JP2012197912A - Motor drive device for vehicle, and motor vehicle - Google Patents

Abstract

PROBLEM TO BE SOLVED: To increase the reliability of the operation of a motor drive device for a vehicle using a two-way roller clutch.SOLUTION: The motor drive device for the vehicle employs a structure that is provided with: a first-gear two-way roller clutch 15A, located between a first-gear output gear 9A and an output shaft 7; a second-gear two-way roller clutch 15B, located between a second-gear output gear 9B and the output shaft 7; a first-gear friction plate 36A, which is provided in a manner so as to be able to move in the axial direction between a position which makes contact with the first-gear output gear 9A and a position which is separated therefrom; and a second-gear friction plate 36B, which is provided in a manner so as to be able to move in the axial direction between a position which makes contact with the second-gear output gear 9B and a position which is separated therefrom. Therein, the first-gear friction plate 36A comprises a flange section 37 which faces the side surface of the first-gear output gear 9A, and a guide-boss section 38 which is fitted in the inside of a shift ring 35; and the second-gear friction plate 36B also comprises a flange section 37 which faces the side surface of the second-gear output gear 9B, and a guide-boss section 38 which is fitted in the inside of the shift ring 35.

Description

  The present invention relates to a vehicle motor drive device that shifts the rotation of an electric motor and transmits it to wheels, and an automobile equipped with the motor drive device.

  As a vehicle motor drive device used for a drive device of an electric vehicle and a hybrid vehicle, an electric motor, a transmission for shifting and outputting the rotation of the electric motor, and the rotation output from the transmission to left and right wheels 2. Description of the Related Art Conventionally, a system including a differential gear to be distributed is known.

  When this vehicle motor drive device is used, it is possible to use the electric motor in a highly efficient rotational speed and torque region during driving and regeneration by switching the transmission gear ratio according to the running conditions. . In addition, by setting an appropriate gear ratio, the rotational speed of the rotating member of the transmission during high-speed traveling can be reduced, and the power loss of the transmission can be reduced to improve the energy efficiency of the vehicle.

  By the way, Patent Document 1 discloses a vehicle transmission having the following configuration.

An input shaft to which rotation of the engine is input, an output shaft arranged parallel to the input shaft with a space therebetween, a second speed input gear and a third speed input gear provided on the input shaft, and an output shaft A second-speed output gear and a third-speed output gear, which are respectively meshed with the second-speed input gear and the third-speed input gear,
The 2-speed input gear and 3-speed input gear are rotatably supported by the input shaft through bearings,
2-speed 2-way roller clutch that switches between transmission and cutoff of torque between the 2-speed input gear and the input shaft, and torque transmission and switching between 3-speed input gear and the input shaft 3 A vehicle transmission provided with a speed change actuator that selectively engages a high-speed 2-way roller clutch, a 2-speed 2-way roller clutch, and a 3-speed 2-way roller clutch.

  Here, the 2-speed 2-way roller clutch is incorporated in the cylindrical surface provided on the inner periphery of the 2-speed input gear, the cam surface provided on the outer periphery of the input shaft, and the cam surface and the cylindrical surface. The roller can be rotated relative to the input shaft between an engaging position for holding the roller and engaging the roller between the cam surface and the cylindrical surface and a neutral position for releasing the engagement of the roller. And a 2-speed switch spring that elastically holds the 2-speed retainer in the neutral position. The 2-speed retainer is arranged between the engagement position and the neutral position. By moving in the direction, torque transmission and interruption can be switched. The 3-speed 2-way roller clutch has the same configuration as the 2-speed 2-way roller clutch.

  The speed change actuator includes a two-speed friction plate integrally formed at the end of the two-speed cage so as to face the side surface of the two-speed input gear, and a direction in which the second speed friction plate is separated from the side surface of the two-speed input gear. A two-speed separation spring urging the three-speed friction plate integrally formed at the end of the three-speed cage so as to face the side surface of the three-speed input gear, and the three-speed friction plate on the side surface of the three-speed input gear A third speed separating spring that urges in a direction away from the second speed shift position that presses the second speed friction plate to contact the side surface of the second speed input gear and a side surface of the third speed input gear by pressing the third speed friction plate And a shift ring provided so as to be movable in the axial direction between the third-speed shift position and the shift mechanism for moving the shift ring in the axial direction.

  In this transmission, when the shift ring is in the 2-speed shift position, the 2-speed friction plate is pressed by the shift ring and contacts the side surface of the 2-speed input gear, and the friction force between the contact surfaces causes the 2-speed friction plate. Is rotated relative to the input shaft, the two-speed retainer integrated with the second-speed friction plate moves from the neutral position to the engagement position, and the two-speed two-way roller clutch is engaged.

  The transmission then disengages the 2-speed 2-way roller clutch and engages the 3-speed 2-way roller clutch by moving the shift ring in the axial direction from the 2-speed shift position to the 3-speed shift position. Can be combined. This operation will be described below.

  First, when the shift ring starts to move in the axial direction from the 2nd speed shift position to the 3rd speed shift position by the operation of the shift mechanism, the frictional force between the contact surfaces of the 2nd speed friction plate and the 2nd speed input gear becomes small. The 2-speed retainer moves from the engagement position to the neutral position by the spring force of the 2-speed switch spring, and the engagement of the 2-speed 2-way roller clutch is released by the movement of the 2-speed retainer.

  When the shift ring reaches the 3rd speed shift position, the 3rd speed friction plate is pressed by the shift ring and comes into contact with the side surface of the 3rd speed input gear. The third-speed retainer, which rotates relative to the third-speed friction plate, moves from the neutral position to the engagement position, and the third-speed two-way roller clutch is engaged by the movement of the third-speed retainer. Become.

  On the contrary, by moving the shift ring in the axial direction from the 3-speed shift position to the 2-speed shift position, the engagement of the 3-speed 2-way roller clutch is released, and the 2-speed 2-way roller clutch is Can be engaged.

JP 2004-211834 A

  By the way, in the above transmission, when the 2nd speed friction plate is pressed by the shift ring and moves in the axial direction, the 2nd speed retainer integrated with the 2nd speed friction plate also moves in the axial direction. Is unstable. The same applies to the 3-speed cage. For this reason, the position of the roller held by the second-speed retainer and the third-speed retainer is difficult to stabilize, and the engagement timing of the two-way roller clutch of the next shift stage when the shift ring moves to the shift position of the next shift stage is It could be unstable.

  Therefore, in order to stabilize the attitude of the 2-speed cage, the 2-speed friction plate is separated from the 2-speed cage, the 2-speed friction plate is prevented from rotating with respect to the 2-speed cage, and the 2-speed input is performed. It is conceivable to change the design so that the second-speed cage is supported so as to be movable in the axial direction between a position where it contacts the side surface of the gear and a position where it separates.

  In this way, the second-speed friction plate can move in the axial direction with respect to the second-speed retainer. Therefore, when the second-speed friction plate is pressed by the shift ring and moves in the axial direction, the second-speed retainer It does not move in the direction, and the attitude of the second speed cage is stabilized. However, on the other hand, the posture of the second-speed friction plate that is separate from the second-speed cage is likely to be unstable, and when the second-speed friction plate is pressed by the shift ring and contacts the side surface of the second-speed input gear. The contact timing may become unstable.

