechanism and the casing, Alternatively, the two parts cannot be coupled unless the two members that rotate relative to each other are synchronized and the difference in relative rotational speed is reduced when switching the gear shift that couples the ring gear and the sun gear. Therefore, the time required for synchronization is long, and during that time, the vehicle is in an idling state, and drivability and merchantability are reduced.

  Therefore, the inventor of the present invention has studied a vehicle motor drive device that can prevent rotation from the wheel side and that can perform speed change switching quickly. As a vehicle motor drive device, an electric motor and a plurality of gear trains having different gear ratios between parallel shafts are provided, and the rotation output from the electric motor is switched to a plurality of stages by switching torque transmission paths of the gear trains. It has a constantly meshing transmission that changes speed, a differential gear that distributes the power output from the transmission to the left and right wheels, a roller and a retainer that retains the roller. The same number of two-way roller clutches as the number of gear trains to be engaged and disengaged to engage and disengage the gears for each gear stage of the transmission with respect to the parallel shaft, By controlling the rotation of the cage, 2-way roller clutch engagement devised a vehicle motor driving system comprising a gear shifting actuator for switching the disengagement.

  The two-way roller clutch has an inner ring that is incorporated between a parallel shaft and a gear and is prevented from rotating around the parallel shaft, and forms a cylindrical surface on one of the outer periphery of the inner ring and the inner periphery of the gear, Is provided with a cam surface in which both ends in the circumferential direction form a narrow wedge space between the cylindrical surface, a roller is incorporated between the cam surface and the cylindrical surface, and the roller is incorporated between the gear and the inner ring. A switch spring that elastically holds the cage in a neutral position where the roller is disengaged from the cylindrical surface and the cam surface between the member on the side where the cam surface is formed and the cage. A built-in configuration can be adopted.

  Further, as the speed change switching actuator, a friction plate that is prevented from rotating by a cage and is movable toward one side surface of the member on which the cylindrical surface is formed, and a cylindrical surface that forms the friction plate It is possible to employ an elastic member that urges toward a disengagement position that is separated from the formed member, and a shift mechanism that shifts the friction plate toward the member on which the cylindrical surface is formed.

  When switching the speed of the vehicle motor drive device, the switching is performed by first disengaging the 2-way roller clutch of the current speed and then engaging the 2-way roller clutch of the next speed. Do. Here, if the torque is transmitted between the input / output members of the 2-way roller clutch at the current speed when the 2-way roller clutch at the current speed is released, the torque is applied to the engagement of the 2-way roller clutch. Since the engagement is prevented, the two-way roller clutch at the current shift stage cannot be disengaged only by operating the shift switching actuator of the two-way roller clutch.

  Therefore, in order to reliably disengage the two-way roller clutch at the current gear stage, not only the shift switching actuator of the two-way roller clutch is operated but also transmitted between the input / output members of the two-way roller clutch. It is necessary to reduce the torque to zero.

  On the other hand, as a shift stage switching device for a vehicle in which the torque transmitted between the input / output members of the 2-way roller clutch is once reduced to zero when the 2-way roller clutch is disengaged, Patent Document 3, The thing of 4 is known.

  The shift speed switching device of Patent Document 3 is a constant mesh type transmission that shifts the rotation output from the engine to a plurality of speeds, and a gear for each shift speed of the transmission is fastened to and released from a parallel shaft. The same number of two-way roller clutches as the number of gear trains to be operated, the gear change switching actuator for controlling the rotation of the cage of the two-way roller clutch to switch the engagement and disengagement of the two-way roller clutch, and the opening of the throttle valve of the engine And a throttle actuator for controlling the degree.

  In this gear change device, when a gear change command is received, the gear change actuator starts to release the engagement of the two-way roller clutch of the current gear, and at the same time, the throttle actuator The throttle valve opening is controlled so that the torque transmitted between the input / output members of the two-way roller clutch at the shift stage becomes zero.

  In addition, a gear stage switching device disclosed in Patent Document 4 includes an always-meshing type transmission that changes the rotation output from the engine into a plurality of stages, and an electromagnetic clutch that switches between transmission and interruption of torque between the engine and the transmission. The two-way roller is controlled by controlling the rotation of the two-way roller clutch in the same number as the gear train for fastening and releasing the gear for each gear stage of the transmission with respect to the parallel shaft, and the two-way roller clutch retainer. A shift switching actuator that switches engagement and disengagement of the clutch.

  In this speed change device, when a gear change command is received, the gear change actuator starts operation to release the engagement of the two-way roller clutch of the current gear, and at the same time, the electromagnetic clutch And torque transmission between the transmission and the transmission.

Japanese Patent No. 3683405 Japanese Patent Application Laid-Open No. 2006-112489 Japanese Patent No. 31009036 JP 2004-211834 A

  However, the speed change devices of Patent Documents 3 and 4 have a problem that the torque removal time (idle time) at the time of gear change is long because the torque for driving the wheels becomes zero at the same time as the operation of the gear change actuator is started. was there.

  The problem to be solved by the present invention is to provide a vehicle motor drive device, an electric vehicle, and a hybrid vehicle that have a short torque removal time when shifting gears.

