JP2011089632A - Driving device for vehicle using electric motor - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To miniaturize a driving device using an electric motor and to smoothly switch a torque transmission path. <P>SOLUTION: A first shaft 31 is provided coaxially with an output shaft 15 of the electric motor 11, and the first shaft 31 is formed of an outside rotating shaft 31a and an inside rotating shaft 31b inserted in the outside rotating shaft 31a. A first friction clutch 51 engaging the output shaft 15 with the inside rotating shaft 31b by the operation of a first shift actuator X<SB>1</SB>, and a second friction clutch 52 engaging the output shaft 15 with the outside rotating shaft 31a by the operation of a second shift actuator X<SB>2</SB>, are provided on the first shaft 31 to switch the torque transmission path. Each of the first shift actuator X<SB>1</SB>and the second shift actuator X<SB>2</SB>is provided with a position holding means to prevent a pressing element 87 loading a push-in force in an engaging direction to the respective friction clutches 51, 52, from retreating by reaction force from the friction clutches 51, 52. <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 driving device for a vehicle 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 transmits output from the electric motor 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 always-meshing gear reduction mechanism in which a second reduction gear train having a reduction ratio different from that of the first reduction gear train is provided between the two shafts, and the intermittent portion is directed in the axial direction of the first shaft. Engage with the load of the pressing force and The first friction clutch that fastens the output shaft of the motor and the inner rotating shaft is engaged by the load of the pressing force that is directed in the axial direction of the first shaft, and the output shaft of the electric motor and the outer rotating shaft are fastened. A first shift actuator that applies an axial pressing force to the first friction clutch, and a second shift actuator that applies an axial pressing force to the second friction clutch. Consists of a motor, a rotor that is driven by the motor and rotates in the case, and a direct acting actuator that is screw-engaged with the rotor and moves in the axial direction by the rotation of the rotor. In the first shift actuator and the second shift actuator, the pressing element is prevented from moving backward by a reaction force from each friction clutch side. Than is adopted the configuration in which the position holding means that.

  As described above, the first shaft has a two-shaft structure in which the inner rotation shaft is inserted inside the cylindrical outer rotation shaft, so that the first friction clutch and the second friction clutch are placed on the first shaft. The friction clutch can be disposed opposite to the axial direction, and the electric motor drive device can be downsized.

  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 The member and the output side member are coupled. For this reason, the friction clutch is coupled while synchronizing the input side member and the output side member, and smoothly switching between the low speed region and the high speed region by switching between the first friction clutch and the second friction clutch. Can do.

  Here, an elastic member is provided for each of the pressurizing system for applying the pressing force from the first shift actuator to the first friction clutch and the pressurizing system for applying the pressing force from the second shift actuator to the second friction clutch. As a result, a gentle pressing force can be applied to each of the first friction clutch and the second friction clutch, and the synchronization function can be stabilized even if the friction plate of each friction clutch is worn.

  Further, the first shift actuator that loads the first friction clutch with an axial pressing force and the second shift actuator that loads the second friction clutch with an axial pressing force are respectively supplied from the friction clutch side. By providing a position holding means for preventing the rotor from rotating in the direction in which the presser moves backward due to the reaction force, the rotor is rotated by driving the motor, and the first friction clutch is driven by the forward movement of the presser; Alternatively, when the second friction clutch is engaged, the rotor can be prevented from rotating by the reaction force from the friction clutch side, and the pressing element can be stopped and held at the forward position. For this reason, even if it cuts off electricity with respect to a motor, the 1st friction clutch or the 2nd friction clutch can be held in an engagement state, and consumption of energy can be reduced.

  Here, as the position holding means, the outer plate is incorporated in the case, is prevented from rotating in the case, and is movable in the axial direction, and is prevented from being rotated by the rotor, and is movable in the axial direction. The inner plate and an elastic member that elastically contacts both the plates, and the rotor rotates in the direction in which the presser moves backward using the frictional resistance acting on the contact portion between the outer plate and the inner plate as a rotational resistance. It is possible to adopt one designed to prevent this from happening.

  In the adoption of the position holding means as described above, a one-way clutch that releases the coupling between the rotor and the inner plate when the rotor rotates between the inner plate and the rotor in the direction in which the presser advances. If it is installed, when the rotor is rotated in the direction in which the pusher advances by driving the motor, the one-way clutch will idle, and the frictional resistance acting on the contact portion between the outer plate and the inner plate will be the rotational resistance of the motor Therefore, the motor can be smoothly rotated, and a small motor can be employed.