  The problem to be solved by the present invention is to improve the reliability of the operation of the vehicle motor drive device using the two-way roller clutch.

In order to solve the above-described problems, in the present invention, an electric motor, an input shaft to which rotation of the electric motor is input, an output shaft disposed in parallel to the input shaft at intervals, and A first input gear and a second input gear provided on the input shaft; a first output gear and a second output gear which are provided on the output shaft and mesh with the first input gear and the second input gear, respectively; A differential gear that distributes the rotation of the output shaft to the left and right wheels,
One of the set of the first input gear, the second input gear, and the input shaft, the set of the first output gear, the second output gear, and the output shaft, and the first clutch gear, the second clutch gear, and the like. A clutch gear support shaft that rotatably supports the clutch gear via a bearing,
Transmission of torque between the first clutch gear and the clutch gear support shaft; and transmission of torque between the second clutch gear and the clutch gear support shaft. A second two-way roller clutch that performs switching of shut-off, and a transmission actuator that selectively engages the first two-way roller clutch and the second two-way roller clutch,
The first two-way roller clutch includes a cylindrical surface provided on one of the inner periphery of the first clutch gear and the outer periphery of the clutch gear support shaft, a cam surface provided on the other, the cam surface, and the cylinder. A roller incorporated between the surfaces, and the clutch gear between an engagement position for holding the roller and engaging the roller between the cam surface and the cylindrical surface and a neutral position for releasing the engagement of the roller. A first retainer provided to be rotatable relative to the support shaft, and a first switch spring that elastically retains the first retainer in the neutral position;
The second two-way roller clutch includes a cylindrical surface provided on one of the inner periphery of the second clutch gear and the outer periphery of the clutch gear support shaft, a cam surface provided on the other, the cam surface, and the cylinder. A roller incorporated between the surfaces, and the clutch gear between an engagement position for holding the roller and engaging the roller between the cam surface and the cylindrical surface and a neutral position for releasing the engagement of the roller. A second retainer provided so as to be rotatable relative to the support shaft, and a second switch spring for elastically retaining the second retainer in the neutral position,
The speed change actuator is provided so as to be axially movable with respect to the first retainer between a position where it is prevented from rotating with respect to the first retainer and is in contact with a side surface of the first clutch gear and a position where it is separated from the first retainer. The first friction plate, the first separation spring for urging the first friction plate in the direction away from the side surface of the first clutch gear, and the second retainer, and the second retainer. A second friction plate provided so as to be movable in the axial direction with respect to the second retainer between a position contacting the side surface of the clutch gear and a position separating the clutch gear; and the second friction plate is connected to the second clutch gear. A second separation spring that urges in a direction away from the side surface, a first shift position that presses the first friction plate to contact the side surface of the first clutch gear, and presses the second friction plate to 2nd shift contacted with side surface of second clutch gear Consists of a shift ring which is movable axially between a position, a shift mechanism for moving the shift ring in the axial direction,
The first friction plate is formed to protrude in the axial direction from the flange portion toward the shift ring from the flange portion disposed to face the side surface of the first clutch gear, and in the circumferential direction in the shift ring And a guide boss that fits slidably on the
The second friction plate is formed to protrude in the axial direction from the flange portion toward the shift ring from a flange portion disposed to face the side surface of the second clutch gear, and in the circumferential direction in the shift ring A configuration having a guide boss portion that is slidably fitted to the vehicle motor drive device is employed.

  In the vehicle motor drive device adopting this configuration, when the shift ring is in the first shift position, the first friction plate is pressed by the shift ring and comes into contact with the side surface of the first clutch gear. Since the first friction plate rotates relative to the clutch gear support shaft by the frictional force, the first cage that is prevented from rotating by the first friction plate moves from the neutral position to the engagement position, and the first two-way roller The clutch is engaged.

  The vehicle motor drive device disengages the first two-way roller clutch by moving the shift ring in the axial direction from the first shift position to the second shift position, and thereby the second two-way roller. The clutch can be engaged. This operation will be described below.

  First, when the shift ring starts to move in the axial direction from the first shift position to the second shift position by the operation of the shift mechanism, the frictional force between the contact surfaces of the first friction plate and the first clutch gear becomes small. The first retainer moves from the engagement position to the neutral position by the spring force of the first switch spring, and the engagement of the first two-way roller clutch is released by the movement of the first retainer.

  When the shift ring reaches the second shift position, the second friction plate is pressed by the shift ring and comes into contact with the side surface of the second clutch gear, so that the second friction plate is brought into contact with the clutch gear support shaft by the frictional force between the contact surfaces. The second cage, which rotates relative to the second friction plate and is prevented from rotating by the second friction plate, moves from the neutral position to the engaged position, and the second two-way roller clutch is engaged by the movement of the second cage. It becomes a state.

  On the contrary, by moving the shift ring in the axial direction from the second shift position to the first shift position, the engagement of the second two-way roller clutch is released, and the first two-way roller clutch is Can be engaged.

  Here, when the first friction plate is pressed by the shift ring and brought into contact with the side surface of the first clutch gear, the guide boss portion of the first friction plate is fitted in the shift ring. Contact the side surface of the first clutch gear in a stable posture. The same applies to the second friction plate. Therefore, it is possible to engage the two-way roller clutch of the next shift stage with stable timing.

  A first separation spring that accommodates the first separation spring on the opposite side of the guide boss portion of the first friction plate so that the flange portion of the first friction plate and the first separation spring overlap each other in the direction perpendicular to the axis. A second separating spring is provided so that a spring accommodating recess is provided, and the flange portion of the second friction plate and the second separating spring are arranged in the direction perpendicular to the axis on the opposite side of the guide boss portion of the second friction plate. It is preferable to provide a second separating spring accommodating recess that accommodates. In this way, the axial length around the first friction plate is shortened by the amount of the first separation spring entering the first separation spring accommodation recess compared to the case where there is no first separation spring accommodation recess, The axial length around the second friction plate is also shortened by the amount that the second separation spring enters the second separation spring accommodating recess. Therefore, the axial length of the entire apparatus can be shortened to make it compact.

  The shift mechanism includes a shift sleeve that rotatably supports the shift ring via a rolling bearing, a bifurcated shift fork that engages with an annular groove provided on the outer periphery of the shift sleeve, and the shift fork. The thing of the structure which has the shift motor driven to an axial direction is employable. In this case, it is preferable that an axially compressible preload spring is incorporated in the axial clearance on both sides between the shift fork and the annular groove. In this way, when the first friction plate is pressed by the shift ring and brought into contact with the side surface of the first clutch gear, the spring force of the preload spring is adjusted by adjusting the axial relative position of the shift fork with respect to the shift sleeve. By adjusting, it becomes possible to adjust the frictional force between the contact surfaces of the first friction plate and the first clutch gear. Similarly, when the second friction plate is pressed by the shift ring and brought into contact with the side surface of the second clutch gear, the frictional force between the contact surfaces of the second friction plate and the second clutch gear can be adjusted. . Therefore, it becomes possible to adjust the engagement timing of the two-way roller clutch of the next shift stage with high accuracy.