In order to solve the above-described problem, in the vehicle motor drive device according to the present invention, a plurality of gear trains having different gear ratios are provided between the electric motor and the parallel shaft, and the torque transmission path of the gear train is switched. Thus, a continuously meshing transmission that shifts the rotation output from the electric motor to a plurality of stages, a differential gear that distributes the power output from the transmission to the left and right wheels, and the roller and the roller are held. A two-way roller having the same number as the gear train that engages and disengages by rotation control of the retainer, and fastens and releases the gear for each gear stage with respect to the parallel shaft. A shift switching actuator for controlling the rotation of the clutch and the retainer of the two-way roller clutch to switch engagement and disengagement of the two-way roller clutch, and the electric motor. Consists of a electronic control unit for controlling the operation of switch actuator,
The two-way roller clutch has an inner ring that is incorporated between a parallel shaft and a gear and is prevented from rotating around the parallel shaft, and forms a cylindrical surface on one of the outer periphery of the inner ring and the inner periphery of the gear, A cage that has a cam surface that forms a narrow wedge space at both ends in the circumferential direction between the cylindrical surface, a roller is assembled between the cam surface and the cylindrical surface, and the roller is assembled between the gear and the inner ring. A switch spring that elastically holds the retainer at a neutral position where the roller is disengaged from the cylindrical surface and the cam surface is assembled between the retainer and the member on the side where the cam surface is formed. The structure
The speed change actuator is provided with a friction plate that is prevented from rotating by a cage and is movable toward one side of the member on which the cylindrical surface is formed, and a member on which the friction plate is formed with a cylindrical surface An elastic member that urges toward a disengagement position that is disengaged from, and a shift mechanism that shifts the friction plate toward the member on which the cylindrical surface is formed,
When the electronic control unit receives a shift switching command, the electronic control unit operates the shift switching actuator so that the friction plate is separated from the member on which the cylindrical surface of the two-way roller clutch of the current shift stage is formed, It is determined whether or not the friction plate has separated from the member on which the cylindrical surface of the two-way roller clutch of the current gear stage is formed, and after determining that the friction plate has separated, the motor torque of the electric motor is changed to the current speed change. Control is performed to change the size so that the two-way roller clutch of the second gear can be disengaged. With this control, the two-way roller clutch of the current gear is disengaged, and then the two-way roller clutch of the next gear is engaged. The configuration to be combined was adopted.

  In the vehicle motor drive device having the above-described configuration, the parallel shaft and the gear are brought into an engaged state by engaging one of the two-way roller clutches incorporated in the gear train of each shift stage by the operation of the shift switching actuator. By switching, the rotation of the electric motor is changed by the engaged gear train and transmitted to the differential gear, and the left and right wheels rotate.

  Further, when the two-way roller clutch is switched to the disengaged state by the operation of the shift switching actuator, torque transmission from the electric motor to the differential gear is interrupted. Since the parallel shaft and the gear can rotate relative to each other when the two-way roller clutch is disengaged, when the rotational torque is transmitted from the wheel side, the gear rotates idly and the parallel shaft does not rotate.

  Further, when receiving a shift switching command, the shift switching actuator operates so that the friction plate separates from the member on which the cylindrical surface of the two-way roller clutch of the current shift stage is formed. Since it is determined that the friction plate has been separated by the electronic control unit, the motor torque of the electric motor is controlled to change to a magnitude that allows the two-way roller clutch of the current gear stage to be disengaged. Until it is determined that the motor is separated, the motor torque of the electric motor is maintained and no torque is lost.

  Here, when the shift switching command is a shift-up shift switching command, the control for changing the motor torque of the electric motor to a magnitude that allows the two-way roller clutch of the current shift stage to be disengaged, Control for decelerating the electric motor can be employed.

  Further, when the shift change command is a shift down shift change command, the control for changing the motor torque of the electric motor to a magnitude at which the two-way roller clutch of the current shift stage can be disengaged is performed. It is possible to employ a control that makes the torque transmitted between the input / output members of the two-way roller clutch of the gear stage zero.

  The electric vehicle according to the present invention employs a configuration in which at least one of the pair of left and right front wheels provided at the front portion of the vehicle and the pair of left and right rear wheels provided at the rear portion is driven by the motor driving device. .

  In the hybrid vehicle according to the present invention, one of the pair of left and right front wheels provided at the front portion of the vehicle and the pair of left and right rear wheels provided at the rear portion is driven by the engine, and the other is driven by the motor drive device described above. The driving structure was adopted.

  When the motor drive device is used in the hybrid vehicle as described above, the transmission and the motor rotate from the wheel side driven by the motor by disengaging the two-way roller clutch when the engine is driven by driving. Can be prevented and energy loss can be suppressed.

  As a shift mechanism, a shift rod arranged in parallel to the parallel shaft and movable in the axial direction, an actuator for moving the shift rod in the axial direction, supported by the shift rod, and when the shift rod moves in the axial direction A shift fork that moves the control ring toward the member having the cylindrical surface together with the sleeve may be employed.

  In the above speed change actuator, when the shift rod is moved in the axial direction by the actuator, the sleeve and the control ring are moved toward the member on which the cylindrical surface is formed by the shift fork, and the friction plate is formed on the cylindrical surface by the control ring. Pressed against the formed member and frictionally engaged with the member. Due to the frictional engagement, the cage is connected to the member having the cylindrical surface, so that the cage rotates relative to the member having the cam surface, and the roller moves to the cylindrical surface and the cam surface. When the two-way roller clutch is engaged, the electric motor is immediately engaged, the rotation of the electric motor is decelerated and transmitted to the differential gear, and the wheel rotates.

  Here, a rotating member that rotates integrally with the member on which the cam surface is formed is provided on the parallel shaft, and when the friction plate moves to the friction engagement release position, the friction plate is rotated in the rotation direction with respect to the rotating member. By providing an engaging means for engaging the roller, it is possible to prevent the roller from being erroneously engaged by a drag torque due to an inertial force or a frictional force acting on the cage and the roller of the two-way roller clutch when the vehicle is suddenly accelerated or decelerated. be able to.

  In addition, a control ring is incorporated between adjacent gear trains, a pair of friction plates are provided on both sides of the control ring, and one friction plate is prevented from rotating on a retainer of a two-way roller clutch incorporated in one gear train. The other friction plate is prevented from rotating around the cage of the two-way roller clutch incorporated in the other gear train, and the engagement and disengagement of the two sets of two-way roller clutches can be controlled by one shift switching actuator. If comprised in this way, size reduction of a motor drive device can be achieved.

