JP2011208704A - Vehicular driving device - Google Patents

Abstract

PROBLEM TO BE SOLVED: To provide a vehicular driving device having simple construction for improving the responsiveness of an engaging/disengaging means while preventing the associative rotation of a motor when the drive and regeneration of the motor are not required.SOLUTION: The synchronous mesh mechanism driving device 70 includes a turning member 73 having rotary motion, translating members 74A, 74B having linear motion, the electric motor 72 connected to the turning member 73 for driving the turning member 73, and a motion converting mechanism 75 for converting the rotary motion of the turning member 73 into the linear motion of the translating members 74A, 74B. The turning member 73 is rotated in the forward direction by the electric motor 72 for moving the translating members 74A, 74B to one side to put synchronous mechanisms 60A, 60B into power cut-off conditions, and the turning member 73 is rotated in the reverse direction by the electric motor 72 for moving the translating members 74A, 74B to the other side to put the synchronous mechanisms 60A, 60B into power transmitting conditions.

Description

  The present invention relates to a vehicle drive device including an electric motor.

  As a vehicle drive device, the left and right axles of the vehicle are connected to a differential device, and a driving force is transmitted to the differential device via a speed reduction mechanism by an electric motor arranged concentrically on the outer periphery of one axle. Some have been devised (see, for example, Patent Document 1).

  As shown in FIG. 15, the driving device 100 includes an axle driving electric motor 102, a planetary gear type reduction gear 112 that decelerates driving rotation of the electric motor 102, and outputs of the planetary gear type reduction gear 112 to the left and right sides of the vehicle. The planetary gear type reduction gear 112 and the electric motor 102 are arranged concentrically on the outer peripheral side of one axle 110B connected to the differential device 113. The differential device 113 distributes to the other axles 110A and 110B. Yes. Further, a synchromesh mechanism 137 as a connecting / disconnecting means is provided in the middle of the axle 110B. By connecting the synchromesh mechanism 137, the left and right axles 110A, 110B are connected to the differential device 113 and the planetary gear speed reducer 112. It is described that the rotation of the left and right axles 110A and 110B is prevented from being transmitted to the differential case of the differential device 113 by releasing the connection of the synchromesh mechanism 137 via the motor 102.

  Since the synchromesh mechanism 137 is controlled by hydraulic pressure, the vehicle drive device 100 is provided with a control piston 150, a hydraulic circuit (not shown) that communicates with the control piston 150, and the like.

JP 2008-180309 A

  However, in the driving device 100 described in Patent Document 1, it is necessary to add a hydraulic circuit and a hydraulic member for connecting and disconnecting the synchromesh mechanism 137, and thus the structure may be complicated. Further, when the temperature is low, the oil temperature is low, so that the viscous resistance of the hydraulic oil is large, and the response of the synchromesh mechanism 137 cannot be improved.

  The present invention has been made in view of the above problems, and can prevent the motor from rotating when the motor is not driven or regenerated, and can improve the responsiveness of the connecting / disconnecting means with a simple configuration. An object of the present invention is to provide a vehicular drive device.

In order to achieve the above object, the invention described in claim 1
Electric motors (for example, electric motors 2A, 2B, and 2C in the embodiments described later) that drive the wheels of the vehicle (for example, rear wheels Wr, left rear wheels LWr, right rear wheels RWr in the embodiments described later);
A connection / disconnection mechanism (for example, a synchromesh mechanism 60A, 60B, 60C in an embodiment described later) provided on a power transmission path between the wheel and the electric motor and capable of switching between a power transmission state and a power cutoff state; ,
A vehicle drive device (for example, a vehicle drive device 1 according to an embodiment described later) including a connection / disconnection mechanism drive device (for example, a synchromesh mechanism drive device 70 according to an embodiment described later) that drives the connection / disconnection mechanism. There,
The connecting / disconnecting mechanism driving device includes a rotating member (for example, a rotating member 73 in an embodiment described later) that rotates, and a translation member (for example, a translation member 74A, 74B in an embodiment described later) that performs a linear motion. And a drive source (for example, an electric motor 72 in an embodiment described later) connected to the rotating member and a motion for converting the rotational motion of the rotating member into a linear motion of the translation member. A conversion mechanism (for example, a motion conversion mechanism 75 of an embodiment described later),
By rotating the rotating member in the forward direction by the drive source, the translation member is moved to one side (for example, the vehicle width direction inner side in an embodiment described later), and the connection / disconnection mechanism is set in a power cutoff state.
By rotating the rotation member in the reverse direction by the drive source, the translation member is moved to the other side (for example, the vehicle width direction outer side in an embodiment described later), and the connection / disconnection mechanism is set in a power transmission state. It is characterized by that.

Moreover, in addition to the structure of Claim 1, the invention of Claim 2 is
The connecting / disconnecting mechanism includes a motor output shaft (for example, motor output shafts 16A and 16B in the embodiment described later) and an axle (for example, axles 10A and 10B in the embodiment described later) arranged in parallel with each other. Concatenated,
The linear movement direction of the translation member is parallel to the rotation axes,
The rotation axis direction of the rotating member intersects the linear motion direction.

Moreover, in addition to the structure of Claim 2, the invention of Claim 3 is
The rotating member is arranged so that the rotation axis is not perpendicular to the ground when the vehicle is mounted.

Moreover, in addition to the structure of Claim 3, the invention of Claim 4 adds to the structure of Claim 3,
The electric motor is disposed biased forward or rearward from an intermediate position in the front-rear direction of the vehicle,
The rotating member and the drive source are arranged on the opposite side to the biasing direction with respect to the electric motor.

Moreover, in addition to the structure of Claim 4, the invention of Claim 5 adds to the structure of Claim 4,
The drive source is a case member (for example, a speed reducer according to an embodiment described later) in which a lowermost portion of the drive source (for example, a lowermost portion T1 of an embodiment described later) accommodates the electric motor and the connection / disconnection mechanism in the vertical direction. The case 40 is disposed so as to be higher than the lowermost part (for example, the lowermost part T2 in the embodiment described later).

Moreover, in addition to the structure of any one of Claims 1-5, the invention of Claim 6 is
The translation member is connected to the motion conversion mechanism and extends in the linear motion direction (for example, a rod-like portion 76 in an embodiment described later), one end side is connected to the rod-like portion, and the other end side is connected to the connection / disconnection mechanism. An arm to be connected (for example, a shift fork 77 in an embodiment described later),
In the vicinity of the connecting portion between the rod-shaped portion and the arm portion, a first bearing portion that pivotally supports the rod-shaped portion (for example, a first bearing portion 44 in an embodiment described later) is provided,
When the arm portion comes into contact with the first bearing portion, linear movement toward one side of the translation member (for example, the inner side in the vehicle width direction in an embodiment described later) is restricted.

Moreover, in addition to the structure of Claim 6, the invention of Claim 7 is
The rod-shaped portion and the arm portion are formed of a metal material and connected by welding, and the welding is performed only on the opposite side of the arm portion from the first bearing portion.

In addition to the configuration described in claim 6 or 7, the invention described in claim 8
The motion conversion mechanism is connected to the rod-like portion of the translation member (for example, an inner end portion 76a of an embodiment described later),
The connection part between the motion conversion mechanism and the rod-shaped part is provided on the opposite side of the arm part to the first bearing part,
When the motion conversion mechanism abuts on the first bearing portion, linear motion toward the other side of the translation member (for example, the outside in the vehicle width direction in an embodiment described later) is restricted.

Moreover, in addition to the structure described in claim 8, the invention described in claim 9 includes
A second bearing portion (for example, a first bearing portion in a later-described embodiment) that pivotally supports an end portion of the rod-shaped portion (for example, an outer end portion 76b in a later-described embodiment) on the side opposite to the first bearing portion with respect to the arm portion. 2 bearing portions 45) are provided,
The second bearing portion is formed in a concave shape so that an end of the rod-like portion can be inserted,
The depth of the second bearing part is such that the end of the rod-like part is the bottom part of the second bearing part when the motion conversion mechanism comes into contact with the first bearing part (for example, the bottom part 45a of the embodiment described later). ).

Moreover, in addition to the structure of any one of Claims 1-9, the invention of Claim 10 is
On the power transmission path between the wheel and the electric motor, there is provided a speed change mechanism (for example, planetary gear type speed reducers 12A, 12B of the embodiments described later) for changing the speed of the wheel and the electric motor,
The speed change mechanism is arranged on the electric motor side of the connection / disconnection mechanism on the power transmission path.