  Further, as the position holding means, the rotation from the motor is transmitted to the rotor, and when the rotational force is applied from the presser to the rotor, the rotor and the case are coupled to lock the rotor. It is possible to employ a reverse input blocking type two-way clutch.

  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, the first shift actuator that loads the first friction clutch with an axial pressing force and the second shift actuator that loads the second friction clutch with an axial pressing force are respectively supplied from the friction clutch side. By providing position holding means for preventing the rotor from rotating in the direction in which the pressing element moves backward due to the reaction force, the first shift actuator and the second shift actuator are moved at the position where each friction clutch is operated. Can be held. At that time, since power supply to the motor can be cut off, energy consumption can be reduced.

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 Sectional drawing which shows the further another example of the actuator for a shift Sectional view along line VIII-VIII in FIG. Sectional drawing which shows the example using the reverse input interruption | blocking type two-way clutch as a position holding means in the actuator for a shift (I) thru | or (III) is sectional drawing which shows the operating state of the two-way clutch shown in FIG. 9 in steps. Sectional drawing which shows the other example of a two-way clutch

  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 reducer housing portion 22 and the clutch housing 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 reducer housing portion 22 It is rotatably supported by a bearing 34 attached to the end wall.

  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 pressing the peripheral portion, the elastic member 65 is elastically deformed in a curved shape with the annular protruding portion 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 FIGS. 5 and 6, the mating surfaces of the rotor 84 and the presser 87 are respectively shown. Alternatively, a ball screw 89 in which a thread groove is formed and a ball is incorporated between the thread grooves may be used.

  Here, the lead angles of the female screw 86 and the male screw 88 are set to such a size that the presser 87 is not pushed even when a static push load is applied to the pusher 87.

Figure 3 to the actuator X ₁ for any of the first shift shown in FIG. 6 also, the position holding means 90 pushing element 87 is prevented from retracting movement from the working position by the reaction force and the like of the elastic member 65 is provided.

  The position holding means 90 has a plurality of inner plates 92 as friction plates arranged alternately in the axial direction in the case 81 as well as a plurality of outer plates 91 as friction plates, and the outer plates 91 are attached to the case 81 by splines 93. The inner plate 92 is prevented from rotating on the rotor 84 by the spline 94 and is movable in the axial direction, and both plates 91 and 92 are connected to the end of the case 81. The elastic member 95 is elastically contacted by the elastic member 95 incorporated between the plates, and the rotor 84 rotates in the direction in which the pressing element 87 moves backward using the frictional resistance acting on the contact portion of the outer plate 91 and the inner plate 92 as a rotational resistance. I try to prevent that.

  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 forward 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).

Here, the first friction clutch 51 when it is engaged, pushing force is loaded to the first shift actuator X ₁ of the pushing element 87 by a reaction force or the like from the elastic member 65. At this time, the rotor 84 is loaded with a rotational resistance by a frictional resistance acting on a contact portion between the outer plate 91 and the inner plate 92, and the female screw 86 and the male screw 88 are rotated by a load of a static pushing load. Since the lead angle is provided without any pressure, the pressing element 87 is reliably held at the operating position moved forward even if a dynamic vibration or the like is applied.

  For this reason, even if the power supply to the motor 82 is cut off, the first friction clutch 51 is held in the engaged state, and the consumption of energy can be reduced by cutting off the power supply to the motor 82.

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 is rotated in the direction opposite the above, at the same time, the second gear shifting actuator 71 first 2 drives the shift actuator _{X 2} of the motor 82.

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).

Note that the disengagement action of the first friction clutch 51 according to the first shift actuator X ₁ described above, for engaging action of the second shift actuator X ₂ according to the second friction clutch 52, in order to each time action However, the two clutches 51 and 52 are overlapped and passed through the synchronized (half-clutch) state. Thus, the first and second friction clutches 51 and 52 are smoothly switched without interrupting the driving force from the electric motor 11 to the wheels. Thereby, it is possible to suppress a feeling of idling and a shock at the time of shifting, and the rotation of the electric motor 11 is smoothly synchronized from the first speed to the second speed.

Further, after the switching operation from the first speed reduction gear train 36 to the second reduction gear train 37 is completed, to cut off the power supply to the second shift actuator X ₂ of the motor 82. Even when the energization is cut off, the pusher 87 is prevented from moving backward by the operation of the position holding means 90, and the second friction clutch 52 is held in the engaged state.