  Furthermore, if a rolling bearing is incorporated between the opposing surfaces of the control ring and the sleeve, the transmission of rotation from the control ring to the sleeve can be cut off, so that the gear ratio can be switched smoothly.

  Furthermore, if a rolling bearing is incorporated between the opposing surfaces of the friction plate and the control ring, the frictional resistance acting on the contact portion with the control ring can be reduced, so that the friction plate is formed with a cylindrical surface. The friction plate can be smoothly rotated relative to the control ring at the time of friction engagement with the side surface of the member, and the two-way roller clutch can be reliably engaged.

  In the shift switching actuator, the actuator for moving the shift rod in the axial direction may be a motor, or a cylinder or a solenoid connected to the shift rod.

  When a motor is employed, a motion conversion mechanism that converts rotation of the motor into movement of the shift rod in the axial direction is provided. As the motion conversion mechanism, a structure in which a female screw is provided on the inner periphery of a nut member that is rotatably supported around a shift rod and rotated by a motor, and the female screw is engaged with a male screw formed on the outer periphery of the shift rod. Can be used.

  As described above, in the present invention, the motor torque of the electric motor is maintained and torque loss does not occur until the electronic control unit determines that the friction plate has separated. For this reason, the time for torque removal at the time of shifting is shorter than that in which the motor torque is controlled to be zero at the same time as the operation of the shifting actuator is started.

  In addition, a two-way roller clutch is incorporated between the gears and parallel shafts of each gear stage of a constantly meshing transmission that shifts the rotation output from the electric motor into a plurality of stages, and the engagement of the two-way roller clutch; Since the disengagement is controlled by the shift switching actuator, the disengagement of the two-way roller clutch can prevent the transmission and the motor from being rotated by the rotation from the wheel side. For this reason, by adopting a configuration in which the motor drive device according to the present invention is mounted on a hybrid vehicle to drive auxiliary drive wheels, energy loss in a travel mode in which the vehicle is driven by the power of only the engine is suppressed. Can do.

  Further, by controlling the rotation of the retainer of the two-way roller clutch by the operation of the shift switching actuator, the two-way roller clutch is immediately engaged and disengaged, so that the shift can be quickly switched.

(A) is a schematic diagram of an electric vehicle employing the vehicle motor drive device according to the present invention, and (b) is a schematic diagram of a hybrid vehicle employing the vehicle motor drive device. Sectional drawing of the vehicle motor drive device concerning this invention Sectional drawing which expands and shows the principal part of the transmission of FIG. Sectional view along line IV-IV in FIG. Sectional view along line VV in FIG. Sectional view showing the gear change actuator Sectional view along line VII-VII in FIG. Sectional drawing which expands and shows a part of FIG. Sectional view showing the shift switching state An exploded perspective view showing each of an inner ring of a two-way roller clutch, a cage, a switch spring, an elastic member of a speed change switching actuator, a washer, and a friction plate. FIG. 2 is a block diagram of an electronic control device that controls the vehicle motor drive device shown in FIG. The flowchart which shows the control at the time of the upshift of the electronic controller shown in FIG. The flowchart which shows the control at the time of downshift of the electronic controller shown in FIG. (A) is a diagram showing the correspondence relationship between the shift position at the time of upshifting, the motor torque, and the rotational speed of the input / output member of the two-way roller clutch of the next gear stage, and (b) is the shift at the time of downshifting. The figure which shows the correspondence of a position, a motor torque, and the rotational speed of the input / output member of the 2 way roller clutch of the next gear stage.

  Embodiments of the present invention will be described below with reference to the drawings. FIG. 1A shows an electric vehicle EV in which a pair of left and right front wheels 1 are driven by a motor drive device A according to the present invention. FIG. 1B shows a hybrid vehicle HV in which the engine E drives the front wheels 1 as a pair of left and right drive wheels, and the motor drive device A drives the rear wheels 2 as a pair of left and right auxiliary drive wheels. The rotation of the engine E is transmitted to the front wheels 1 via the transmission T and the differential gear D.

  As shown in FIG. 2, the motor drive device A converts the electric motor 10, the transmission 20 that shifts the rotation of the output shaft 11 of the electric motor 10, and the motive power output from the transmission 20, as shown in FIG. A differential gear 80 distributed to the pair of left and right front wheels 1 of the electric vehicle EV shown in FIG. 1B or distributed to the pair of left and right rear wheels 2 of the hybrid vehicle HV shown in FIG.

  The transmission 20 is composed of a constantly meshing reduction gear in which a first reduction gear train 23 and a second reduction gear train 24 are provided between the first shaft 21 and the second shaft 22.

  The first shaft 21 and the second shaft 22 are rotatably supported by a pair of opposed bearings 26 incorporated in the housing 25 and arranged in parallel. The first shaft 21 is connected to the output shaft 11 of the electric motor 10. It is connected.

  The first reduction gear train 23 is provided with a first input gear 23 a on the first shaft 21, and a first output gear 23 b that meshes with the first input gear 23 a is rotatable about the second shaft 22.

  On the other hand, the second reduction gear train 24 is provided with a second input gear 24 a on the first shaft 21, and a second output gear 24 b meshing with the second input gear 24 a is rotatable around the second shaft 22. The reduction ratio of the second reduction gear train 24 is smaller than the reduction ratio of the first reduction gear train 23.

  As shown in FIGS. 3 to 5, a first two-way roller clutch that fastens and releases the first output gear 23 b and the second shaft 22 between the first output gear 23 b and the second shaft 22. 30A is incorporated. Further, a second two-way roller clutch 30B for fastening and releasing the second output gear 24b and the second shaft 22 is incorporated between the second output gear 24b and the second shaft 22.