Moreover, in addition to the structure of Claim 9, the invention of Claim 11 is
The speed change mechanism includes a planetary mechanism having a sun gear (for example, a sun gear 21 in an embodiment described later), a planetary gear (for example, a planetary gear 22 in an embodiment described later), and a ring gear (for example, a ring gear 24 in an embodiment described later). And
At least a part of the translation member is at a position overlapping with the planetary gear in a cross-sectional view passing through the revolution axis of the planetary gear, and from the outermost part of the revolution track of the planetary gear (for example, the outermost part M in the embodiment described later). Is also arranged at a position on the outer side.

Moreover, in addition to the structure of Claim 11, the invention of Claim 12 is
The planetary gear is composed of a double pinion gear,
The ring gear meshes with a small-diameter side pinion gear (for example, a second pinion gear 27 in an embodiment described later) of the double pinion gear, and a revolving track of a large-diameter side pinion gear (for example, a first pinion gear 26 in an embodiment described later). It is characterized by being arranged inside the outermost part.

In order to achieve the above object, the invention according to claim 13 provides:
A first electric motor (for example, an electric motor 2A in an embodiment described later) that drives a left wheel of the vehicle (for example, a left rear wheel LWr in an embodiment described later);
A second electric motor (for example, an electric motor 2B in an embodiment described later) that drives a right wheel of the vehicle (for example, a right rear wheel RWr in an embodiment described later);
A first connecting / disconnecting mechanism (for example, a synchromesh mechanism of an embodiment described later) provided on a first power transmission path between the left wheel and the first motor and capable of switching between a power transmission state and a power cutoff state. 60A)
A second connecting / disconnecting mechanism (for example, a synchromesh mechanism 60B according to an embodiment described later) provided on a second power transmission path between the right wheel and the second motor and capable of switching between a power transmission state and a cutoff state. )When,
A vehicle drive device (e.g., later-described implementation) comprising: a first connection / disconnection mechanism; and a connection / disconnection mechanism drive device (e.g., a synchromesh mechanism drive device 70 according to an embodiment described later) that drives the second connection / disconnection mechanism. Vehicle drive device 1) of the form,
The connecting / disconnecting mechanism driving device includes a rotating member that rotates (for example, a rotating member 73 in an embodiment described later) and a first member that is arranged symmetrically with respect to the rotation axis of the rotating member and performs a linear motion. And a second translation member (for example, translation members 74A and 74B in the embodiment described later), and a drive source (for example, an electric motor 72 in the embodiment described later) connected to the rotation member and driving the rotation member. A motion conversion mechanism (for example, a motion conversion mechanism 75 of an embodiment described later) that converts the rotational motion of the rotating member into the linear motion of the first and second translation members,
By rotating the rotating member in the forward direction by the driving source, the first translation member is moved to one side (for example, the vehicle width direction inner side (left side or right side) in the embodiment described later), and the first 2 translation member is moved to the other side (for example, vehicle width direction inside (right side or left side) of the below-mentioned embodiment), and the 1st and 2nd connection / disconnection mechanism is made into a power cutoff state,
By rotating the rotating member in the reverse direction by the drive source, the first translation member is moved to the other side (for example, the vehicle width direction outer side (right side or left side) in the embodiment described later), and the first Two translation members are moved to one side (for example, the vehicle width direction outside (left side or right side) of the below-mentioned embodiment), and the 1st and 2nd connection / disconnection mechanisms are made into a power transmission state.

Further, in the invention described in claim 14, in addition to the structure described in claim 13,
The first connecting / disconnecting mechanism is disposed closer to the second motor than the first motor in the vehicle width direction of the vehicle,
The second connecting / disconnecting mechanism is disposed closer to the first motor than the second motor in the vehicle width direction of the vehicle,
The drive source is disposed between the first electric motor and the second electric motor in the vehicle width direction.

Moreover, in addition to the structure of Claim 14, the invention of Claim 15 is
The first connecting / disconnecting mechanism includes a first motor output shaft (for example, a motor output shaft 16A in an embodiment described later) and a left axle (for example, an axle 10A in an embodiment described later) in which mutual rotation axes are arranged in parallel. Connected to
The second connecting / disconnecting mechanism includes a second motor output shaft (for example, a motor output shaft 16B in an embodiment described later) and a right axle (for example, an axle 10B in an embodiment described later) in which the rotation axes are arranged in parallel. Connected to
The first motor output shaft is formed in a hollow shape, and the left axle is inserted through the inside thereof.
The second motor output shaft is formed in a hollow shape, and the right axle is inserted through the inside thereof.
The first motor output shaft, the left axle and the first motor are concentrically disposed;
The second motor output shaft, the right axle, and the second motor are arranged concentrically.

Moreover, in addition to the structure of Claim 15, this invention of Claim 16
On the first power transmission path between the left wheel and the first electric motor, a first speed change mechanism (for example, a planetary gear type of an embodiment described later) that changes the rotation of the left wheel and the first electric motor is provided. A speed reducer 12A) is provided,
On the second power transmission path between the right wheel and the second electric motor, a second speed change mechanism for shifting the rotation of the right wheel and the second electric motor (for example, a planetary gear type of an embodiment described later) A reduction gear 12B) is provided,
The first speed change mechanism is closer to the first motor than the first connection / disconnection mechanism on the first power transmission path, and between the first connection / disconnection mechanism and the first motor in the vehicle width direction. Arranged in
The second speed change mechanism is closer to the second motor than the second connection / disconnection mechanism on the second power transmission path and between the second connection / disconnection mechanism and the second motor in the vehicle width direction. It is arranged in that.

  According to the first aspect of the present invention, when the drive or regeneration of the motor is not required, the connection / disconnection mechanism is set to the power cutoff state by the connection / disconnection mechanism drive device, thereby preventing the motor from being accompanied. Moreover, the responsiveness of a connection / disconnection mechanism can be improved by comprising the connection / disconnection mechanism drive apparatus by the some member, and making it drive by those mechanical transmission. Thereby, the structure can be simplified, and the control accuracy and durability of the connection / disconnection mechanism can be improved. Further, since the drive source performs a rotational motion without changing its position and outer shape by the motion conversion mechanism, the degree of freedom of arrangement of the drive source is high.

  According to the second aspect of the present invention, since the rotating member has a relationship intersecting the motor output shaft and the axle, the degree of freedom of arrangement of the rotating member is high, and the drive source attached to the rotating member. The degree of freedom of arrangement can be improved.

  According to the third aspect of the present invention, it is possible to avoid contact with the ground without narrowing the passenger space by preventing the rotating member from protruding in the vertical direction of the vehicle.

  According to the fourth aspect of the present invention, when the electric motor is disposed rearward, the driving source is disposed on the front side of the electric motor, so that the driving source can be protected at the time of a rear collision.

  According to the fifth aspect of the present invention, the drive source can be protected from external force from below the vehicle, for example, contact with the ground and curbstones, and flying pebbles.

  According to the sixth aspect of the present invention, since the switching mechanism is switched by moving the translation member by a predetermined stroke, the linear movement of the translation member to one side is restricted by the first bearing portion. By doing so, it is possible to prevent the connection / disconnection mechanism from being operated excessively.

  According to the seventh aspect of the present invention, by not welding the first bearing portion side of the arm portion, it is possible to prevent a change in the stroke due to the deformation of the base material and the adhesion of the joining material accompanying the welding.

  Further, according to the invention described in claim 8, it is possible to restrict linear movement of the translation member to the other side by the first bearing portion, and it is possible to reliably operate the connecting / disconnecting mechanism within a predetermined range. it can.

  According to the ninth aspect of the present invention, before the motion conversion mechanism abuts on the first bearing portion, the tip of the rod-shaped portion abuts on the bottom of the second bearing portion, so that the translational member performs the other linear motion. It is possible to prevent the restriction, and the stroke of the translation member can be managed by an easy method by adjusting the distance between the motion conversion mechanism and the first bearing portion.

  According to the invention described in claim 10, the running resistance can be reduced by reducing the number of members that rotate integrally with the wheel when the power is cut off.

  According to the invention described in claim 11, the drive device can be formed compact by utilizing the outside of the planetary gear revolution orbit that tends to be a dead space.

  According to the invention described in claim 12, the diameter of the revolution track can be reduced by using the stepped double pinion gear as the planetary gear. Moreover, the rod-shaped part which is a part of a translation member can be arrange | positioned as close as possible to the large diameter side pinion gear, and a drive device can be made compact.