  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, the axial displacements of the first sleeve 63 and the second sleeve 73 are obtained by incorporating elastic members 65 and 75 into the pressurizing system of the first shift switching actuator 61 and the second shift switching actuator 71. Even if changes slightly, the variation in the displacement amount 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.

Further, located in a first respective shift actuator X ₁ and the second second shift actuator to load a pressing force in the axial direction to the friction clutch 52 X ₂ to load the axial pressing force to the first friction clutch 51 The holding means 90 is provided to prevent the rotor 84 from rotating in the direction in which the pressing element 87 moves backward due to the reaction force from the elastic members 65, 75, etc. When the first friction clutch 51 or the second friction clutch 52 is engaged by the forward movement of the pressing element 87, the energization to the motor 82 can be immediately cut off, thereby reducing energy consumption. Can do.

7 and 8, showing still another example of the first shift actuator X _1. This example is different from the first shift actuator X ₁ shown in FIG. 5 in that a one-way clutch 96 is incorporated between the rotor 84 and the inner plate 92. Therefore, the first actuator X ₁ same components and shift shown in FIG. 5, its description is omitted with the same reference numerals.

  Here, the one-way clutch 96 is provided with a plurality of cam surfaces 99 that form wedge spaces between the inner surface of the clutch outer ring 97 and the cylindrical outer surface 98 of the rotor 84 at intervals in the circumferential direction. 99 and a cylindrical one-way clutch incorporating a roller 100 between the cylindrical outer surface 98, the clutch outer ring 97 and the inner plate 92 are fitted by the spline 101, and the inner plate 92 is prevented from rotating around the clutch outer ring 97; It is movable in the axial direction.

  The one-way clutch 96 releases the coupling between the rotor 84 and the inner plate 92 when the rotor 84 rotates in the direction in which the pusher 87 advances.

  As described above, when the one-way clutch 96 that releases the coupling between the rotor 84 and the inner plate 92 is incorporated, the one-way clutch is used when the rotor 84 is rotated in the direction in which the pusher 87 moves forward by driving the motor 82. Since 96 releases the coupling between the rotor 84 and the inner plate 92, the frictional resistance acting on the contact portion between the outer plate 91 and the inner plate 92 does not become the rotational resistance of the motor 82, and the motor 82 can be smoothly rotated. And a small motor can be employed.

  Instead of the roller type one-way clutch 96, a sprag type one-way clutch may be employed.

9 and 10, showing still another example of the first shift actuator X _1. The first shift actuator X ₁ shown in the first shift actuator X ₁ and 3 in this example, only the configuration of the position holding device 90 is different. Therefore, the first actuator X ₁ same components and shift shown in FIG. 3 will not be described are denoted by the same reference numerals.

  The position holding means 90 shown in FIGS. 9 and 10 transmits the rotation from the motor 82 to the rotor 84, and when a rotational force is applied from the presser 87 to the rotor 84, the rotor 84 and the case 81 are transmitted. And a reverse input blocking type two-way clutch 110 that locks the rotor 84.

  The above-described two-way clutch 110 is provided with a cylindrical surface 112 on the inner periphery of the clutch outer ring 111 fixed to the inner peripheral surface of the case 81, and is incorporated inside the clutch outer ring 111 and is prevented from rotating around the rotor 84. A plurality of cam surfaces 114 are formed on the outer periphery of 113 to form a wedge space with narrow ends in the circumferential direction between the cylindrical surface 112 and are connected to the rotating shaft 83 of the motor 82 to be clutched. A pocket 116 is formed at a position facing each cam surface 114 in a cage 115 that rotates between opposing portions of the outer ring 111 and the clutch inner ring 113, and a roller 117 is incorporated in the pocket 116. The roller 113 is provided with engaging means 120 in the rotational direction between the 113.

  The engaging means 120 is formed in an end plate 113 a provided in the clutch inner ring 113 with an arc-shaped long hole 121 centering on the axis of the clutch inner ring 113, and the retainer 115 has an end plate of the clutch inner ring 113. An end plate 115a that is axially opposed to 113a is provided, and a pin 122 disposed in the elongated hole 121 is projected from the end plate 115a, and between the end surfaces of the pin 122 and the elongated hole 121 that are opposed in the circumferential direction. A play 123 in the rotation direction is provided.