  Here, since the first two-way roller clutch 30A and the second two-way roller clutch 30B have the same configuration and are symmetric, the first two-way roller clutch 30A is described below. The second 2-way roller clutch 30B will be described with the same reference numerals assigned to the same components, and the description thereof will be omitted.

  The first two-way roller clutch 30 prevents the inner ring 31 from being engaged with the second shaft 22 by fitting with a spline 32, and a cylindrical surface 33 formed on the outer periphery of the inner ring 31 on the inner periphery of the first output gear 23b. A plurality of flat cam surfaces 34 that form a wedge-shaped space whose both ends in the circumferential direction are narrow in the circumferential direction are provided at equal intervals in the circumferential direction, and a roller 35 is incorporated between each cam surface 34 and the cylindrical surface 33. 35 is held by a cage 36 incorporated between the first output gear 23 b and the inner ring 31.

  In addition, a circular recess 37 is formed on one end surface of the inner ring 31 in the axial direction, a circular portion 38a of the switch spring 38 is fitted in the recess 37, and a pair provided outward from both ends of the circular portion 38a. Is inserted into a notch 40 formed on one end surface of the retainer 36 from a notch 39 formed on the outer peripheral wall of the recess 37, and the notch 39 and the notch 40 are formed by the pair of pressing pieces 38b. The retainer 36 is elastically held at a neutral position where the rollers 35 are pressed in opposite directions in the circumferential direction and the roller 35 is disengaged from the cylindrical surface 33 and the cam surface 34.

  Here, the inner ring 31 incorporated inside the first output gear 23b and the inner ring 31 incorporated inside the second output gear 24b are composed of a spacer 41 as a rotating member incorporated between the opposing portions, A pair of stopper rings 44 fitted to the two shafts 22 are sandwiched from both sides to be non-movable in the axial direction. In addition, the spacer 41 rotates integrally with each of the pair of opposed inner rings 31.

  A cylindrical bearing fitting surface 42 is formed on the outer end facing the stopper ring 44 in the pair of inner rings 31, and the first output gear 23 b and the bearing 43 fitted to the bearing fitting surface 42 are used. The second output gear 24 b is rotatably supported with respect to the inner ring 31.

  Engagement / disengagement of the first 2-way roller clutch 30A and the second 2-way roller clutch 30B is controlled by the shift switching actuator 50 shown in FIGS.

  The shift switching actuator 50 is fitted to a control ring 51 that is movable in the axial direction on the outer periphery of the spacer 41 and rotatably supports the pair of friction plates 52 a and 52 b disposed on both sides of the control ring 51. One is locked to the retainer 36 of the first 2-way roller clutch 30A, and the other is locked to the retainer 36 of the second 2-way roller clutch 30B, and the control ring 51 is The retainer 36 is connected to the first output gear 23b by the friction engagement of the friction plate 52a that is moved toward the one output gear 23b and pressed against the side surface of the first output gear 23b. The roller 35 is engaged with the cylindrical surface 33 and the cam surface 34 by relative rotation.

  Further, the control mechanism 51 is moved toward the second output gear 24b by the shift mechanism 60, and the retainer 36 is moved to the second output gear 24b by the friction engagement of the friction plate 52b pressed against the side surface of the second output gear 24b. The roller 35 is engaged with the cylindrical surface 33 and the cam surface 34 by the relative rotation of the retainer 36 and the inner ring 31.

  Here, the pair of friction plates 52a and 52b are formed in an annular shape, and an L-shaped engagement piece 53 formed on the inner diameter surface of the friction plates 52a and 52b is engaged with the notch portion 40 formed in the retainer 36, thereby the friction plate 52a. , 52b are locked to the retainer 36. In addition, a washer 54 and an elastic member 55 are incorporated between the opposing surfaces of the engagement piece 53 and the inner ring 31, and the friction plates 52 a and 52 b are attached to the engagement release positions that are separated from the inner ring 31 by the elastic member 55. It is fast.

  Further, an engagement groove 57 is formed at the inner end of the engagement piece 53, while a plurality of engagement protrusions 58 that form engagement means 56 with the engagement groove 57 are formed on the outer periphery of the spacer 41. When the friction plates 52a and 52b are moved to the disengagement position, the inner groove 31 and the cage integrated with the spacer 41 are engaged with the engagement groove 57 with one of the engagement protrusions 58. The rotation of the roller 35 is prevented, and the roller 35 is held in the neutral position.

  As shown in FIG. 6, the shift mechanism 60 slidably supports a shift rod 61 arranged parallel to the second shaft 22 by a pair of sliding bearings 62 attached to the housing 25, and shifts to the shift rod 61. A fork 63 is attached, and on the other hand, a sleeve 65 is rotatably supported by a rolling bearing 64 fitted to the outer periphery of the control ring 51 and is supported in a non-movable manner in the axial direction. The bifurcated piece 63a at the tip of the shift fork 63 is fitted into the annular groove 66, the shift rod 61 is moved in the axial direction by the actuator 67, and the control ring 51 is moved in the axial direction together with the sleeve 65. I have to.

  As the actuator 67, a cylinder or a solenoid connected to the shift rod 61 can be used. Here, a motor 68 is used, and the rotation of the output shaft 69 of the motor 68 is rotated by the motion conversion mechanism 70. It is converted to movement in the axial direction.

  That is, a drive gear 71 provided on the output shaft 69 of the motor 68 is engaged with a driven gear 72 as a nut member, and the driven gear 72 is rotatably supported by a pair of opposed bearings 73. The internal thread 74 formed on the circumference is screw-engaged with the external thread 75 formed on the outer periphery of the end of the shift rod 61, and the shift rod 61 is moved in the axial direction by the rotation of the driven gear 72 at a fixed position. ing.

  As shown in FIG. 2, an output gear 76 that transmits the rotation of the second shaft 22 to the differential gear 80 is provided at the shaft end of the second shaft 22.