  The first retainer has a cylindrical portion in which a plurality of pockets for accommodating the rollers are formed at intervals in the circumferential direction, and an inward flange portion that extends radially inward from one end of the cylindrical portion. In this case, on the outer periphery of the clutch gear support shaft, a first cage guide for supporting the radially inner end of the inward flange portion of the first cage so as to be slidable in the circumferential direction. A surface can be formed. Similarly, the second cage includes a cylindrical portion in which a plurality of pockets for accommodating the rollers are formed at intervals in the circumferential direction, and an inward flange portion that extends radially inward from one end of the cylindrical portion. In this case, on the outer periphery of the clutch gear support shaft, a second inner end that supports the radially inner end of the inward flange portion of the second retainer is slidable in the circumferential direction. A cage guide surface can be formed. In the case of adopting such a first cage and a second cage, an oil supply passage that passes through the inside of the clutch gear support shaft is provided, and an oil outlet of the oil supply passage is connected to the first cage guide surface and the second cage. It is preferable to open each of the guide surfaces. If it does in this way, since the oil outlet of lubricating oil has opened directly to the 1st maintenance machine guide surface which supports the 1st maintenance machine so that sliding is possible, the movement resistance of the 1st maintenance machine will become very small, and it will become an engagement position. When the first cage moves between the neutral position and the neutral position, the operation of the first cage becomes stable. Similarly, since the oil outlet of the lubricating oil is directly opened on the second cage guide surface that slidably supports the second cage, the operation of the second cage is also stable.

  When opening the oil outlet of the oil supply passage to the first cage guide surface and the second cage guide surface, respectively, the first cage guide surface is connected to the roller of the first 2-way roller clutch and the first clutch gear. It is preferable that the second retainer guide surface is disposed between the supporting bearing and the second retainer guide surface between the roller of the second two-way roller clutch and the bearing supporting the second clutch gear. If it does in this way, the roller of the 1st 2 way roller clutch and the bearing which supports the 1st clutch gear will be lubricated simultaneously with the lubricating oil which flows out from the oil outlet of the oil supply passage opened to the 1st maintenance machine guide surface. be able to. Further, the lubricant of the second two-way roller clutch and the bearing supporting the second clutch gear can be simultaneously lubricated with the lubricating oil flowing out from the oil outlet of the oil supply passage that opens to the second cage guide surface. .

  The first switch spring employs a C-shaped annular portion obtained by winding a steel wire in a C-shape and a pair of extending portions extending radially outward from both ends of the C-shaped annular portion, The cam surface of the first two-way roller clutch is formed as an annular first cam member that is prevented from rotating around the outer periphery of the clutch gear support shaft, and the first switch is formed on the axial end surface of the first cam member. A circular switch spring housing recess into which a C-shaped annular portion of the spring fits, and a radial groove into which a pair of extending portions of the first switch spring are inserted in a radial direction, and the first cage A notch into which a protruding portion from the radial groove of the pair of extending portions of the first switch spring is inserted can be provided. In this case, it is possible to directly support the first separation spring on the axial end surface of the first cam member. However, in this case, the first switch spring extends to the axial end surface of the first cam member. Since there is a radial groove into which the portion is inserted, the first separation spring is not supported at the position of the radial groove, and the distribution of the spring force of the first separation spring becomes uneven in the circumferential direction. The frictional force between the contact surfaces when the friction plate contacts the side surface of the first clutch gear also becomes non-uniform in the circumferential direction, and the engagement timing of the two-way roller clutch at the next shift stage may become unstable. Therefore, in order to solve this problem, an annular first washer that covers the radial groove is provided on the axial end surface of the first cam member, and the first separation spring is connected to the first cam through the first washer. It is preferable that the cam member is supported on the end surface in the axial direction. In this case, since the first separation spring is supported over the entire circumference via the first washer, the distribution of the spring force of the first separation spring becomes uniform in the circumferential direction, and as a result, the first friction plate is the first friction plate. The frictional force between the contact surfaces when contacting the side surface of the clutch gear is also uniform in the circumferential direction, and the engagement timing of the two-way roller clutch at the next shift stage is stabilized.

  Similarly, the second switch spring includes a C-shaped annular portion in which a steel wire is wound in a C shape, and a pair of extending portions extending radially outward from both ends of the C-shaped annular portion. The cam surface of the second two-way roller clutch is formed on an annular second cam member that is prevented from rotating around the outer periphery of the clutch gear support shaft, and the axial end surface of the second cam member has the A circular switch spring housing recess into which a C-shaped annular portion of the second switch spring fits, and a radial groove into which a pair of extending portions of the second switch spring are inserted in a radial direction; Even when the two cages are provided with notches into which the protruding portions from the radial grooves of the pair of extending portions of the second switch spring are inserted, the radial direction is provided on the axial end surface of the second cam member. An annular second washer that covers the groove is provided, and the second washer is inserted through the second washer. Preferably 2 separating spring is to be supported by the axial end surface of said second cam member. In this case, since the second separation spring is supported over the entire circumference via the second washer, the distribution of the spring force of the second separation spring becomes uniform in the circumferential direction, and as a result, the second friction plate becomes the second friction plate. The frictional force between the contact surfaces when contacting the side surface of the clutch gear is also uniform in the circumferential direction, and the engagement timing of the two-way roller clutch at the next shift stage is stabilized.

  The cam surface of the first cam member and the cam surface of the second cam member have the same number and the same phase, and the rotation prevention of the first cam member and the second cam member with respect to the clutch gear support shaft is performed by spline fitting. It can be. If it does in this way, a cam surface can be processed with high precision on the basis of a spline.

  The first clutch gear is preferably formed such that the meshing tooth width thereof overlaps with the bearing supporting the first clutch gear in the direction perpendicular to the axis. In this way, when the first clutch gear idles with the first two-way roller clutch disengaged, a moment load that tilts the bearing acts on the bearing that supports the first clutch gear. It is possible to suppress the power loss of the bearing. The same applies to the second clutch gear.

  In the present invention, as an electric vehicle using the vehicle motor drive device, at least one of a pair of left and right front wheels and a pair of left and right rear wheels is driven by the vehicle motor drive device. I will provide a.

  In the present invention, as a hybrid vehicle using the vehicle motor drive device, one of the pair of left and right front wheels and the pair of left and right rear wheels is driven by the engine, and the other is driven by the vehicle motor drive device. A hybrid vehicle designed to be provided is provided.

  In the vehicle motor drive device of the present invention, since the guide boss portion of the first friction plate is fitted in the shift ring, the first friction plate is pressed by the shift ring and brought into contact with the side surface of the first clutch gear. Sometimes, the first friction plate contacts the side surface of the first clutch gear in a stable posture. The same applies to the second friction plate. Therefore, it is possible to engage the two-way roller clutch of the next shift stage with stable timing.