According to a thirteenth aspect of the present invention, the first and second connection / disconnection mechanisms are switched to the power cutoff state by the connection / disconnection mechanism driving device when the driving and regeneration of the first and second motors are unnecessary. And the rotation of the second electric motor can be prevented. In addition, since the connection / disconnection mechanism driving device is mechanical rather than hydraulic, the response of the connection / disconnection mechanism can be improved.
Further, since the left and right first and second connecting / disconnecting mechanisms can be switched with a single drive source, the number of parts can be reduced and the weight can be reduced.
In addition, since the drive force from the single drive source and the rotating member is mechanically and symmetrically transmitted to the first and second connection / disconnection mechanisms, the left and right first and second connection / disconnection mechanisms can be easily provided. Can be synchronized.

  According to the invention described in claim 14, the first and second connecting / disconnecting mechanisms can be disposed close to each other, and the first and second translational members can be reduced in size. In addition, since the driving source is located in the vicinity thereof, the rotating member can be reduced in size, and the connection / disconnection mechanism driving device can be reduced in size.

  According to the invention described in claim 15, by using a double structure with a hollow shaft, the radial expansion can be achieved even when the first and second connecting / disconnecting mechanisms are arranged inside the first and second electric motors. Can be suppressed.

  According to the invention described in claim 16, the running resistance can be reduced by reducing the number of members that rotate integrally with the wheel when the power is cut off.

1 is a block diagram showing a schematic configuration of a hybrid vehicle which is an embodiment of a vehicle to which a vehicle drive device according to the present invention can be applied. 1 is a longitudinal sectional view of an embodiment of a vehicle drive device according to the present invention. It is the XX arrow directional view of FIG.2 and FIG.6. (A) is the elements on larger scale of the synchromesh mechanism drive device of the state which connected the synchromesh mechanism, (b) is the elements on larger scale of the synchromesh mechanism drive apparatus of the state which open | released the synchromesh mechanism. It is the elements on larger scale of the synchromesh mechanism drive device explaining the bearing part which concerns on a modification. It is an enlarged view of a synchromesh mechanism. It is an alignment chart of the vehicle drive device when the vehicle is stopped. It is a collinear diagram of the vehicle drive device when the vehicle drive device travels forward and accelerates. FIG. 6 is a collinear diagram of the vehicle drive device when the vehicle drive device travels forward and decelerates and the motor stops. FIG. 5 is a collinear diagram of the vehicle drive device when the vehicle drive device travels forward and decelerates and is regenerated by an electric motor. It is a collinear diagram of the vehicle drive device when the vehicle drive device travels in reverse acceleration. FIG. 6 is a collinear diagram of the vehicle drive device when the vehicle drive device travels in reverse speed and the motor stops. It is the figure which showed the state of the electric motor in the driving | running | working state of a vehicle, and the state of the synchromesh mechanism. It is a block diagram which shows schematic structure of the hybrid vehicle which is one Embodiment of the vehicle which can apply the vehicle drive device which concerns on a modification. 1 is a longitudinal sectional view of a vehicle drive device described in Patent Document 1. FIG.

Hereinafter, a vehicle drive device according to an embodiment of the present invention will be described with reference to the drawings.
A vehicle drive device 1 (hereinafter referred to as a drive device) according to the present invention uses an electric motor 2A, 2B as a drive source for driving an axle. For example, a vehicle 3 having a drive system as shown in FIG. Used for.

  A vehicle 3 shown in FIG. 1 is a hybrid vehicle having a drive unit 6 in which an internal combustion engine 4 and an electric motor 5 are connected in series at the front part of the vehicle, and the power of the drive unit 6 is transmitted to a front wheel Wf via a transmission 7. On the other hand, the power of the drive device 1 according to the present invention provided at the rear of the vehicle separately from the drive unit 6 is transmitted to the rear wheels Wr (RWr, LWr). The electric motor 5 of the driving unit 6 on the front wheel Wf side and the electric motors 2A and 2B of the driving device 1 on the rear wheel Wr side are connected to the battery 9 via the PDU 8 (power drive unit). Energy regeneration is performed via the PDU 8.

  2 is a longitudinal sectional view of the entire drive device 1 (a view taken along the line ZZ in FIG. 3), and FIG. 3 is a view taken along the line XX in FIGS. The arrows in FIGS. 2 and 3 indicate the positional relationship in a state where the drive device 1 is mounted on the vehicle 3. In FIG. 2, 10A and 10B are left and right axles on the rear wheel Wr side of the vehicle, and are arranged coaxially along the vehicle width direction. The reduction gear case 40 of the drive device 1 is formed in a substantially cylindrical shape as a whole, and power transmission between the motors 2A and 2B for driving the axles, the motors 2A and 2B, and the rear wheels Wr (RWr and LWr). A synchromesh mechanism 60A, 60B that is provided on the path and can switch between a power transmission state and a power cutoff state, and a synchromesh mechanism drive device 70 that drives the synchromesh mechanisms 60A, 60B are provided. Further, planetary gear speed reducers 12A and 12B are provided on the power transmission paths between the electric motors 2A and 2B and the synchromesh mechanisms 60A and 60B, respectively. The electric motor 2A, the synchromesh mechanism 60A and the planetary gear speed reducer 12A The left rear wheel LWr is provided concentrically with the axle 10A, and the electric motor 2B, the synchromesh mechanism 60B and the planetary gear speed reducer 12B are provided concentrically with the axle 10B to control the right rear wheel RWr. The electric motor 2 </ b> A, the synchromesh mechanism 60 </ b> A, and the planetary gear type speed reducer 12 </ b> A, and the electric motor 2 </ b> B, the synchromesh mechanism 60 </ b> B, and the planetary gear type speed reducer 12 </ b> B are arranged symmetrically in the speed reducer case 40.

  The stators 14A and 14B of the electric motors 2A and 2B are fixed inside the left and right ends of the speed reducer case 40, respectively, and annular rotors 15A and 15B are rotatably arranged on the inner peripheral sides of the stators 14A and 14B. . Motor output shafts 16A and 16B surrounding the outer periphery of the axles 10A and 10B are coupled to the inner peripheral portions of the rotors 15A and 15B. The motor output shafts 16A and 16B are rotatable relative to the axles 10A and 10B, respectively. The reduction gear case 40 is supported by end walls 41A and 41B and intermediate walls 42A and 42B via bearings Br1 and Br2. The end walls 41A and 41B of the speed reducer case 40 are provided with resolvers 20A and 20B for feeding back the rotational position information of the rotors 15A and 15B to the control controllers (not shown) of the electric motors 2A and 2B. Yes.

  In the following description, the planetary gear type speed reducers 12A and 12B are arranged symmetrically and perform the same operation. Therefore, the following description focuses on the left planetary gear type speed reducer 12A. . Similarly, the synchromesh mechanisms 60A and 60B and the translation members 74A and 74B of the synchromesh mechanism driving device 70, which will be described later, will be described focusing on the left synchromesh mechanism 60A and the translation member 74A.

  As shown in FIG. 6, the planetary gear speed reducer 12 </ b> A includes a sun gear 21, a plurality of planetary gears 22 meshed with the sun gear 21, a planetary carrier 23 that supports these planetary gears 22, and an outer peripheral side of the planetary gear 22. A ring gear 24 to be meshed with the driving force of the electric motor 2 </ b> A from the sun gear 21, and the reduced driving force is output through the planetary carrier 23.

  The sun gear 21 is formed integrally with the motor output shaft 16A. The planetary gear 22 is a double pinion gear having a first pinion gear 26 having a large diameter that is directly meshed with the sun gear 21 and a second pinion gear 27 having a smaller diameter than the first pinion gear 26. The second pinion gear 27 is integrally formed with being coaxial and offset in the axial direction. The planetary gear 22 is supported by a pinion shaft 28 so as to be capable of rotating on a revolution track. The planetary carrier 23 is provided so as to be rotatable relative to the axle 10A so as to extend inward in the axial direction from the radially inner end of the annular plate 29 and support the axle 10A. And a cylindrical base 30.

  The ring gear 24 is attached to the speed reducer case 40 and constantly meshed with the second pinion gear 27 having a small diameter. The ring gear 24 is disposed radially inward from the outermost part M (see FIG. 3) of the revolution track of the first pinion gear 26. ing.

  A wheel side engagement member 31 that covers the axle 10A and is spline-fitted to the axle 10A is provided on the inner side in the axial direction of the cylindrical base 30 of the planetary carrier 23 so as not to rotate relative to the axle 10A. A flange portion 32 is formed at an axially outer end portion of the wheel side engaging member 31 facing 30, and a spline gear 33 is formed on the outer circumferential surface extending from the outer diameter side end portion of the flange portion 32 in the axial direction. A cylindrical portion 34 is provided. The wheel side engaging member 31 is rotatably supported by a cylindrical wall 46 that defines a front space S of a reduction gear case 40 described later via a bearing Br3.