  In the differential gear 80, a ring gear 81 that meshes with the output gear 76 is attached to a differential case 82 that is rotatably supported by the housing 25, and a pair of pinions 84 is mounted on a pinion shaft 83 that is rotatably supported at both ends by the differential case 82. And a pair of side gears 85 are engaged with each of the pair of pinions 84, and a shaft end portion of the axle 86 is connected to each of the pair of side gears 85.

  The rotation of the electric motor 10 is controlled by a control signal output from the electronic control unit 90 shown in FIG. The electronic control device 90 receives a detection signal indicating the rotation speed of the first shaft 21 from the first shaft rotation sensor 91, and a detection signal indicating the rotation speed of the second shaft 22 from the second shaft rotation sensor 92. A detection signal indicating the position of the shift fork 63 is input from 93. An example of the shift position sensor 93 is a potentiometer connected to the shift rod 61. In addition, a control signal for controlling the rotation of the motor 68 is output from the electronic control unit 90.

  The vehicle motor drive device A shown in the embodiment has the above-described structure, and FIG. 3 shows that the pair of friction plates 52a and 52b are held at the disengagement positions where they are separated from the first output gear 23b and the second output gear 24b. Each of the first two-way roller clutch 30A incorporated inside the first output gear 23b and the second two-way roller clutch 30B incorporated inside the second output gear 24b As shown in FIG. 4, it is in a disengaged state.

  For this reason, even if the electric motor 10 is driven and the first shaft 21 rotates, the rotation is transmitted from the first input gear 23a to the first output gear 23b meshed therewith, and from the second input gear 24a. Although it is transmitted to the second output gear 24b meshing therewith, it is not transmitted to the second shaft 22, and the first output gear 23b and the second output gear 24b are idled.

  In the idling state of the first output gear 23b and the second output gear 24b, the drag torque acts on the roller 35 in the neutral state of the two-way roller clutch 30A, 30B due to contact with the cylindrical surface 33, and the cage 36 Try to rotate.

  At this time, each of the friction plates 52a and 52b that are prevented from rotating by the cage 36 is prevented from rotating with respect to the inner ring 31 by engaging with the engaging groove 57 and the engaging protrusion 58, so It is in a state of being prevented from rotating with respect to the inner ring 31. Therefore, the drag torque acting on the roller 35 does not cause the inner ring 31 and the retainer 36 to rotate relative to each other, and the first and second two-way roller clutches 30A and 30B are erroneously engaged. There is no occurrence.

  When the electric motor 10 drives the first output gear 23b and the second output gear 24b to idle, the shift rod 61 is moved rightward by driving the motor 68 shown in FIG. The sleeve 65 and the control ring 51 are moved in the same direction as the shift rod 61 by 63, and the friction plate 52a is pressed against the side surface of the first output gear 23b by the control ring 51.

  At this time, the engagement between the engagement groove 57 of the friction plate 52a and the engagement protrusion 58 of the spacer 41 is released, and the friction plate 52a is frictionally engaged with the side surface of the first output gear 23b. The device 36 is connected to the first output gear 23b.

  Therefore, the retainer 36 of the first two-way roller clutch 30A rotates relative to the inner ring 31, the roller 35 engages with the cylindrical surface 33 and the cam surface 34, and the rotation of the first output gear 23b 1 is immediately transmitted to the second shaft 22 via the two-way roller clutch 30A. Further, the rotation of the second shaft 22 is transmitted to the axle 86 through the differential gear 80.

  As a result, in the electric vehicle EV shown in FIG. 1 (a), the front wheel 1 is rotated, and the electric vehicle EV can be driven, and in the hybrid vehicle HV shown in FIG. 1 (b), The rear wheel 2 as the auxiliary drive wheel rotates, and assists in driving the front wheel 1.

  Here, when the inner ring 31 and the cage 36 rotate relative to each other, the switch spring 38 is elastically deformed. Therefore, the motor 68 is rotated in the reverse direction, the shift rod 61 is moved in the reverse direction (the left direction in FIG. 6), and the control ring 51 is moved away from the first output gear 23b. Then, the friction plate 52a is separated from the first output gear 23b by the restoring elasticity of the elastic member 55, and at the same time, the cage 36 is returned and rotated by the restoring elasticity of the switch spring 38, and the roller 35 is returned to the neutral position. Thus, the rotation transmission from the first shaft 21 to the second shaft 22 is immediately interrupted.

  When the shift rod 61 is further moved in the same direction (left direction in FIG. 6), the friction plate 52b is pressed against the side surface of the second output gear 24b by the pressing of the control ring 51 to be frictionally engaged.

  Therefore, the retainer 36 of the second 2-way roller clutch 30B rotates relative to the inner ring 31, the roller 35 engages with the cylindrical surface 33 and the cam surface 34, and the rotation of the second output gear 24b 2 is immediately transmitted to the second shaft 22 via the 2-way roller clutch 30B, and the torque transmission path is immediately switched.

  By the way, when torque is transmitted between the input / output members of the 2-way roller clutch 30A, that is, between the first output gear 23b and the inner ring 31, the torque prevents disengagement of the 2-way roller clutch 30A. The two-way roller clutch 30A cannot be disengaged only by moving the friction plate 52a away from the first output gear 23b by the operation of the motor 68.

  Therefore, in order to reliably disengage the two-way roller clutch 30A, not only the friction plate 52a is separated from the first output gear 23b by the operation of the motor 68, but also between the first output gear 23b and the inner ring 31. It is necessary to reduce the torque transmitted by the motor to zero.

  Therefore, as shown in FIGS. 12 and 13, the electronic control unit 90 controls the operation of the electric motor 10 and the shift switching actuator 50, and when this control releases the two-way roller clutch 30A, The torque transmitted between the output gear 23b and the inner ring 31 is once reduced to zero.

  Based on FIG. 12, FIG. 14 (a), the control at the time of a shift up is demonstrated.