Schematic of an electric vehicle employing a vehicle motor drive device according to the present invention Schematic of a hybrid vehicle employing a vehicle motor drive device according to the present invention Sectional drawing of the vehicle motor drive device concerning this invention FIG. 3 is an enlarged sectional view of the vicinity of the first-speed output gear and the second-speed output gear. Sectional view along line VV in FIG. Sectional view along line VI-VI in FIG. Sectional view along line VII-VII in FIG. Sectional drawing which shows the shift mechanism which moves the shift ring of FIG. 4 to an axial direction FIG. 4 is an enlarged sectional view in the vicinity of the shift ring. The figure which shows the output-shaft unit before mounting | wearing with the vehicle motor drive device shown in FIG. 4 is an exploded perspective view of the 2-speed cam member, 2-speed switch spring, 2-speed washer, and 2-speed release spring shown in FIG.

  FIG. 1 shows an electric vehicle EV in which a pair of left and right front wheels 1 are drive wheels driven by the vehicle motor drive device A according to the present invention, and a pair of left and right rear wheels 2 are driven wheels.

  FIG. 2 shows a hybrid vehicle HV in which a pair of left and right front wheels 1 are main drive wheels driven by an engine E, and a pair of left and right rear wheels 2 are auxiliary drive wheels driven by a vehicle motor drive device A according to the present invention. Indicates. The hybrid vehicle HV is provided with a transmission T that shifts the rotation of the engine E and a differential gear D that distributes the rotation output from the transmission T to the left and right front wheels 1.

  A vehicle motor drive device A according to the present invention incorporated in the electric vehicle EV and the hybrid vehicle HV will be described below.

  As shown in FIG. 3, the vehicle motor drive device A includes an electric motor 3, a transmission 4 that shifts and outputs the rotation of the rotation shaft 3 a of the electric motor 3, and the rotation output from the transmission 4. It consists of a differential gear 5 distributed to a pair of left and right front wheels 1 of the electric vehicle EV shown in FIG. 1 or distributed to a pair of left and right rear wheels 2 of a hybrid vehicle shown in FIG.

  As shown in FIG. 3, the transmission 4 includes an input shaft 6 to which the rotation of the rotating shaft 3 a of the electric motor 3 is input, an output shaft 7 that is disposed in parallel to the input shaft 6 at an interval, A first speed input gear 8A and a second speed input gear 8B provided on the input shaft 6 and a first speed output gear 9A and a second speed output gear 9B provided on the output shaft 7 are provided.

  The input shaft 6 is rotatably supported by a pair of opposed bearings 11 incorporated in the housing 10, and one end of the input shaft 6 is connected to the rotating shaft 3 a of the electric motor 3. The output shaft 7 is also rotatably supported by a pair of opposed bearings 12 incorporated in the housing 10.

  The first speed input gear 8 </ b> A and the second speed input gear 8 </ b> B are arranged at an interval in the axial direction, and are fixed to the input shaft 6 so as to rotate integrally with the input shaft 6 around the input shaft 6. The first-speed output gear 9A and the second-speed output gear 9B are also arranged at intervals in the axial direction.

  As shown in FIG. 4, the first-speed output gear 9 </ b> A is formed in an annular shape that penetrates the output shaft 7, and is supported by the output shaft 7 through a bearing 14 </ b> A. And can be rotated. Similarly, the second-speed output gear 9B is also rotatably supported by the output shaft 7 via the bearing 14B.

  The first speed input gear 8A and the first speed output gear 9A are meshed with each other, and rotation is transmitted between the first speed input gear 8A and the first speed output gear 9A. The second-speed input gear 8B and the second-speed output gear 9B are also engaged, and rotation is transmitted between the second-speed input gear 8B and the second-speed output gear 9B by the engagement. The reduction ratio between the second speed input gear 8B and the second speed output gear 9B is smaller than the reduction ratio between the first speed input gear 8A and the first speed output gear 9A.

  Here, the first-speed output gear 9A is formed so that the tooth width meshed with the first-speed input gear 8A overlaps with the bearing 14A supporting the first-speed output gear 9A in the direction perpendicular to the axis. Similarly, the second-speed output gear 9B is formed so that the tooth width meshed with the second-speed input gear 8B overlaps the bearing 14B supporting the second-speed output gear 9B in the direction perpendicular to the axis.

  Between the first-speed output gear 9A and the output shaft 7, a first-speed two-way roller clutch 15A for switching between torque transmission and interruption between the first-speed output gear 9A and the output shaft 7 is incorporated. Further, between the second speed output gear 9B and the output shaft 7, a second speed two-way roller clutch 15B for switching between transmission of torque and switching between the second speed output gear 9B and the output shaft 7 is incorporated. .

  Since the first-speed two-way roller clutch 15A and the second-speed two-way roller clutch 15B have the same configuration, the second-speed two-way roller clutch 15B will be described below. The parts corresponding to the 2-speed 2-way roller clutch 15B are denoted by the same reference numerals or the reference numerals in which the alphabet B at the end is replaced with A, and the description thereof is omitted.

  As shown in FIGS. 4 to 6, the 2-speed 2-way roller clutch 15 </ b> B includes a cylindrical surface 16 provided on the inner periphery of the 2-speed output gear 9 </ b> B and an annular 2-speed that is prevented from rotating on the outer periphery of the output shaft 7. It comprises a cam surface 18 formed on the cam member 17B, a roller 19 incorporated between the cam surface 18 and the cylindrical surface 16, a 2-speed retainer 20B for holding the roller 19, and a 2-speed switch spring 21B. The cam surface 18 is a surface that forms a wedge-shaped space that gradually narrows from the center in the circumferential direction toward both ends in the circumferential direction with the cylindrical surface 16. For example, the cam surface 18 faces the cylindrical surface 16 as shown in the figure. It is a flat surface.

  As shown in FIG. 4, the two-speed cage 20B includes a cylindrical portion 23 in which a plurality of pockets 22 for accommodating the rollers 19 are formed at intervals in the circumferential direction, and radially inward from one end of the cylindrical portion 23. And an inward flange portion 24 that extends. The radially inner end of the inward flange portion 24 is supported so as to be slidable in the circumferential direction by a cylindrical second-speed cage guide surface 25B formed on the outer periphery of the second-speed cam member 17B. The 2-speed retainer 20B can rotate relative to the output shaft 7 between an engagement position where the roller 19 is engaged between the cam surface 18 and the cylindrical surface 16 and a neutral position where the engagement of the roller 19 is released. It has become. Further, the second-speed cage 20B is restricted from moving in the axial direction of the inward flange portion 24 and is not movable in the axial direction.

  An oil supply passage 26 for introducing lubricating oil from an oil pump (not shown) is provided inside the output shaft 7. The oil outlet of the oil supply passage 26 opens to the second-speed cage guide surface 25B. The second-speed cage guide surface 25B is disposed between the roller 19 of the second-speed two-way roller clutch 15B and the bearing 14B that supports the second-speed output gear 9B. The roller 19 and the bearing 14B are lubricated simultaneously by the lubricating oil that flows out.

  As shown in FIGS. 6 and 11, the two-speed switch spring 21 </ b> B includes a C-shaped annular portion 27 in which a steel wire is wound in a C shape, and a pair extending radially outward from both ends of the C-shaped annular portion 27. Extending portions 28, 28. The C-shaped annular portion 27 is fitted into a circular switch spring accommodating recess 29 formed on the axial end surface of the second speed cam member 17B, and the pair of extending portions 28 and 28 are axial end surfaces of the second speed cam member 17B. It is inserted in the radial groove 30 formed in.