  A motor-side engagement member 50 is attached to the outer diameter side of the cylindrical base 30 of the planetary carrier 23 so as not to be relatively rotatable. A spline gear of the wheel-side engagement member 31 is attached to the outer peripheral surface of the motor-side engagement member 50. A spline gear 51 having the same diameter as that of 33 is formed, and a tapered surface 52 is provided which is reduced in diameter by one step with respect to the spline gear 51 and inclined in a tapered shape.

  A part of the synchromesh mechanism 60A is provided in the space formed by the tapered surface 52 of the motor side engaging member 50 and the cylindrical portion 34 of the wheel side engaging member 31, and the motor side engaging member 50 and the wheel side engaging member are engaged. The combined member 31 can arbitrarily change the connected (power transmission) state and the open (power cut-off) state via the synchromesh mechanism 60A.

  The synchromesh mechanism 60 </ b> A is a so-called triple cone type synchromesh mechanism, and is a three-layer friction transmission interposed between the tapered surface 52 of the motor side engaging member 50 and the cylindrical portion 34 of the wheel side engaging member 31. The outer ring 61, the synchro cone 62, and the inner ring 63, which are members, and the synchro sleeve 71 that is spline-fitted to the outer periphery of the spline gear 33 of the wheel side engagement member 31 so as to be axially slidable. Composed.

  The synchromesh mechanism 60A includes an outer ring 61, a synchro cone 62, an inner ring 63 and an electric motor when the synchromesh 71 is operated to the outside in the vehicle width direction (left side in FIG. 6) by a synchromesh mechanism driving device 70 described later. When the side engaging member 50 is in frictional contact through the adjacent tapered surfaces and there is a rotational speed difference between the motor side engaging member 50 and the wheel side engaging member 31, the rotational speed difference is determined between the tapered surfaces. It is gradually reduced by frictional resistance. When the difference in rotational speed between the motor-side engagement member 50 and the wheel-side engagement member 31 becomes sufficiently low and the synchro sleeve 71 is further operated outward in the vehicle width direction (left side in FIG. 6), the inner circumference An inner spline (not shown) formed on the surface is engaged across the spline gear 33 of the wheel side engaging member 31 and the spline gear 51 of the motor side engaging member 50, thereby the motor side engaging member 50 and the wheel side When the engaging member 31 is connected, the planetary carrier 23 and the axle 10A are connected. When the synchromesh 71 is operated from the state where the planetary carrier 23 and the axle 10A are connected to the inner side in the vehicle width direction (right side in FIG. 6) by a synchromesh mechanism driving device 70 described later, the motor side engaging member 50 is operated. Is disengaged from the spline gear 51, thereby disconnecting the planetary carrier 23 from the axle 10A.

  Similarly, the planetary gear mechanism 12B also includes a sun gear 21, a planetary gear 22, a planetary carrier 23, and a ring gear 24. The motor side engaging member 50 attached to the planetary carrier 23 and the wheel side attached to the axle 10B. A synchromesh mechanism 60B is provided between the engaging member 31 and the synchromesh mechanism 71 is operated by a synchromesh mechanism driving device 70 described later to connect the synchromesh mechanism 60B, thereby connecting the planetary carrier 23 and the axle 10B. Then, the synchromesh mechanism 60B is opened to disconnect the planetary carrier 23 and the axle 10B. An oil pump driving gear 80 is provided on the wheel side engaging member 31 of the axle 10B so as to rotate integrally with the axle 10B (see FIG. 2).

Next, the synchromesh mechanism driving device 70 that drives the synchromesh mechanisms 60A and 60B will be described.
As shown in FIG. 2, the synchromesh mechanism driving device 70 includes an electric motor 72 as a driving source, a rotating member 73 that is connected to an output shaft of the electric motor 72, and that rotates. Translation members 74A and 74B that perform linear motion along a direction substantially orthogonal to the axis, and a motion conversion mechanism 75 that converts the rotational motion of the rotation member 73 into the linear motion of the translation members 74A and 74B. Is done.

  The electric motor 72 is attached to the outside of the cover 43 that covers the front space S that is recessed forward and in the center of the reduction gear case 40, and a rotating member 73 that is connected to the output shaft of the electric motor 72 includes the front space S. It arrange | positions so that it may be substantially orthogonal to the axles 10A and 10B. In the present embodiment, the rotational axis direction of the rotating member 73 is oriented in the front-rear direction so as not to be perpendicular to the ground. Further, as shown in FIG. 3, the lowermost part T1 of the electric motor 72 is the lowermost part T2 of the speed reducer case 40 in which the lowermost part T1 of the electric motor 72 accommodates the electric motors 2A, 2B and the synchromesh mechanisms 60A, 60B. It arrange | positions so that it may become a higher position.

  In the front space S, translation members 74A and 74B arranged substantially parallel to the axles 10A and 10B are exposed, and a motion conversion mechanism 75 that converts the rotational motion of the rotation member 73 into the linear motion of the translation members 74A and 74B. Is provided. The motion conversion mechanism 75 rotates the rotation member 73 in the forward direction, so that the translation members 74A and 74B are substantially parallel to the axles 10A and 10B and close to each other toward the rotation member 73 (in the vehicle width direction). By moving the rotation member 73 in the opposite direction, the translation members 74A and 74B are moved away from the rotation member 73 so as to be substantially parallel to the axles 10A and 10B and away from each other (the vehicle width direction outside). Move. That is, the motion conversion mechanism 75 can move the left and right translation members 74A and 74B by the same stroke simultaneously by the rotation of the rotation member 73. Note that, as described above, the following description focuses on the left translation member 74A.

  Referring also to FIGS. 4 and 6, the translation member 74 </ b> A is welded to the rod-shaped portion 76 and a metallic rod-shaped portion 76 whose inner end portion 76 a is connected to the motion conversion mechanism 75 and extends in the linear motion direction. And a metallic shift fork 77 whose other end is engaged with the synchro sleeve 71. The rod-like portion 76 is inserted into the first bearing portion 44 formed on the side wall that defines the front space S so that the inner end portion 76a is slidable, and the rod-like portion 76 is outside the second bearing portion 45 that is recessed in the intermediate wall 42A. The end portion 76b is supported, is in a position overlapping with the first pinion gear 26 of the planetary gear 22 in a cross-sectional view passing through the revolution axis of the planetary gear 22 shown in FIG. 2, and as shown in FIG. 3, the revolution track of the first pinion gear 26 It is disposed at a position outside the outermost M. It should be noted that welding of the rod-like portion 76 and the shift fork 77 is performed only on the opposite side of the shift fork 77 from the first bearing portion 44 (on the second bearing portion 45 side).

Here, the operation of the synchromesh mechanism driving device 70 will be described with reference to FIG. 4A is a partially enlarged view of the synchromesh mechanism driving device 70 in a state where the synchromesh mechanism 60A is connected, and FIG. 4B is a partially enlarged view of the synchromesh mechanism driving device 70 in a state where the synchromesh mechanism 60A is opened. FIG.
When the electric motor 72 is rotated in the opposite direction to move the rod-like portion 76 of the translation member 74A away from the rotating member 73 and the synchromesh mechanism 60A is connected, as shown in FIG. The connecting portion 78 of the synchromesh mechanism driving device 70 connected to the inner end portion 76 a of the first bearing portion 44 is positioned by contacting the inner end surface 44 a of the first bearing portion 44.

  On the other hand, when the electric motor 72 is rotated in the forward direction to move the rod-like portion 76 of the translation member 74A to the rotating member 73 side and the synchromesh mechanism 60A is opened, as shown in FIG. The inner end face 77 a of the shift fork 77 welded to 76 is positioned by coming into contact with the outer end face 44 b of the first bearing portion 44.

  That is, if the stroke amount between the connected state and the opened state of the synchromesh mechanism 60A is D, the inner end surface 77a of the shift fork 77 and the outer end surface 44b of the first bearing portion 44 when the synchromesh mechanism 60A is connected. The distance D1 is set to a length equal to the stroke amount D, and the distance D2 between the connecting portion 78 of the synchromesh mechanism driving device 70 and the inner end surface 44a of the first bearing portion 44 when the synchromesh mechanism 60A is opened is the stroke amount D. Is set to a length equal to

  In the second bearing portion 45, the distance D3 between the outer end portion 76b of the rod-like portion 76 and the bottom portion 45a when the synchromesh mechanism 60A is opened is set larger than the stroke amount D. Therefore, when the synchromesh mechanism 60A is connected, when the connecting portion 78 of the synchromesh mechanism driving device 70 comes into contact with the inner end surface 44a of the first bearing portion 44, the outer end portion 76b of the rod-like portion 76 is the second bearing. There is no contact with the bottom 45a of the portion 45.