When a shift-up shift command is received, first, signals are respectively taken from the first shaft rotation sensor 91, the second shaft rotation sensor 92, and the shift position sensor 93, and based on these signals, the two-way roller clutch of the next shift stage is received. The rotation speed of the output / input member 30B (that is, the rotation speed N _Gi of the second output gear 24b and the rotation speed N _Go of the inner ring 31) and the position SP of the shift fork 63 are calculated (step S ₁ ).

Next, the operation of the shift switching actuator 50 is started so that the friction plate 52a is separated from the first output gear 23b, and the position SP of the shift fork 63 (hereinafter referred to as “shift position”) is changed to the shift position SP of the current shift stage. It is moved toward the neutral position SP _{N 1} (step _S 2 to S _4, the time _t 0 in FIG. 14 (a)). Here, the shift position SP ₁ of the current gear position, the friction plate 52a is positioned to frictionally engage the side surface of the first output gear 23b. Also, neutral position SP _N is the position SP ₁ where the friction plates 52a will frictionally engage the side surface of the first output gear 23b, just the friction plate 52b is located at the position SP ₂ to frictionally engage the side surface of the second output gear 24b Intermediate position.

While the shift fork 63 is moved toward the neutral position SP _N, the difference between the current shift position SP and the neutral position SP _N is whether or not a determination whether a preset threshold value DSP ₁ below (step _{S 5, S} 6).

When the difference between the current shift position SP and the neutral position SP _N becomes the threshold DSP ₁ below, the friction plate 52a is considered to have reliably separated from the side surface of the first output gear 23b, the electric motor 10 The motor torque is reduced from T ₁ to T ₂ (steps S _{6 to} S ₈ , time t _{1 in} FIG. 14A). T ₁ is the motor torque during normal running, a positive value. T ₂ is a negative value and is a braking torque that decelerates the electric motor 10.

By this control for reducing the motor torque, the two-way roller clutch 30A is disengaged and the electric motor 10 is quickly decelerated. The electric motor 10 can control the motor torque by the applied current, and can decelerate in a much shorter time than the engine. At this time, the rotational speed N _Gi of the second output gear 24b decelerates in conjunction with the electric motor 10, but the rotational speed N _Go of the inner ring 31 is maintained substantially constant due to the inertia of the vehicle. Shift position SP, after reaching the neutral position SP _N, it retains its state.

After starting the control to reduce the motor torque _{T 2,} and the rotational speed _{N Gi} of the second output gear 24b, the speed difference between the rotational speed _{N Go} of the inner ring 31, the first threshold value DN ₁ below a preset Is determined (steps S ₉ and S ₁₀ ).

When the speed difference between the rotational speed N _Gi of the second output gear 24b and the rotational speed N _Go of the inner ring 31 becomes equal to or less than the first threshold value DN ₁ , the friction plate 52b moves toward the second output gear 24b. the operation of the gear shifting actuator 50 starts as the time of the move toward a shift position SP from the neutral position SP _N to the shift position SP ₂ of next shift stage (step _S 10 _{to S 12,} FIG. 14 (a) t ₂ ).

Furthermore, when the speed difference between the rotational speed N _Gi of the second output gear 24b and the rotational speed N _Go of the inner ring 31 is equal to or smaller than a preset second threshold value DN ₂ (<DN ₁ ) (step S). _{13, S 14),} since the two-way roller clutch 30B of the next shift stage is considered to have sufficient synchro to engage, the motor torque of the electric motor 10 is changed from _{T 2} to _{T 3,} the electric motor 10 inertia Rotate (steps S ₁₅ and S ₁₆ , time t _{3 in} FIG. 14A). The size of T ₃ is substantially zero. The zero here does not need to be zero in a strict sense, and is zero in a sense that allows a small torque that allows the two-way roller clutch 30A to be disengaged by the elastic restoring force of the switch spring 38. .

Shift position SP is, close to the shift position SP ₂ of next shift stage, the friction plates 52b is in contact with the second output gear 24b, 2-way roller clutch 30B is engaged, the rotational speed _{N Gi} of the second output gear 24b The rotational speed N _Go of the inner ring 31 matches (time t _{4 in} FIG. 14A). After the shift position SP has reached the shift position SP ₂ of next shift stage, the motor torque of the electric motor 10 is increased from _{T 3} to _{T 4,} starts driving the next shift stage (step _{S 17, S 18,} FIG. 14 (a) time _t 5 of).

When performing the shift-up control as described above, time loss torque of the transmission switching time is the time between times t ₁ ~t ₅ in FIG. 14 (a). For this reason, since the motor torque is maintained between the times t _{0 and} t ₁ compared to the control for reducing the motor torque of the electric motor 10 at the same time as receiving the shift switching command, the torque loss time is short. .

  Next, based on FIG. 13 and FIG. 14B, the control at the time of downshift will be described.

When a shift-down gear shift command is received, first, detection signals are taken from the first shaft rotation sensor 91, the second shaft rotation sensor 92, and the shift position sensor 93, respectively, and based on these detection signals, the two-way of the next shift stage is acquired. The rotation speed of the input / output member of the roller clutch 30A (that is, the rotation speed N _Gi of the first output gear 23b and the rotation speed N _Go of the inner ring 31) and the position SP of the shift fork 63 are calculated (step S ₂₁ ).

Then, the friction plate 52b from the second output gear 24b starts the operation of the gear shifting actuator 50 so away, is moved toward the neutral position SP _N shift position SP from a shift position SP ₂ of the current gear position ( Steps S _{22 to} S ₂₄ , time t _{0 in} FIG.

While the shift fork 63 is moved toward the neutral position SP _N, the difference between the current shift position SP and the neutral position SP _N is whether or not a determination whether a preset threshold value DSP ₂ below (Steps S ₂₅ and S ₂₆ ).