  The radial groove 30 is formed so as to extend radially outward from the inner peripheral edge of the switch spring accommodating recess 29 to reach the outer periphery of the second speed cam member 17B. The extension portion 28 of the second speed switch spring 21B protrudes from the radially outer end of the radial groove 30, and the protruding portion of the extension portion 28 from the radial groove 30 is the cylindrical portion of the second speed retainer 20B. 23 is inserted into a notch 31 formed at the end of the axial direction. The radial groove 30 and the notch 31 are formed to have the same width.

  As shown in FIG. 6, the extending portion 28 is in contact with the inner surface facing in the circumferential direction of the radial groove 30 and the inner surface facing in the circumferential direction of the notch 31, and the circumference acting on the contact surface. The second-speed cage 20B is elastically held in the neutral position by the force in the direction.

  That is, when the second-speed cage 20B is rotated relative to the output shaft 7 and moved in the circumferential direction from the neutral position shown in FIG. 6, the position of the radial groove 30 and the position of the notch 31 are shifted in the circumferential direction. Therefore, the C-shaped annular portion 27 is elastically deformed in the direction in which the distance between the pair of extending portions 28, 28 is narrowed, and the pair of extending portions 28, 28 of the two-speed switch spring 21 </ b> B are radially deformed by the elastic restoring force. The inner surface of the notch 31 and the inner surface of the notch 31 are pressed, and a force in a direction to return the second-speed cage 20B to the neutral position is applied by the pressing.

  As shown in FIG. 4, the first-speed cam member 17A and the second-speed cam member 17B are prevented from rotating with respect to the output shaft 7 by spline fitting. The cam surface 18 of the first speed cam member 17A and the cam surface 18 of the second speed cam member 17B have the same number and the same phase. Here, the cam surface 18 of the first speed cam member 17A and the cam surface 18 of the second speed cam member 17B are processed so as to have the same phase with reference to the inner peripheral splines of the cam members 17A and 17B. Further, the first speed cam member 17 </ b> A and the second speed cam member 17 </ b> B are non-movable in the axial direction by a locking nut 32 fitted to the outer periphery of the output shaft 7. A spacer 33 is incorporated between the first speed cam member 17A and the second speed cam member 17B.

  The first-speed two-way roller clutch 15 </ b> A and the second-speed two-way roller clutch 15 </ b> B can be selectively engaged by a transmission actuator 34.

  As shown in FIG. 9, the speed change actuator 34 includes a shift ring 35 movably provided in the axial direction between the first speed output gear 9A and the second speed output gear 9B, and the first speed output gear 9A and the shift ring 35. A first-speed friction plate 36A incorporated in between, and a second-speed friction plate 36B incorporated between the second-speed output gear 9B and the shift ring 35 are provided.

  Here, since the 1st speed friction plate 36A and the 2nd speed friction plate 36B have the same symmetrical configuration, the 2nd speed friction plate 36B will be described below. The parts corresponding to 36B are given the same reference numerals or the reference numerals in which the alphabet B at the end is replaced with A, and the description thereof is omitted.

  The second speed friction plate 36B includes a flange portion 37 disposed to face the side surface of the second speed output gear 9B, and a guide boss portion 38 formed to project from the flange portion 37 toward the shift ring 35 in the axial direction. Have The guide boss portion 38 is formed so as to have a cylindrical outer periphery, and is fitted in the shift ring 35 so as to be slidable in the circumferential direction.

  The second-speed friction plate 36B is provided with an arc-shaped opening 39 that engages with the end of the cylindrical portion 23 of the second-speed cage 20B. The arc-shaped opening 39 and the end of the cylindrical portion 23 are provided. The second-speed friction plate 36B is prevented from rotating by the second-speed retainer 20B. The opening 39 accommodates the end of the cylindrical portion 23 of the second-speed cage 20B so as to be slidable in the axial direction, and the second-speed friction plate 36B is prevented from rotating by the second-speed cage 20B by this sliding. In the state, it can move in the axial direction with respect to the second-speed retainer 20B between a position contacting the side surface of the second-speed output gear 9B and a position separating from the position. Further, the end portion of the cylindrical portion 23 of the second-speed cage 20B is positioned in the radial direction by slidingly contacting the peripheral edge of the arc-shaped opening 39 of the second-speed friction plate 36B.

  Between the second speed friction plate 36B and the second speed cam member 17B, a second speed separation spring 40B is incorporated in a state compressed in the axial direction, and the second speed friction plate is generated by the elastic restoring force of the second speed separation spring 40B. 36B is biased in a direction away from the side surface of the second-speed output gear 9B.

  The second speed separating spring 40B is a coil spring wound along the outer periphery of the spacer 33, and one end thereof is supported by the end face in the axial direction of the second speed cam member 17B via the second speed washer 41B. The second speed washer 41B is formed in an annular shape so as to cover the radial groove 30 on the axial end surface of the second speed cam member 17B (see FIG. 11).

  As shown in FIG. 9, the second-speed separation spring 40B is accommodated in an annular two-speed separation spring accommodating recess 42B formed on the opposite side of the guide boss portion 38 of the second-speed friction plate 36B. The flange portion 37 of the plate 36B and the second speed separation spring 40B are arranged so as to overlap in the direction perpendicular to the axis.

  The shift ring 35 presses the first speed friction plate 36A to contact the side surface of the first speed output gear 9A, and the shift ring 35 presses the second speed friction plate 36B to contact the side surface of the second speed output gear 9B. It is supported so as to be movable in the axial direction between the speed shift position. A shift mechanism 43 that moves the shift ring 35 in the axial direction between the first-speed shift position and the second-speed shift position is provided.

  As shown in FIGS. 7 and 8, the shift mechanism 43 is related to a shift sleeve 45 that rotatably supports the shift ring 35 via a rolling bearing 44, and an annular groove 46 provided on the outer periphery of the shift sleeve 45. A bifurcated shift fork 47, a shift rod 48 to which the shift fork 47 is fixed, a shift motor 49, and a motion conversion mechanism 50 (feed screw mechanism) that converts the rotation of the shift motor 49 into a linear motion of the shift rod 48. Etc.).

  As shown in FIG. 8, the shift rod 48 is arranged parallel to the output shaft 7 at a distance and is supported by a pair of sliding bearings 51 incorporated in the housing 10 so as to be slidable in the axial direction. . The rolling bearing 44 incorporated between the shift ring 35 and the shift sleeve 45 is assembled so as to be immovable in the axial direction with respect to both the shift ring 35 and the shift sleeve 45.

  In the shift mechanism 43, the rotation of the shift motor 49 is converted into a linear motion by the motion conversion mechanism 50 and transmitted to the shift fork 47, and the linear motion of the shift fork 47 is transmitted to the shift ring 35 via the rolling bearing 44. As a result, the shift ring 35 is moved in the axial direction.