  Therefore, according to the synchromesh mechanism drive device 70 of the present embodiment, the stroke management of the translation member 74A is performed in an easy manner while suppressing the synchromesh mechanism 60A from being excessively operated by the first bearing portion 44. be able to. Further, since the welding between the rod-like portion 76 and the shift fork 77 is performed only on the side opposite to the first bearing portion 44, the change of the stroke due to the deformation of the shift fork 77 and the adhesion of the joining material accompanying the welding is prevented. be able to.

  In addition, as shown in FIG. 5, the Teflon bush 79 can also be interposed in the 1st and 2nd bearing parts 44 and 45. As shown in FIG. Thereby, the sliding resistance of the rod-shaped part 76 can be reduced and the load of the electric motor 72 can be reduced.

  Similarly, the translation member 74B includes a rod-shaped portion 76 and a shift fork 77, and rotates the electric motor 72 in the reverse direction to move the rod-shaped portion 76 of the translation member 74B in a direction away from the rotation member 73. The synchromesh mechanism 60B can be connected, and the synchromesh mechanism 60B can be opened by rotating the electric motor 72 in the forward direction and moving the rod-like portion 76 of the translation member 74B to the rotating member 73 side. it can.

  The drive device 1 configured in this way drives the electric motor 72 so that the rotating member 73 rotates in the reverse direction, whereby the rod-shaped portion 76 moves away from the rotating member 73 via the motion conversion mechanism 75. Move to. The shift fork 77 attached to the rod-like portion 76 meshes the synchro sleeve 71 across the spline gear 33 of the wheel side engaging member 31 and the spline gear 51 of the motor side engaging member 50, so that the planetary carrier 23 and the axle are engaged. 10A and 10B are connected to transmit power, and the connecting portion 78 of the motion conversion mechanism 75 connected to the inner end portion 76a of the rod-like portion 76 comes into contact with the inner end surface 44a of the first bearing portion 44 to move the rod-like portion 76. Is regulated.

  Further, by driving the electric motor 72 so that the rotating member 73 rotates in the forward direction, the rod-like portion 76 moves to the rotating member 73 side via the motion conversion mechanism 75. Then, the shift fork 77 attached to the rod-like portion 76 disengages the synchro sleeve 71 from the spline gear 51 of the motor side engaging member 50, so that the connection between the planetary carrier 23 and the axles 10A, 10B is released and power transmission is impossible. Thus, the inner end surface 77a of the shift fork 77 welded to the rod-shaped portion 76 comes into contact with the outer end surface 44b of the first bearing portion 44, and the movement of the rod-shaped portion 76 is restricted.

  Next, control of the drive device 1 configured as described above will be described. 7 to 12 show collinear diagrams in each state, where MOT (Lside) is an electric motor 2A provided integrally with the sun gear 21 of the planetary gear type reduction gear 12A, and MOT (Rside) is a planetary gear type reduction gear. The motor 2B provided integrally with the sun gear 21 of 12B, C on the left side is a planetary carrier 23 of the planetary gear type reduction gear 12A, C on the right side is a planetary carrier 23 of the planetary gear type reduction device 12B, and R is a planetary gear type reduction device. The ring gear 24 of 12A and 12B is shown in common. The synchromesh (Lside) is provided on the power transmission path between the left wheel LWr and the electric motor 2A, and the synchromesh mechanism 60A is provided on the power transmission path between the right wheel RWr and the electric motor 2B. The provided synchromesh mechanism 60B is shown. In the following description, the rotation direction of the electric motors 2A and 2B during forward movement is the normal rotation direction, and in the figure, from the stationary state, the upper direction is the rotation in the normal rotation direction, and the lower direction is the rotation in the reverse rotation direction. The upper part represents the torque in the forward direction, and the lower part represents the torque in the reverse direction.

FIG. 7 is an alignment chart when the vehicle 3 is stopped.
At this time, the synchromesh mechanisms 60A and 60B are opened, and the motors 2A and 2B and the axles 10A and 10B are both stopped. Therefore, no torque acts on any of the elements. While the vehicle 3 is stopped, the synchromesh mechanisms 60A and 60B may be connected in preparation for starting, but even in that case, the motors 2A and 2B and the axles 10A and 10B are also stopped. No torque acts on any element.

FIG. 8 is a collinear diagram when the vehicle 3 travels forward by the motor torque of the electric motors 2A and 2B of the driving device 1, that is, when the driving device 1 becomes the acceleration side and the vehicle 3 moves forward.
The synchromesh mechanism drive device 70 connects the synchromesh mechanisms 60A and 60B and drives the motors 2A and 2B in the forward rotation direction from the stopped state, so that the ring gear 24 fixed to the speed reducer case 40 is rotated forward. The direction-specific locking torque acts, the planetary carrier 23 rotates in the forward direction, and the vehicle 3 travels forward and forward. At this time, the traveling resistance from the axles 10A and 10B acts on the planetary carrier 23 in the direction opposite to the traveling direction of the vehicle 3, that is, the backward traveling direction. Thereby, the synchromesh mechanisms 60A and 60B can be connected regardless of the oil temperature, and the responsiveness at the time of vehicle start can be improved.

FIG. 9 shows a case where the electric motors 2A and 2B are stopped in a state where the vehicle 3 is traveling forward by the drive unit 6 or pulled forward by another vehicle or the like, that is, when the drive device 1 is decelerated or coasted. It is an alignment chart in the case of (coasting) time and when motors 2A and 2B are stopped.
In the state shown in FIG. 8, the synchromesh mechanism driving device 70 opens the synchromesh mechanisms 60A and 60B and stops the electric motors 2A and 2B, so that the rear wheel Wr is driven by the driving unit 6 and the like as the vehicle 3 moves forward. Will be idle. At this time, since the synchromesh mechanisms 60A and 60B are open, the electric motors 2A and 2B are not accompanied by the rotation of the rear wheel Wr.

FIG. 10 shows a case where the vehicle 3 travels forward by the drive unit 6 and is regenerated by the electric motors 2A and 2B, that is, when the electric motors 2A and 2B are regenerated when the drive device 1 is decelerated or coasted. FIG.
When the motors 2A and 2B are regenerated while the synchromesh mechanisms 60A and 60B are connected from the state of FIG. 8, the forward rotation torque from the axles 10A and 10B is applied to the planetary carrier 23, and the ring gear The lock torque in the reverse direction acts on 24. Thereby, regenerative charging can be performed by the electric motors 2A and 2B.

FIG. 11 is a collinear diagram when the vehicle 3 travels backward (RVS) by the electric motors 2A and 2B of the drive device 1, that is, when the drive device 1 accelerates backward (reverse).
The synchromesh mechanism driving device 70 connects the synchromesh mechanisms 60A and 60B and drives the motors 2A and 2B in the reverse rotation direction from the stopped state, so that the ring gear 24 fixed to the speed reducer case 40 has a reverse rotation direction. When the lock torque acts, the planetary carrier 23 rotates in the reverse direction, and the vehicle 3 travels in a reverse acceleration. At this time, the traveling resistance from the axles 10A and 10B acts on the planetary carrier 23 in the direction opposite to the traveling direction of the vehicle 3, that is, in the forward direction.

FIG. 12 shows collinearity when the vehicle 3 is traveling backward (RVS) by the drive unit 6 or when being pulled by another vehicle or the like in the backward direction, that is, when the drive device 1 is driven in backward traveling. FIG.
The synchromesh mechanism driving device 70 opens the synchromesh mechanisms 60A and 60B and stops the electric motors 2A and 2B, so that the rear wheel Wr idles with the power of the drive unit 6 and the like as the vehicle 3 moves backward. Become. At this time, since the synchromesh mechanisms 60A and 60B are open, the electric motors 2A and 2B are not accompanied by the rotation of the rear wheel Wr.

  FIG. 13 is a diagram illustrating a state of the electric motors 2A and 2B and a state of the synchromesh mechanisms 60A and 60B (connection / disconnection mechanism) in a traveling state of the vehicle 3 on which the drive device 1 is mounted. Note that the front means the drive unit 6 that drives the front wheel Wf, the rear means the drive device 1 that drives the rear wheel Wr, ○ means activation (including drive and regeneration), and x means non-operation (stop). Further, the MOT state means the state of the electric motors 2A and 2B of the driving device 1. Further, ON means that the synchromesh mechanisms 60A and 60B are connected, and OFF means that the synchromesh mechanisms 60A and 60B are open.