When the difference between the current shift position SP and the neutral position SP _N becomes the threshold DSP ₂ below, the friction plates 52b are considered to have reliably separated from the side surface of the second output gear 24b, the electric motor 10 The motor torque is reduced from T ₁ to T ₂ (steps S _{26 to} S ₂₈ , time t _{1 in} FIG. 14B). T ₁ is the motor torque during normal running, a positive value. The size of the T ₂ are, is approximately zero. The zero here does not need to be zero in a strict sense, and is zero in a sense that allows a minute torque that allows the two-way roller clutch 30B to be disengaged by the elastic restoring force of the switch spring 38. .

When the shift position SP reaches the neutral position SP _N, the motor torque of the electric motor 10 is increased from _{T 2} to _{T 3,} the time of accelerating the electric motor 10 (step _S 30 _{to S 32,} FIG. 14 (b) t _2).

After starting the control to increase the motor torque to _{T 3,} and the rotational speed _{N Gi} of the first output gear 23b, whether the speed difference between the rotational speed _{N Go} of the inner ring 31 is first threshold value DN ₁ below Is determined (steps S ₃₃ and S ₃₄ ).

When the speed difference between the rotational speed N _Gi of the first output gear 23b and the rotational speed N _Go of the inner ring 31 becomes equal to or less than the first threshold value DN ₁ , the friction plate 52a moves toward the first output gear 23b. the operation of the gear shifting actuator 50 starts as the time of the move toward a shift position SP from the neutral position SP _N to the shift position SP ₁ of the next shift stage (step _S 34 _{to S 36,} FIG. 14 (b) t ₃ ).

Furthermore, when the speed difference between the rotational speed N _Gi of the first output gear 23b and the rotational speed N _Go of the inner ring 31 becomes equal to or smaller than the second threshold value DN ₂ (steps S ₃₇ and S ₃₈ ), 2 since way roller clutch 30A is considered to have sufficient synchro to engage, the motor torque of the electric motor 10 is changed from _{T 3} to _{T 4,} the electric motor 10 to inertia rotation (step _{S 39, S 40,} Figure 14 time _t 4 in (b)). The size of the T ₄ is substantially zero.

Shift position SP is, close to the shift position SP ₁ of the next shift stage, the friction plates 52a contacts the first output gear 23b, 2-way roller clutch 30A is engaged, the rotational speed _{N Gi} of the first output gear 23b The rotational speed N _Go of the inner ring 31 matches (time t _{5 in} FIG. 14B). After the shift position SP has reached the shift position SP ₁ of the next shift stage, the motor torque of the electric motor 10 is increased from _{T 4} to _{T 5,} starts driving the next shift stage (step _{S 41, S 42,} FIG. 14 (b) time _t 6 of).

When performing the shift-down control as described above, time loss torque of the transmission switching time is the time between times t ₁ ~t ₆ in FIG. 14 (b). For this reason, since the motor torque is maintained between the times t _{0 and} t ₁ compared to the control for reducing the motor torque of the electric motor 10 at the same time as receiving the shift switching command, the torque loss time is short. .

  As described above, the motor torque of the electric motor 10 is maintained until the friction plates 52a and 52b are determined to be separated by the electronic control unit 90, and no torque is lost. For this reason, it is possible to suppress the time for torque loss at the time of shift switching as compared with the control in which the motor torque becomes zero simultaneously with the start of operation of the shift switching actuator 50.

  Further, as described above, by driving the motor 68 as an actuator and moving the shift rod 61 in the axial direction, the first 2-way roller clutch 30A or the second 2-way roller clutch 30B is immediately engaged and engaged. Since the engagement is released, the shift can be switched quickly.

  As shown in the embodiment, a control ring 51 and two friction plates 52a and 52b are incorporated between the first output gear 23b and the second output gear 24b, and one friction plate 52a is connected to the first two-way roller clutch 30A. The other friction plate 52b is prevented from rotating around the retainer 36 of the second two-way roller clutch 30B so that the control ring 51 can be shifted in the left-right direction by the shift mechanism 60, If one shift control actuator 50 can be configured to control the engagement and disengagement of the two sets of two-way roller clutches 30A and 30B, the motor drive device can be reduced in size.

  Here, although omitted in the drawing, it is preferable to incorporate a rolling bearing between the opposing surfaces of the friction plates 52 a and 52 b and the control ring 51. By incorporating the rolling bearing, the frictional resistance acting on the contact portion between the friction plates 52a and 52b and the control ring 51 can be reduced. Therefore, the friction plates 52a and 52b are smoothly rotated relative to the control ring 51 when the friction plates 52a and 52b are pressed against the first output gear 23b and the second output gear 24b to be frictionally engaged. The two-way roller clutches 30A and 30B can be reliably engaged.

  In the embodiment, the cylindrical surface 33 is formed on the inner periphery of the first output gear 23b and the second output gear 24b, and the cam surface 34 is provided on the outer periphery of the inner ring 31 incorporated inside each output gear 23b, 24b. However, conversely, cam surfaces may be formed on the inner periphery of the first output gear 23b and the second output gear 24b, and a cylindrical surface may be provided on the outer periphery of the inner ring. In this case, a cage is incorporated between the first output gear 23b and the second output gear 24b and the cage 36 to elastically hold the cage so that the roller is in a neutral state.