  As shown in FIG. 9, a preload spring 52 that is compressible in the axial direction is incorporated in the axial clearance on both sides between the shift fork 47 and the annular groove 46. Thus, when the first speed friction plate 36A is pressed by the shift ring 35 and brought into contact with the side surface of the first speed output gear 9A, the preload spring 52 is adjusted by adjusting the relative position in the axial direction of the shift fork 47 with respect to the shift sleeve 45. Thus, it is possible to adjust the friction force between the contact surfaces of the first speed friction plate 36A and the first speed output gear 9A. Further, also when the second speed friction plate 36B is pressed by the shift ring 35 and brought into contact with the side surface of the second speed output gear 9B, the frictional force between the contact surfaces of the second speed friction plate 36B and the second speed output gear 9B is adjusted. Is possible.

  As shown in FIG. 3, a differential drive gear 53 that transmits the rotation of the output shaft 7 to the differential gear 5 is fixed to the output shaft 7.

  The differential gear 5 includes a differential case 55 rotatably supported by a pair of bearings 54, a ring gear 56 that is fixed to the differential case 55 coaxially with the rotational center of the differential case 55, and meshes with the differential drive gear 53, and the rotational center of the differential case 55. The pinion shaft 57 is fixed to the differential case 55 in a direction perpendicular to the pinion shaft 57, a pair of pinions 58 rotatably supported by the pinion shaft 57, and a pair of left and right side gears 59 that mesh with the pair of pinions 58. The left side gear 59 is connected to the shaft end portion of the axle 60 connected to the left wheel, and the right side gear 59 is connected to the shaft end portion of the axle 60 connected to the right wheel. When the output shaft 7 rotates, the rotation of the output shaft 7 is transmitted to the differential case 55 via the differential drive gear 53, and the rotation of the differential case 55 is distributed to the left and right wheels via the pinion 58 and the side gear 59.

  Below, the operation example of the motor drive apparatus A for vehicles is demonstrated.

  First, as shown in FIG. 9, when the first speed friction plate 36A is separated from the side surface of the first speed output gear 9A and the second speed friction plate 36B is also separated from the side surface of the second speed output gear 9B, the first speed holding is performed. Is held in the neutral position by the spring force of the first speed switch spring 21A, and the second speed retainer 20B is also held in the neutral position by the spring force of the second speed switch spring 21B. 19 is disengaged, and the 2-speed 2-way roller clutch 15B is also disengaged from the roller 19.

  In this state, even if the rotating shaft 3a of the electric motor 3 shown in FIG. 3 rotates and the input shaft 6 rotates, the transmission of rotation is transmitted by the first-speed two-way roller clutch 15A and the second-speed two-way roller clutch 15B. Therefore, the first-speed output gear 9A and the second-speed output gear 9B are idle, and the rotation of the input shaft 6 is not transmitted to the output shaft 7.

  Next, when the shift mechanism 43 is operated and the shift ring 35 shown in FIG. 9 is moved toward the first-speed output gear 9A, the first-speed friction plate 36A comes into contact with the side surface of the first-speed output gear 9A, and the contact is made. Since the first speed friction plate 36A rotates relative to the output shaft 7 by the frictional force between the surfaces, the first speed retainer 20A, which is prevented from rotating by the first speed friction plate 36A, moves from the neutral position to the engagement position. The roller 19 held by the speed holder 20A is pushed into the narrow portion of the wedge-shaped space between the cylindrical surface 16 and the cam surface 18, and the first speed two-way roller clutch 15A is engaged.

  In this state, the rotation of the first-speed output gear 9A is transmitted to the output shaft 7 via the first-speed two-way roller clutch 15A, and the rotation of the output shaft 7 is transmitted to the axle 60 via the differential gear 5. . As a result, in the electric vehicle EV shown in FIG. 1, the front wheels 1 as drive wheels are rotationally driven, and in the hybrid vehicle shown in FIG. 2, the rear wheels 2 as auxiliary drive wheels are rotationally driven.

  Next, when the shift ring 35 is moved in the axial direction from the first speed shift position to the second speed shift position by the operation of the shift mechanism 43, the frictional force between the contact surfaces of the first speed friction plate 36A and the first speed output gear 9A. Therefore, the first-speed retainer 20A is moved from the engagement position to the neutral position by the spring force of the first-speed switch spring 21A, and the first-speed two-way roller clutch 15A is engaged by the movement of the first-speed retainer 20A. Is released.

  When the shift ring 35 reaches the 2nd speed shift position, the 2nd speed friction plate 36B is pressed by the shift ring 35 and comes into contact with the side surface of the 2nd speed output gear 9B. Rotates relative to the output shaft 7, and the second-speed retainer 20B, which is prevented from rotating by the second-speed friction plate 36B, moves from the neutral position to the engagement position. The way roller clutch 15B is engaged.

  In this state, the rotation of the 2-speed output gear 9B is transmitted to the output shaft 7 via the 2-speed 2-way roller clutch 15B, and the rotation of the output shaft 7 is transmitted to the axle 60 via the differential gear 5.

  Similarly, by moving the shift ring 35 in the axial direction from the 2nd gear shift position to the 1st gear shift position, the engagement of the 2nd gear 2 way roller clutch 15B is released and the 1st gear 2 way roller clutch 15A is engaged. Can be combined.

  Here, when the first-speed friction plate 36A is pressed by the shift ring 35 and brought into contact with the side surface of the first-speed output gear 9A, the guide boss portion 38 of the first-speed friction plate 36A is fitted in the shift ring 35. The first speed friction plate 36A contacts the side surface of the first speed output gear 9A in a stable posture. The same applies to the second speed friction plate 36B. Therefore, the vehicle motor drive device A can engage the two-way roller clutch 15A (or 15B) of the next shift stage at a stable timing.

  Further, the vehicle motor drive device A has an arrangement in which the flange portion 37 of the second speed friction plate 36B and the second speed separation spring 40B overlap each other on the opposite side of the guide boss portion 38 of the second speed friction plate 36B. Since the second-speed separation spring accommodating recess 42B for accommodating the second-speed separation spring 40B is provided, the second-speed separation spring 40B is compared with the case where the second-speed separation spring accommodation recess 42B is not provided. The length in the axial direction around the second speed friction plate 36B is short as much as it enters 42B. Similarly, the length in the axial direction around the first speed friction plate 36A is short because the first speed separation spring 40A enters the first speed separation spring accommodating recess 42A. For this reason, the axial length of the entire apparatus is short and compact.

  In addition, since this vehicle motor drive device A incorporates preload springs 52 that are compressible in the axial direction in the axial clearances on both sides between the shift fork 47 and the annular groove 46, the shift ring 35 causes the first speed friction. When the plate 36A is pressed and brought into contact with the side surface of the first-speed output gear 9A, the spring force of the preload spring 52 is adjusted by adjusting the relative position of the shift fork 47 in the axial direction with respect to the shift sleeve 45, and the first-speed friction It is possible to adjust the frictional force between the contact surfaces of the plate 36A and the first-speed output gear 9A. Similarly, when the second speed friction plate 36B is pressed by the shift ring 35 and brought into contact with the side surface of the second speed output gear 9B, the frictional force between the contact surfaces of the second speed friction plate 36B and the second speed output gear 9B is adjusted. It is possible. Therefore, it is possible to adjust the engagement timing of the two-way roller clutch 15A (or 15B) of the next shift stage with high accuracy.