Here, the magnitude of the rotational direction of play 123 between the opposed end faces in the circumferential direction of the pin 122 and the elongated hole 121 and L _1, in a neutral position where the roller 117 is disposed in the wider portion of the wedge spaces, the roller 117 when the size of the circumferential direction of the pocket clearance 124 between the opposed end faces in the circumferential direction of the pocket 116 and the L ₂ and playing 123 the rotational direction, it is dimensioned so that the relation of L ₁ ≧ L ₂ is satisfied Yes.

  In the two-way clutch 110 having the above configuration, when the retainer 115 is rotated in the direction indicated by the arrow in FIG. 10I by driving the motor 82, the retainer 115 is interposed between the end surface of the long hole 121 and the pin 122. As shown in FIG. 10 (II), the pocket 116 rotates relative to the clutch inner ring 113 by an amount corresponding to the formed play 123 in the rotational direction, and contacts one end surface of the pocket 116 against the roller 117 held in the neutral position. Touch.

  Further, the pins 122 forming the engaging means 120 are in contact with or close to the end face of the long hole 121.

  When the motor 82 continues to rotate in the same direction from this state, the pin 112 presses the end surface of the long hole 121. Due to the pressing, the roller 117 is held in the neutral position, so that the clutch inner ring 113 rotates together with the cage 115. At this time, since the clutch inner ring 113 is prevented from rotating around the rotor 84, the rotor 84 also rotates, and the presser 87 advances by the screw engagement between the female screw 86 and the male screw 88.

  When an axial load that causes the pusher 87 to move backward is applied from the outside in a state where the pusher 87 that stops the motor 82 is stopped, the lead angle of the female screw 86 and the male screw 88 that do not rotate statically is set. Since the rotor 84 is provided, the rotor 84 does not rotate. However, when a disturbance such as a vibration load is applied, the rotor 84 is loaded with a rotational force in a direction in which the pusher 87 moves backward. When the rotor 84 and the clutch inner ring 113 that is prevented from rotating about the rotor 84 by the load of the rotational force rotate in the opposite direction (the opposite direction indicated by the arrow in FIG. 10 (II)), FIG. 10 (III) As shown, the roller 117 is engaged with the cylindrical surface 112 and the cam surface 114, the clutch inner ring 113 is coupled to the clutch outer ring 111, and the clutch inner ring 113 is locked.

  For this reason, the rotor 84 is also locked, and the pressing element 87 is held in a stopped state.

  Here, when the presser 87 is moved backward, the motor 82 is driven to rotate the retainer 115 in the direction indicated by the arrow in FIG. Since the end surface of the pocket 116 presses the roller 117 by the rotation of the retainer 115, the roller 117 is disengaged, and when the roller 117 is returned to the neutral position, the pin 112 presses the end surface of the long hole 121. The clutch inner ring 113 and the rotor 84 rotate in the same direction as the retainer 115 by the pressing, and the pressing element 87 moves backward by the screw engagement of the female screw 86 and the male screw 88.

  In the two-way clutch 110 shown in FIGS. 9 and 10, the clutch inner ring 113 is provided with the long hole 121 and the cage 115 is provided with the pin 122, but the clutch inner ring 113 is provided with the pin and the cage 115 is provided with the long hole. You may do it.

  Further, in the two-way clutch 110 shown in FIGS. 9 and 10, the clutch outer ring 111 is provided with the cylindrical surface 112 and the clutch inner ring 113 is formed with the cam surface 114, but the clutch outer ring 111 is provided with a cam surface on the inner periphery thereof. A cylindrical surface may be formed on the outer periphery of the inner ring 113.

  Further, in the two-way clutch 110 shown in FIGS. 9 and 10, one roller 117 is incorporated in the pocket 116 of the retainer 115. However, as shown in FIG. A roller 117 may be incorporated, and an elastic member 118 may be incorporated between the rollers 117 so that each of the rollers 117 is urged in a direction to engage with the cylindrical surface 112 and the cam surface 114. In this case, when the pin 122 rotates within the range of the play 123 in the rotation direction formed between the end faces of the long hole 121, the rotation direction of the cage 115 out of the two rollers 117 incorporated in the pocket 116. The roller 117 positioned on the subsequent side is pressed and moved to the neutral position on the end surface of the pocket 116.

  Instead of the roller type two-way clutch 110, a sprag type two-way clutch may be used.