  While the vehicle is stopped, the electric motors 2A and 2B of the driving device 1 are stopped, and the driving unit 6 on the front wheel Wf side and the driving device 1 on the rear wheel Wr side are both stopped. If the synchromesh mechanisms 60A and 60B are opened, the state shown in FIG. 7 is obtained.

  Then, after the ignition is turned on, when the EV starts, the motors 2A and 2B of the driving device 1 for the rear wheels Wr are driven. At this time, as described with reference to FIG. 8, by connecting the synchromesh mechanisms 60A and 60B, the power of the electric motors 2A and 2B is transmitted to the axles 10A and 10B, and the EV starts.

  Subsequently, at the time of acceleration, the driving unit 6 on the front wheel Wf side and the driving device 1 on the rear wheel Wr side are driven by four wheels, and at this time as well, the synchromesh mechanisms 60A and 60B are connected and the motor 2A is connected. 2B power is transmitted to the axles 10A and 10B.

  In the EV cruise in the low / medium speed range, since the motor efficiency is good, the driving unit 6 on the front wheel Wf side is inactive and the driving device 1 on the rear wheel Wr side performs rear wheel driving. Also at this time, as described in FIG. 8, the synchromesh mechanisms 60A and 60B are connected, and the power of the electric motors 2A and 2B is transmitted to the axles 10A and 10B.

  On the other hand, in high-speed cruise in the high speed region, the engine efficiency is good, so that the front wheel drive is performed by the drive unit 6 on the front wheel Wf side. At this time, as described with reference to FIG. 9, the rear wheels Wr are idled by opening the synchromesh mechanisms 60A and 60B and stopping the electric motors 2A and 2B.

  In the case of natural deceleration, the synchromesh mechanisms 60A and 60B are opened, the electric motors 2A and 2B are stopped, and the rear wheels Wr are idle as described with reference to FIG.

  On the other hand, when decelerating and regenerating, for example, when driving by the driving force of the drive unit 6 on the front wheel Wf side, the synchromesh mechanisms 60A and 60B are connected as shown in FIG. Charging is done.

  In normal driving, the motor 2A, 2B regenerates and recovers the traveling energy in cooperation with the vehicle brake braking control. However, when emergency braking is required (ABS operation), the regeneration of the motors 2A, 2B is prohibited and the vehicle brake is disabled. Prioritize. In this case, by opening the synchromesh mechanisms 60A and 60B, the rear wheels Wr are disconnected from the electric motors 2A and 2B, and the vehicle brake is activated. At this time, the motors 2A and 2B are also stopped.

  In the case of reverse travel (RVS), the driving unit 6 on the front wheel Wf side stops and the driving device 1 on the rear wheel Wr side is driven to perform rear wheel driving, or the driving unit 6 on the front wheel Wf side and the rear wheel Wr are driven. This is the four-wheel drive of the side drive device 1. At this time, as described with reference to FIG. 11, the synchromesh mechanisms 60A and 60B are connected and the electric motors 2A and 2B are driven in the reverse direction, whereby the vehicle 3 travels backward.

  Further, when the vehicle is pulled in the forward direction (FWD towed), as described in FIG. 9, the synchromesh mechanisms 60A and 60B are opened and the electric motors 2A and 2B are stopped, so that the rear wheels Wr are idled. To do.

  Further, when the motors 2A and 2B cannot be driven due to a high voltage system failure such as a failure of a PDU or the like, the front wheel drive is performed by the drive unit 6 on the front wheel Wf side. At this time, as described with reference to FIG. 9, the rear wheels Wr are idled by opening the synchromesh mechanisms 60A and 60B and stopping the electric motors 2A and 2B.

  According to the driving device 1 according to the present embodiment described above, the synchromesh mechanism driving device 70 is connected to the rotating member 73 that performs the rotational motion, the translation members 74A and 74B that perform the linear motion, and the rotating member 73. An electric motor 72 that drives the rotating member 73, and a motion conversion mechanism 75 that converts the rotational motion of the rotating member 73 into the linear motion of the translation members 74A and 74B. By rotating in the forward direction, the translation members 74A and 74B are moved to one side to bring the synchromesh mechanisms 60A and 60B into a power cut-off state, and the electric motor 72 rotates the rotation member 73 in the reverse direction to translate. Since the members 74A and 74B are moved to the other side to bring the synchromesh mechanisms 60A and 60B into the power transmission state, the motors 2A and 2B are not driven or regenerated. Synchromesh mechanism 60A by synchromesh mechanism drive unit 70, 60B the electric motor 2A by the power transmission interrupted state, the 2B accompanying rotation of can be prevented when such. In addition, the synchromesh mechanism driving device 70 is configured by a plurality of members and driven by mechanical transmission thereof, so that the responsiveness of the synchromesh mechanisms 60A and 60B can be improved. Thereby, the structure can be simplified, and the control accuracy and durability of the synchromesh mechanisms 60A and 60B can be improved. In addition, since the electric motor 72 is rotated by the movement conversion mechanism 75 without changing its position or outer shape, the degree of freedom of arrangement of the electric motor 72 is high.

  In addition, according to the drive device 1 according to the present embodiment, the synchromesh mechanisms 60A and 60B are connected to the motor output shafts 16A and 16B and the axles 10A and 10B in which the rotation axes are arranged in parallel, and the translation member 74A. 74B is parallel to both rotation axes, and the rotation axis direction of the rotation member 73 intersects with the linear movement directions of the translation members 74A and 74B. The degree of freedom of arrangement of the electric motor 72 attached to the rotating member 73 can be improved.

  Moreover, according to the drive device 1 according to the present embodiment, the rotation member 73 is disposed so that the rotation axis direction does not become a vertical direction with respect to the ground when the vehicle is mounted, so that the passenger space is not reduced. Contact with can also be avoided.

  Moreover, according to the drive device 1 according to the present embodiment, the electric motors 2A and 2B are disposed on the rear side of the intermediate position in the front-rear direction of the vehicle 3, and the rotating member 73 and the electric motor 72 are the electric motor 2A, Since it is arranged on the front side with respect to 2B, the electric motor 72 can be protected at the time of a rear collision.

  Moreover, according to the drive device 1 according to the present embodiment, the electric motor 72 includes the reduction gear case 40 in which the lowermost portion T1 of the electric motor 72 accommodates the electric motors 2A, 2B and the synchromesh mechanisms 60A, 60B in the vertical direction. Since the electric motor 72 is disposed at a position higher than the lowermost part T2, the electric motor 72 can be protected from external force from below the vehicle, for example, contact with the ground or curbstones, or flying pebbles.

  Further, according to the drive device 1 according to the present embodiment, the translation members 74A and 74B are connected to the motion conversion mechanism 75 and extend in the linear motion direction, and one end side is connected to the rod portion 76 and the other end side is synchronized. A shift fork 77 connected to the mesh mechanisms 60A and 60B, and a first bearing portion 44 that pivotally supports the rod-shaped portion 76 is provided in the vicinity of the connecting portion between the rod-shaped portion 76 and the shift fork 77. Since 77 is in contact with the first bearing portion 44, linear movement to one side of the translation members 74A and 74B is restricted, so that an additional member for restriction is unnecessary, and the synchromesh mechanisms 60A and 60B are excessive. Can be suppressed.

  Further, according to the drive device 1 according to the present embodiment, the rod-like portion 76 and the shift fork 77 are formed of a metal material and connected by welding, and the welding is opposite to the first bearing portion 44 of the shift fork 77. Therefore, it is possible to prevent a change in stroke due to the deformation of the base material and the adhesion of the joining material due to welding.

  Further, according to the drive device 1 according to the present embodiment, the motion conversion mechanism 75 is connected to the inner end portion 76a of the rod-shaped portion 76 of the translation members 74A and 74B, and the connection portion between the motion conversion mechanism 75 and the rod-shaped portion 76. 78 is provided on the opposite side of the shift fork 77 with respect to the first bearing portion 44, and the linear motion to the other side of the translation members 74 </ b> A and 74 </ b> B is restricted by the motion conversion mechanism 75 coming into contact with the first bearing portion 44. Thus, the synchromesh mechanisms 60A and 60B can be reliably operated within a predetermined range. Further, since excessive force is not applied after the synchromesh mechanisms 60A and 60B are engaged, the reliability of the synchromesh mechanisms 60A and 60B is improved.