  Further, in this vehicle motor drive device A, since the oil outlet of the lubricating oil is directly open on the second-speed cage guide surface 25B that slidably supports the second-speed cage 20B, the movement of the second-speed cage 20B The resistance is extremely small, and the operation of the second speed holder 20B when the second speed holder 20B moves between the engagement position and the neutral position is stable. Similarly, since the oil outlet of the lubricating oil directly opens on the first-speed cage guide surface 25A that slidably supports the first-speed cage 20A, the operation of the first-speed cage 20A is also stable.

  By the way, the second-speed separating spring 40B can be directly supported by the axial end surface of the second-speed cam member 17B without using the second-speed washer 41B shown in FIG. Since there is a radial groove 30 into which the extension portions 28 and 28 of the two-speed switch spring 21B are inserted in the axial end surface of the member 17B, the second-speed separation spring 40B is not supported at the position of the radial groove 30. The distribution of the spring force of the second-speed separation spring 40B becomes non-uniform in the circumferential direction. As a result, the frictional force between the contact surfaces when the second-speed friction plate 36B contacts the side surface of the second-speed output gear 9B is also not uniform in the circumferential direction. There is a possibility that the engagement timing of the two-way roller clutch 15A (or 15B) at the next shift stage becomes unstable.

  On the other hand, since the vehicle motor drive device A is provided with the 2-speed washer 41B on the axial end surface of the 2-speed cam member 17B, the 2-speed separation spring 40B is supported over the entire circumference via the 2-speed washer 41B. As a result, the distribution of the spring force of the second-speed separating spring 40B is uniform in the circumferential direction. As a result, the friction force between the contact surfaces when the second-speed friction plate 36B contacts the side surface of the second-speed output gear 9B is also uniform in the circumferential direction. It becomes. The same applies to the first-speed washer 41A provided on the axial end surface of the first-speed cam member 17A. For this reason, the engagement timing of the two-way roller clutch 15A (or 15B) of the next shift stage becomes stable.

  Further, since this vehicle motor drive device A is arranged so that the portion of the first-speed output gear 9A that actually meshes with the first-speed input gear 8A overlaps the bearing 14A in the direction perpendicular to the shaft, the first-speed two-way roller clutch 15A is engaged. When the first-speed output gear 9A idles in the released state, a moment load that tilts the bearing 14A is difficult to act, and the power loss of the bearing 14A is low. Similarly, since the portion of the second-speed output gear 9B that actually meshes with the second-speed input gear 8B overlaps the bearing 14B in the direction perpendicular to the shaft, the power loss of the bearing 14B that supports the second-speed output gear 9B is low.

  Further, in this vehicle motor drive device A, the second-speed retainer 20B is supported at both ends in the axial direction. That is, the inward flange portion 24 at one end of the second-speed retainer 20B is supported by the second-speed retainer guide surface 25B, and the other end of the second-speed retainer 20B is the peripheral edge of the arc-shaped opening 39 of the second-speed friction plate 36B. It is supported by. Therefore, when the second-speed cage 20B moves in the circumferential direction between the neutral position and the engagement position, the second-speed cage 20B moves smoothly without being twisted. The same applies to the first-speed cage 20A.

  When assembling the vehicle motor drive device A, as shown in FIG. 10, each component (first speed output gear 9A, second speed output gear 9B, etc.) on the output shaft 7 is assembled to the output shaft 7 in advance. When the output shaft unit 61 is formed, shipping and transporting are performed in the state of the output shaft unit 61, and the output shaft unit 61 is assembled to the housing 10 in the final process, the assembly workability is improved.

DESCRIPTION OF SYMBOLS 1 Front wheel 2 Rear wheel 3 Electric motor 5 Differential gear 6 Input shaft 7 Output shaft 8A 1st speed input gear 8B 2nd speed input gear 9A 1st speed output gear 9B 2nd speed output gear 14A, 14B Bearing 15A 1st speed 2 way roller clutch 15B 2-speed 2-way roller clutch 16 Cylindrical surface 17A 1-speed cam member 17B 2-speed cam member 18 Cam surface 19 Roller 20A 1-speed retainer 20B 2-speed retainer 21A 1-speed switch spring 21B 2-speed switch spring 22 Pocket 23 Cylindrical portion 24 Inward flange portion 25A First speed retainer guide surface 25B Second speed retainer guide surface 26 Oil supply passage 27 C-shaped annular portion 28 Extension portion 29 Switch spring accommodating recess 30 Radial groove 31 Notch 34 Shift actuator 35 Shift ring 36A First speed friction plate 36B Second speed friction plate 37 Flange portion 38 Guide boss portion 40A First speed separation spring 40B 2-speed separation spring 41A 1-speed washer 41B 2-speed washer 42A 1-speed separation spring housing recess 42B 2-speed separation spring housing recess 43 Shift mechanism 44 Rolling bearing 45 Shift sleeve 46 Annular groove 47 Shift fork 49 Shift motor 52 Preload spring A Vehicle Motor drive E engine

Claims (10)