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 65 Elastic member 75 Elastic member 81 Case 82 Motor 84 Rotor 84a Tube portion 86 Female screw 87 Presser 87a Tube portion 88 Male screw 89 Ball screw 90 Position holding means 91 Outer plate 92 Inner plate 95 Elastic member 96 One-way clutch 110 Two-way clutch 111 Clutch outer ring 112 Cylindrical surface 113 Clutch inner ring 114 Cam surface 115 Cage 116 Pocket 117 Roller 118 Elastic member 120 Engaging means 121 Long hole 122 Pin 123 times Direction play 124 pocket gap

Claims (15)

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;
A first friction clutch in which the intermittent portion is engaged by a load of a pressing force directed in the axial direction of the first shaft to fasten the output shaft of the electric motor and the inner rotary shaft; and also in the axial direction of the first shaft A second friction clutch that is engaged by a load of a pressing force that is directed to and fastens the output shaft of the electric motor and the outer rotating shaft,
A first shift actuator that applies an axial pressing force to the first friction clutch and a second shift actuator that applies an axial pressing force to the second friction clutch are each driven by a motor and the motor. A rotor that rotates in the case, and a linear actuator that includes a presser that is screw-engaged with the rotor and moves in the axial direction by the rotation of the rotor,
A vehicle electric motor drive device in which each of the first shift actuator and the second shift actuator is provided with position holding means for preventing the pressing element from moving backward by a reaction force from each friction clutch side.   An elastic member is incorporated in each of the pressurizing system for applying the pressing force from the first shift actuator to the first friction clutch and the pressurizing system for applying the pressing force from the second shift actuator to the second friction clutch. The vehicle electric motor drive device according to claim 1.   The position holding means is incorporated in the case, is prevented from rotating in the case, and is movable in the axial direction, and is prevented from rotating in the rotor and is movable in the axial direction. The inner plate and an elastic member that elastically contacts both the plates, and the rotor rotates in the direction in which the presser moves backward using the frictional resistance acting on the contact portion between the outer plate and the inner plate as a rotational resistance. The electric motor drive device for a vehicle according to claim 1, wherein the electric motor drive device for the vehicle according to claim 1 or 2 is prevented.   The vehicle-use vehicle according to claim 3, wherein a one-way clutch for releasing the coupling between the rotor and the inner plate is incorporated between the inner plate and the rotor when the rotor rotates in a direction in which the pressing element moves forward. Electric motor drive device.   The vehicle electric motor drive device according to claim 4, wherein the one-way clutch is a roller-type one-way clutch having an engagement element as a roller.   The vehicle electric motor drive device according to claim 4, wherein the one-way clutch is a sprag type one-way clutch having a sprag as an engagement element.   The position holding means transmits the rotation from the motor to the rotor, and when a rotational force is applied to the rotor from the presser, the rotor and the case are coupled to lock the rotor. The vehicle electric motor drive device according to claim 1, comprising a reverse input blocking type two-way clutch.   The two-way clutch forms a cylindrical surface on one of the inner periphery of the clutch outer ring fixed to the inner peripheral surface of the case and the outer periphery of the clutch inner ring that is incorporated inside the outer ring and is prevented from rotating around the rotor. In addition, a cam surface is provided on the other side, and a cage is driven by the motor to rotate between the outer ring of the clutch and the inner ring of the clutch. A pocket is formed at a position facing the cam surface, and a roller is incorporated in the pocket to hold the holding. An engaging means in the rotational direction is provided between the clutch and the inner ring of the clutch, and a rotational play is formed in the engaging means, and the rotational play is provided between the end face facing the circumferential direction of the pocket and the engaging element. The vehicular electric motor drive device according to claim 7, comprising a roller-type two-way clutch that is larger than a formed pocket clearance in the rotational direction.   The vehicular electric motor drive device according to claim 8, wherein the roller is incorporated in one pocket.   The vehicular electric motor drive device according to claim 8, wherein the roller is incorporated in two with respect to one pocket, and the two rollers are urged in opposite directions by an elastic member incorporated between opposing portions. .   The engaging means forms an arc-shaped long hole centering on the axial center of the clutch inner ring on one of the opposed surfaces of the clutch inner ring facing the cage in the axial direction, and the other is inserted into the long hole. The vehicle electric motor drive device according to claim 8, further comprising a pin to be operated.   The electric motor drive device for a vehicle according to claim 7, wherein the two-way clutch is a sprag type two-way clutch having a sprag as an engagement element.   The screw engagement between the rotor and the presser comprises meshing 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 drive device for vehicles of description.   The screw engagement between the rotor and the presser includes meshing 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 electric motor drive device for vehicles of description.   The vehicle electric motor drive device according to any one of claims 1 to 12, wherein the screw by screw engagement is a ball screw.

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