  Further, according to the drive device 1 according to the present embodiment, the second bearing portion 45 that pivotally supports the outer end portion 76b of the rod-like portion 76 is provided on the opposite side of the first fork portion 44 with respect to the shift fork 77, and the first The two bearing portions 45 are formed in a concave shape so that the outer end portion 76 b of the rod-like portion 76 can be inserted, and the depth of the second bearing portion 45 is determined when the connection portion 78 of the motion conversion mechanism 75 contacts the first bearing portion 44. Further, since the outer end 76b of the rod-like portion 76 is configured not to contact the bottom 45a of the second bearing portion 45, the synchromesh mechanisms 60A and 60B can be reliably operated within a predetermined range.

  Further, according to the drive device 1 according to the present embodiment, the planetary gear type reduction gear that shifts the rotation of the rear wheels Wr and the motors 2A, 2B on the power transmission path between the rear wheels Wr and the motors 2A, 2B. 12A and 12B are provided, and the planetary gear type speed reducers 12A and 12B are arranged on the electric motors 2A and 2B side of the synchromesh mechanisms 60A and 60B on the power transmission path. Running resistance can be reduced by reducing the number of members that rotate integrally.

  Further, according to the drive device 1 according to the present embodiment, the speed change mechanism includes the planetary gear type reduction gears 12A and 12B having the sun gear 21, the planetary gear 22, and the ring gear 24, and the rod-shaped portion 76 is the revolution of the planetary gear 22. Since it is disposed at a position that overlaps the planetary gear 22 in a cross-sectional view passing through the axis and outside the outermost M of the revolution track of the planetary gear 22, the outside of the revolution track of the planetary gear 22 that tends to be a dead space. By utilizing the above, the driving device 1 can be formed compactly.

  Further, according to the drive device 1 according to the present embodiment, the planetary gear 22 is constituted by a double pinion gear, the ring gear 24 meshes with the small-diameter second pinion gear 27 of the planetary gear 22, and the large-diameter first pinion gear 26. Since it is arranged inside the outermost part M of the revolution track, the diameter of the revolution track of the planetary gear 22 can be reduced. Further, the rod-like portion 76 can be arranged as close as possible to the large-diameter first pinion gear 26, and the drive device 1 can be made compact.

Further, according to the drive device 1 according to the present embodiment, the electric motor 2A that drives the left rear wheel LWr of the vehicle 3, the electric motor 2B that drives the right rear wheel RWr of the vehicle 3, the left rear wheel LWr and the electric motor 2A, Is provided on the power transmission path between the right rear wheel RWr and the electric motor 2B, and is provided on the power transmission path between the right rear wheel RWr and the motor 2B. A synchromesh mechanism 60B that can be switched between a state and a power cut-off state, and a synchromesh mechanism drive device 70 that drives the synchromesh mechanisms 60A and 60B. The synchromesh mechanism drive device 70 rotates to rotate. The member 73, the translation members 74A and 74B that are arranged symmetrically with respect to the rotation axis of the rotation member 73 and perform linear motion, and the rotation member 73 connected to the rotation member 73 An electric motor 72 that moves, and a motion conversion mechanism 75 that converts the rotational motion of the rotation member 73 into the linear motion of the translation members 74A and 74B, and the electric motor 72 rotates the rotation member 73 in the forward direction. Thus, the translation member 74A is moved to one side and the translation member 74B is moved to the other side so that the synchromesh mechanisms 60A and 60B are in a power cut-off state, and the rotating member 73 is rotated in the reverse direction by the electric motor 72. When the first translation member 74A is moved to the other side and the translation member 74B is moved to the one side so that the synchromesh mechanisms 60A and 60B are in the power transmission state, driving and regeneration of the electric motors 2A and 2B are unnecessary. The synchromesh mechanism driving device 70 causes the synchromesh mechanisms 60A and 60B to be in a power cut-off state, thereby allowing the electric motor 2A. 2B accompanying rotation can be prevented in. In addition, the synchromesh mechanism driving device 70 is configured by a plurality of members and driven by mechanical transmission thereof, so that the responsiveness of the synchromesh mechanisms 60A and 60B can be improved.
Further, since the left and right synchromesh mechanisms 60A and 60B can be switched by the electric motor 72 as a single drive source, the number of parts can be reduced and the weight can be reduced.
In addition, since the structure is such that the driving force from the rotating member 73 is mechanically and symmetrically transmitted to the synchromesh mechanisms 60A and 60B by the electric motor 72 as a single drive source, the left and right synchromesh mechanisms 60A and 60B are transmitted. Can be easily synchronized.

  Further, according to the drive device 1 according to the present embodiment, the synchromesh mechanism 60A is disposed closer to the electric motor 2B than the electric motor 2A in the vehicle width direction of the vehicle 3, and the synchromesh mechanism 60B is Since the electric motor 72 is arranged between the electric motors 2A and 2B in the vehicle width direction, the synchromesh mechanisms 60A and 60B can be arranged close to each other. Thus, the translation members 74A and 74B can be reduced in size. Further, since the electric motor 72 is also located in the vicinity thereof, the rotating member 73 can also be miniaturized, and the synchromesh mechanism driving device 70 can be miniaturized.

  Further, according to the drive device 1 according to the present embodiment, the synchromesh mechanism 60A is connected to the motor output shaft 16A and the axle 10A, whose rotation axes are arranged in parallel, and the synchromesh mechanism 60B is rotated between each other. The motor output shaft 16B and the axle 10B are connected to the motor output shaft 16B and the axle 10B, the axes of which are arranged in parallel. The motor output shaft 16A is formed in a hollow shape, the inside of the axle 10A is inserted, and the motor output shaft 16B is formed in a hollow shape. Since the axle 10B is inserted through the interior, the motor output shaft 16A, the axle 10A, and the motor 2A are concentrically disposed, and the motor output shaft 16B, the axle 10B, and the motor 2B are concentrically disposed. Even when 60A and 60B are arranged inside the vehicle 3 with respect to the electric motors 2A and 2B, expansion in the radial direction can be suppressed.

  Further, according to the drive device 1 according to the present embodiment, the planetary gear type reduction gear 12A that shifts the rotation of the left rear wheel LWr and the motor 2A is provided on the power transmission path between the left rear wheel LWr and the motor 2A. A planetary gear speed reducer 12B that shifts the rotation of the right wheel RWr and the motor 2B is provided on the power transmission path between the right rear wheel RWr and the electric motor 2B. The planetary gear type speed reducer 12B is disposed on the power transmission path on the side of the electric motor 2A from the synchromesh mechanism 60A and between the synchromesh mechanism 60A and the electric motor 2A in the vehicle width direction. Since it is arranged on the side of the electric motor 2B from the mesh mechanism 60B and between the synchromesh mechanism 60B and the electric motor 2B in the vehicle width direction, it rotates together with the rear wheel Wr when the power is cut off. It is possible to reduce the running resistance by reducing the member.

In addition, this invention is not limited to embodiment mentioned above, A deformation | transformation, improvement, etc. are possible suitably.
The driving device 1 of the present embodiment is provided with synchromesh mechanisms 60A and 60B on the power transmission of the electric motors 2A and 2B and the axles 10A and 10B, respectively, and independently drives the left rear wheel LWr and the right rear wheel RWr. However, the present invention is not limited to this. As shown in FIG. 14, one motor 2C and one synchromesh mechanism 60C are connected to a differential device (not shown), and one motor 2C is connected to the axles 10A and 10B. The wheel Wr may be driven. The motor 2C has substantially the same configuration as the motor 2A or 2B, and the synchromesh mechanism 60C has substantially the same configuration as the synchromesh mechanism 60A or the synchromesh mechanism 60B. In addition, in FIG. 14, the same or equivalent components as those of the above embodiment are denoted by the same or equivalent reference numerals, and the description thereof is omitted.

  In the present embodiment, the synchromesh mechanisms 60A and 60B are exemplified as the connection / disconnection mechanism. However, the present invention is not limited to this, and a dog clutch mechanism or the like may be used.

  Moreover, in this embodiment, although the electric motor 72 was illustrated as a drive source which drives the rotation member 73, it is not limited to electricity.

  In the present embodiment, the planetary gear type speed reducers 12A and 12B are exemplified as the speed change mechanism. However, the speed change mechanism is not limited to this and may be a speed increaser that is another speed change mechanism. Moreover, the drive device 1 does not necessarily need to be equipped with a speed reducer or a speed up gear.

  In the present embodiment, the motor output shafts 16A, 16B and the axles 10A, 10B are concentrically arranged. However, the present invention is not limited to this, and the motor output shafts 16A, 16B and the axles 10A, 10B are configured as separate axes. Also good.