DESCRIPTION OF SYMBOLS 1 Front wheel 2 Rear wheel 10 Electric motor 20 Transmission 21 1st shaft 22 2nd shaft 23 1st reduction gear train 24 2nd reduction gear train 30A 1st 2 way roller clutch 30B 2nd 2 way roller clutch 31 Inner ring 33 Cylindrical surface 34 Cam surface 35 Roller 36 Cage 38 Switch spring 41 Spacer (rotating member)
50 Shifting switch actuator 51 Control ring 52a Friction plate 52b Friction plate 55 Elastic member 56 Engaging means 57 Engaging groove 58 Engaging protrusion 60 Shift mechanism 61 Shift rod 63 Shift fork 65 Sleeve 67 Actuator 68 Motor 72 Driven gear (nut member) )
74 Female screw 75 Male screw 80 Differential gear 90 Electronic control unit

Claims (14)

An electric motor and a plurality of gear trains having different gear ratios between the parallel shafts are provided, and a constantly meshing type gear that shifts the rotation output from the electric motor to a plurality of stages by switching torque transmission paths of the gear trains. It has a transmission, a differential gear that distributes the power output from the transmission to the left and right wheels, a roller and a cage that holds the roller, and is engaged and disengaged by controlling the rotation of the cage. The two-way roller is controlled by controlling the rotation of the two-way roller clutch of the same number as the gear train for fastening and releasing the gear for each gear stage of the transmission with respect to the parallel shaft, and the retainer of the two-way roller clutch. A shift switching actuator that switches engagement and disengagement of the clutch, and an electronic control device that controls the operation of the electric motor and the shift switching actuator,
The two-way roller clutch has an inner ring that is incorporated between a parallel shaft and a gear and is prevented from rotating around the parallel shaft, and forms a cylindrical surface on one of the outer periphery of the inner ring and the inner periphery of the gear, This is a cage that is provided with a cam surface that forms a narrow wedge space at both ends in the circumferential direction with the cylindrical surface, and a roller is assembled between the cam surface and the cylindrical surface, and the roller is assembled between the gear and the inner ring. A switch spring that elastically holds the retainer at a neutral position where the roller is disengaged from the cylindrical surface and the cam surface is assembled between the retainer and the member on the side where the cam surface is formed. The structure
The speed change actuator is provided with a friction plate that is prevented from rotating by a cage and is movable toward one side of the member on which the cylindrical surface is formed, and a member on which the friction plate is formed with a cylindrical surface An elastic member that urges toward a disengagement position that is disengaged from, and a shift mechanism that shifts the friction plate toward the member on which the cylindrical surface is formed,
When the electronic control unit receives a shift switching command, the electronic control unit operates the shift switching actuator so that the friction plate is separated from the member on which the cylindrical surface of the two-way roller clutch of the current shift stage is formed, It is determined whether or not the friction plate has separated from the member on which the cylindrical surface of the two-way roller clutch of the current gear stage is formed, and after determining that the friction plate has separated, the motor torque of the electric motor is changed to the current speed change. Control is performed to change the size so that the two-way roller clutch of the first gear can be disengaged. With this control, the two-way roller clutch of the current gear is disengaged, and then the two-way roller clutch of the next gear is engaged. Vehicle motor drive device to be combined.   The electronic control unit is configured to change the motor torque of the electric motor to a magnitude that enables disengagement of the two-way roller clutch at the current shift stage when the shift switching command is a shift-up shift switching command. The vehicle motor drive device according to claim 1, wherein control for decelerating the electric motor is performed.   The electronic control unit is configured to change the motor torque of the electric motor to a magnitude that allows the two-way roller clutch of the current gear stage to be disengaged when the shift switching command is a shift-down shift switching command. The vehicle motor drive device according to claim 1 or 2, wherein control is performed so that torque transmitted between the input / output members of the two-way roller clutch at the current gear stage is zero.   The shift mechanism is an axially movable shift rod arranged in parallel to the parallel axis, an actuator for moving the shift rod in the axial direction, and the shift rod supported in the axial direction. 4. The vehicle motor drive device according to claim 1, further comprising a shift fork that sometimes moves the control ring toward the member having the cylindrical surface together with the sleeve.   An engaging means for providing a rotating member that rotates integrally with the member on which the cam surface is formed, and engaging the friction plate with the rotating member in the rotation direction when the friction plate moves to the friction engagement release position. The motor drive apparatus for vehicles of Claim 3 or 4 which provided.   The control ring is assembled between adjacent gear trains, a pair of friction plates are provided on both sides of the control ring, and one friction plate is prevented from rotating on a two-way roller clutch retainer incorporated in one gear train, The other friction plate is prevented from rotating around the retainer of the two-way roller clutch incorporated in the other gear train so that the engagement and disengagement of the two two-way roller clutches can be controlled by one shift switching actuator. The vehicle motor drive device according to any one of claims 3 to 5.   A rolling bearing is incorporated between the opposing surfaces of the control ring and the sleeve, and the control ring is moved in the axial direction via the rolling bearing when controlling the engagement and disengagement of the two-way roller clutch. The vehicle motor drive device according to any one of claims 3 to 6.   The vehicle motor drive device according to any one of claims 3 to 7, wherein a rolling bearing is incorporated between opposing surfaces of the friction plate and the control ring.   The vehicle motor drive device according to any one of claims 4 to 8, wherein the actuator includes a motor, and a motion conversion mechanism that converts rotation of the motor into movement of the shift rod in an axial direction is provided.   The motion conversion mechanism is supported rotatably around the shift rod, and a female screw is provided on the inner periphery of a nut member rotated by the motor, and the female screw is engaged with a male screw formed on the outer periphery of the shift rod. The vehicle motor drive device according to claim 9, having the configuration described above.   The vehicle motor drive device according to any one of claims 4 to 8, wherein the actuator includes a cylinder connected to a shift rod.   The vehicle motor drive device according to any one of claims 4 to 8, wherein the actuator includes a solenoid connected to a shift rod.   The at least one of a pair of left and right front wheels provided at the front portion of the vehicle and a pair of left and right rear wheels provided at the rear portion is driven by the vehicle motor drive device according to any one of claims 1 to 12. Electric car.   The vehicle motor drive according to any one of claims 1 to 12, wherein one of a pair of left and right front wheels provided at a front portion of the vehicle and a pair of left and right rear wheels provided at a rear portion are driven by an engine. A hybrid vehicle driven by a device.

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