  In the present embodiment, the drive device 1 is applied to the vehicle 3 including the internal combustion engine 4, that is, a so-called hybrid vehicle. However, the present invention is not limited to this and can be applied to an electric vehicle that does not include the internal combustion engine. Moreover, although the drive device 1 was applied for the rear wheel drive of the vehicle 3, it may be applied for the front wheel drive. In this case, the drive device 1 is arranged to be deviated forward from an intermediate position in the front-rear direction of the vehicle 3, and the electric motor 72 is arranged behind the electric motors 2 </ b> A and 2 </ b> B to protect the electric motor 72. This is preferable.

DESCRIPTION OF SYMBOLS 1 Vehicle drive device 2A, 2B, 2C Electric motor 3 Vehicle 10A, 10B Axle 12A, 12B Planetary gear type reduction gear 16A, 16B Motor output shaft 21 Sun gear 22 Planetary gear 23 Planetary carrier 24 Ring gear 26 1st pinion gear (large diameter side pinion gear)
27 Second pinion gear (small-diameter side pinion gear)
31 Wheel side engaging member 40 Reducer case (case member)
44 first bearing portion 44a inner end surface 44b outer end surface 45 second bearing portion 45a bottom 50 motor side engaging members 60A, 60B, 60C synchromesh mechanism 70 synchromesh mechanism drive device 71 synchromesh 72 electric motor 73 rotating member 74A, 74B Translation member 75 Motion conversion mechanism 76 Rod-like part 76a Inner end part 76b Outer end part 77 Shift fork (arm part)
77a Inner end face Wr Rear wheel LWr Left rear wheel RWr Right rear wheel

Claims (16)

An electric motor that drives the wheels of the vehicle;
A connection / disconnection mechanism provided on a power transmission path between the wheel and the electric motor, and capable of switching between a power transmission state and a power cutoff state;
A vehicle drive device comprising a connection / disconnection mechanism drive device for driving the connection / disconnection mechanism,
The connecting / disconnecting mechanism driving device includes a rotating member that rotates, a translation member that moves linearly, a drive source that is connected to the rotating member and drives the rotating member, and a rotating motion of the rotating member. A motion conversion mechanism that converts the motion into a linear motion of the translation member,
By rotating the rotating member in the forward direction by the drive source, the translation member is moved to one side to bring the connection / disconnection mechanism into a power cutoff state,
The vehicle drive device according to claim 1, wherein the rotation member is rotated in the reverse direction by the drive source, whereby the translation member is moved to the other side so that the connection / disconnection mechanism is in a power transmission state. The connecting / disconnecting mechanism is connected to an electric motor output shaft and an axle that are arranged in parallel with each other in rotation axis,
The linear movement direction of the translation member is parallel to the rotation axes,
The vehicle drive device according to claim 1, wherein a rotation axis direction of the rotating member intersects the linear motion direction.   3. The vehicle drive device according to claim 2, wherein the rotation member is disposed so that the rotation axis is not perpendicular to the ground when the vehicle is mounted. 4. The electric motor is disposed biased forward or rearward from an intermediate position in the front-rear direction of the vehicle,
4. The vehicle drive device according to claim 3, wherein the rotating member and the drive source are disposed on a side opposite to the bias direction with respect to the electric motor. 5.   The said drive source is arrange | positioned so that the lowest part of the said drive source may become a position higher than the lowest part of the case member which accommodates the said electric motor and the said connection / disconnection mechanism in a perpendicular direction. 5. The vehicle drive device according to 4. The translation member includes a rod-shaped portion connected to the motion conversion mechanism and extending in the linear motion direction, and an arm portion having one end connected to the rod-shaped portion and the other end connected to the connection / disconnection mechanism.
In the vicinity of the connecting portion between the rod-shaped portion and the arm portion, a first bearing portion that pivotally supports the rod-shaped portion is provided,
6. The vehicle drive according to claim 1, wherein linear movement of the translation member toward one side is restricted when the arm portion comes into contact with the first bearing portion. apparatus.   The rod-shaped portion and the arm portion are formed of a metal material and connected by welding, and the welding is performed only on the opposite side of the arm portion from the first bearing portion. The vehicle drive device described in 1. The motion conversion mechanism is connected to the rod-shaped portion of the translation member,
The connection part between the motion conversion mechanism and the rod-shaped part is provided on the opposite side of the arm part to the first bearing part,
8. The vehicle drive device according to claim 6, wherein linear movement of the translation member toward the other side is restricted by the movement converting mechanism coming into contact with the first bearing portion. 9. A second bearing portion that pivotally supports the end of the rod-shaped portion on the opposite side of the first bearing portion with respect to the arm portion;
The second bearing portion is formed in a concave shape so that an end of the rod-like portion can be inserted,
The depth of the second bearing portion is configured such that an end portion of the rod-shaped portion does not contact the bottom portion of the second bearing portion when the motion conversion mechanism contacts the first bearing portion. The vehicle drive device according to claim 8. On the power transmission path between the wheel and the electric motor, a speed change mechanism for changing the rotation of the wheel and the electric motor is provided,
10. The vehicle drive device according to claim 1, wherein the speed change mechanism is disposed closer to the electric motor than the connection / disconnection mechanism on the power transmission path. The speed change mechanism has a planetary mechanism having a sun gear, a planetary gear, and a ring gear;
At least a part of the translation member is disposed at a position overlapping with the planetary gear in a cross-sectional view passing through the revolution axis of the planetary gear and at a position outside the outermost part of the planetary gear revolution track. The vehicle drive device according to claim 10, wherein The planetary gear is composed of a double pinion gear,
The vehicle drive device according to claim 11, wherein the ring gear meshes with a small-diameter side pinion gear of the double pinion gear and is disposed on an inner side of the outermost part of the revolution track of the large-diameter side pinion gear. A first electric motor for driving the left wheel of the vehicle;
A second electric motor for driving the right wheel of the vehicle;
A first connecting / disconnecting mechanism provided on a first power transmission path between the left wheel and the first motor and capable of switching between a power transmission state and a power cutoff state;
A second connecting / disconnecting mechanism provided on a second power transmission path between the right wheel and the second electric motor and capable of switching between a power transmission state and a power cutoff state;
A vehicle drive device comprising: a first connection / disconnection mechanism; and a second connection / disconnection mechanism driving device that drives the second connection / disconnection mechanism;
The connecting / disconnecting mechanism drive device is connected to the rotating member, the first and second translational members arranged symmetrically with respect to the rotation axis of the rotating member, and the linearly moving member. A drive source that drives the rotating member; and a motion conversion mechanism that converts the rotational motion of the rotating member into the linear motion of the first and second translation members,
By rotating the rotating member in the forward direction by the driving source, the first translation member is moved to one side, and the second translation member is moved to the other side, so that the first and second disconnections are moved. The contact mechanism is in a power shut-off state,
By rotating the rotating member in the reverse direction by the driving source, the first translation member is moved to the other side, and the second translation member is moved to the one side, so that the first and second disconnections are moved. A vehicle drive device characterized in that the contact mechanism is in a power transmission state. The first connecting / disconnecting mechanism is disposed closer to the second motor than the first motor in the vehicle width direction of the vehicle,
The second connecting / disconnecting mechanism is disposed closer to the first motor than the second motor in the vehicle width direction of the vehicle,
The vehicle drive device according to claim 13, wherein the drive source is disposed between the first electric motor and the second electric motor in the vehicle width direction. The first connecting / disconnecting mechanism is connected to a first motor output shaft and a left axle, the rotation axes of which are arranged in parallel,
The second connecting / disconnecting mechanism is connected to a second motor output shaft and a right axle, the rotation axes of which are arranged in parallel.
The first motor output shaft is formed in a hollow shape, and the left axle is inserted through the inside thereof.
The second motor output shaft is formed in a hollow shape, and the right axle is inserted through the inside thereof.
The first motor output shaft, the left axle and the first motor are concentrically disposed;
The vehicle drive device according to claim 14, wherein the second motor output shaft, the right axle, and the second motor are arranged concentrically. On the first power transmission path between the left wheel and the first electric motor, a first speed change mechanism for changing the rotation of the left wheel and the first electric motor is provided.
On the second power transmission path between the right wheel and the second electric motor, a second speed change mechanism for changing the rotation of the right wheel and the second electric motor is provided.
The first speed change mechanism is closer to the first motor than the first connection / disconnection mechanism on the first power transmission path, and between the first connection / disconnection mechanism and the first motor in the vehicle width direction. Arranged in
The second speed change mechanism is closer to the second motor than the second connection / disconnection mechanism on the second power transmission path and between the second connection / disconnection mechanism and the second motor in the vehicle width direction. The vehicle drive device according to claim 15, wherein the vehicle drive device is disposed on the vehicle.

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