An electric motor (3);
An input shaft (6) to which the rotation of the electric motor (3) is input;
An output shaft (7) arranged parallel to the input shaft (6) at an interval;
A first input gear (8A) and a second input gear (8B) provided on the input shaft (6);
A first output gear (9A) and a second output gear (9B) provided on the output shaft (7) and meshing with the first input gear (8A) and the second input gear (8B), respectively;
A differential gear (5) for distributing the rotation of the output shaft (7) to the left and right wheels;
A set of the first input gear (8A), the second input gear (8B) and the input shaft (6), and a set of the first output gear (9A), the second output gear (9B) and the output shaft (7). A first clutch gear (9A), a second clutch gear (9B), and a clutch gear support shaft for rotatably supporting these clutch gears (9A, 9B) via bearings (14A, 14B) (7)
A first two-way roller clutch (15A) that performs torque transmission and switching between the first clutch gear (9A) and the clutch gear support shaft (7); and the second clutch gear (9B) A second two-way roller clutch (15B) for switching torque transmission and disconnection with the clutch gear support shaft (7), the first two-way roller clutch (15A) and the second two-way roller; A shift actuator (34) for selectively engaging the clutch (15B) is provided;
The first two-way roller clutch (15A) includes a cylindrical surface (16) provided on one of the inner periphery of the first clutch gear (9A) and the outer periphery of the clutch gear support shaft (7), and the other. The cam surface (18), the roller (19) incorporated between the cam surface (18) and the cylindrical surface (16), and the cam surface (18) holding the roller (19). Relative rotation with respect to the clutch gear support shaft (7) is possible between an engagement position for engaging the roller (19) between the cylindrical surfaces (16) and a neutral position for releasing the engagement of the roller (19). And a first switch spring (21A) for elastically holding the first cage (20A) in the neutral position,
The second two-way roller clutch (15B) includes a cylindrical surface (16) provided on one of the inner periphery of the second clutch gear (9B) and the outer periphery of the clutch gear support shaft (7), and the other. The cam surface (18), the roller (19) incorporated between the cam surface (18) and the cylindrical surface (16), and the cam surface (18) holding the roller (19). Relative rotation with respect to the clutch gear support shaft (7) is possible between an engagement position for engaging the roller (19) between the cylindrical surfaces (16) and a neutral position for releasing the engagement of the roller (19). And a second switch spring (21B) for elastically holding the second cage (20B) in the neutral position,
The speed change actuator (34) is prevented from rotating with respect to the first retainer (20A), and the first retainer (between the position contacting the side surface of the first clutch gear (9A) and the position separating from the first retainer (20A). 20A) and a first friction plate (36A) provided so as to be movable in the axial direction, and the first friction plate (36A) is urged in a direction away from the side surface of the first clutch gear (9A). The second holding between the first separating spring (40A) and the position where it is prevented from rotating with respect to the second retainer (20B) and is in contact with the side surface of the second clutch gear (9B). A second friction plate (36B) provided so as to be movable in the axial direction with respect to the device (20B), and the second friction plate (36B) are attached in a direction away from the side surface of the second clutch gear (9B). The second separating spring (40B) energized, and the first A first shift position where the friction plate (36A) is pressed to contact the side surface of the first clutch gear (9A) and the second friction plate (36B) is pressed to the side surface of the second clutch gear (9B). A shift ring (35) provided to be movable in the axial direction between the second shift position to be contacted, and a shift mechanism (43) for moving the shift ring (35) in the axial direction;
The first friction plate (36A) has a flange portion (37) disposed to face the side surface of the first clutch gear (9A), and the flange portion (37) faces the shift ring (35). A guide boss portion (38) that protrudes in the axial direction and fits slidably in the circumferential direction in the shift ring (35);
The second friction plate (36B) has a flange portion (37) disposed to face the side surface of the second clutch gear (9B), and the flange portion (37) faces the shift ring (35). A vehicle motor drive device having a guide boss portion (38) formed so as to protrude in the axial direction and slidably fitted in the shift ring (35) in the circumferential direction.   The flange (37) of the first friction plate (36A) and the first separating spring (40A) overlap in the direction perpendicular to the axis on the opposite side of the guide boss portion (38) of the first friction plate (36A). A first separation spring accommodating recess (42A) for accommodating the first separation spring (40A) is provided so as to be arranged, and the second friction plate (36B) is provided on the opposite side of the guide boss portion (38) with the second separation spring (40A). A second separation spring accommodating recess (42B) that accommodates the second separation spring (40B) so that the flange portion (37) of the friction plate (36B) and the second separation spring (40B) overlap each other in the direction perpendicular to the axis. The motor drive device for vehicles according to claim 1 provided.   The shift mechanism (43) includes a shift sleeve (45) that rotatably supports the shift ring (35) via a rolling bearing (44), and an annular groove provided on an outer periphery of the shift sleeve (45). 46) and a shift motor (49) for driving the shift fork (47) in the axial direction, the shift fork (47) and the annular groove (46). The vehicle motor drive device according to claim 1 or 2, wherein a preload spring (52) that is compressible in the axial direction is incorporated in the axial clearance on both sides between the two. The first cage (20A) includes a cylindrical portion (23) in which a plurality of pockets (22) for accommodating the roller (19) are formed at intervals in the circumferential direction, and one end of the cylindrical portion (23). An inward flange portion (24) extending radially inward from the outer periphery of the clutch gear support shaft (7) of the inward flange portion (24) of the first retainer (20A). A first cage guide surface (25A) is formed to slidably support the radially inner end in the circumferential direction,
The second cage (20B) includes a cylindrical portion (23) in which a plurality of pockets (22) for accommodating the roller (19) are formed at intervals in the circumferential direction, and one end of the cylindrical portion (23). An inward flange portion (24) extending radially inward from the outer periphery of the clutch gear support shaft (7), and an inward flange portion (24) of the second retainer (20B) A second cage guide surface (25B) is formed to support the radially inner end so as to be slidable in the circumferential direction,
An oil supply passage (26) passing through the inside of the clutch gear support shaft (7) is provided, and an oil outlet of the oil supply passage (26) serves as the first retainer guide surface (25A) and the second retainer guide surface (25B). The vehicle motor drive device according to any one of claims 1 to 3, wherein each of the motor drive devices is opened.   The first cage guide surface (25A) is disposed between the roller (19) of the first two-way roller clutch (15A) and the bearing (14A) supporting the first clutch gear (9A), The second cage guide surface (25B) is disposed between the roller (19) of the second two-way roller clutch (15B) and the bearing (14B) supporting the second clutch gear (9B). The vehicle motor drive device described in 1. The first switch spring (21A) includes a C-shaped annular portion (27) obtained by winding a steel wire in a C shape, and a pair of extensions extending radially outward from both ends of the C-shaped annular portion (27). The cam surface (18) of the first two-way roller clutch (15A) is an annular first cam member (17A) that is prevented from rotating around the outer periphery of the clutch gear support shaft (7). A circular switch spring accommodating recess (29) into which the C-shaped annular portion (27) of the first switch spring (21A) is fitted on the axial end surface of the first cam member (17A); A radial groove (30) into which a pair of extending portions (28) of the first switch spring (21A) are inserted through in a radial direction is provided, and the first retainer (20A) includes the The radial grooves (3 of the pair of extending portions (28) of the first switch spring (21A) A notch (31) into which a projecting portion from the first cam member (17A) is inserted, and an annular first washer (41A) covering the radial groove (30) is provided on the axial end surface of the first cam member (17A). The first separating spring (40A) is supported by the axial end surface of the first cam member (17A) via the first washer (41A),
The second switch spring (21B) includes a C-shaped annular portion (27) obtained by winding a steel wire in a C shape, and a pair of extending portions (28) extending radially outward from both ends of the C-shaped annular portion. The cam surface (18) of the second two-way roller clutch (15B) is formed on an annular second cam member (17B) that is prevented from rotating around the outer periphery of the clutch gear support shaft (7). A circular switch spring accommodating recess (29) into which the C-shaped annular portion (27) of the second switch spring (21B) is fitted on the axial end surface of the second cam member (17B), and the second A radial groove (30) into which a pair of extending portions (28) of the switch spring (21B) are inserted through in a radial direction is provided, and the second switch (20B) includes the second switch. From the radial groove (30) of the pair of extending portions (28) of the spring (21B) A notch (31) into which the protruding portion is inserted is provided, and an annular second washer (41B) covering the radial groove (30) is provided on the axial end surface of the second cam member (17B), The vehicle motor drive according to any one of claims 1 to 5, wherein the second separation spring (40B) is supported by an axial end surface of the second cam member (17B) via a second washer (41B). apparatus.   The cam surface (18) of the first cam member (17A) and the cam surface (18) of the second cam member (17B) have the same number and the same phase, and the first cam member (17A) and the second cam member. The motor drive unit for a vehicle according to claim 6, wherein the rotation of (17B) with respect to the clutch gear support shaft (7) is performed by spline fitting.   The first clutch gear (9A) is formed so that the meshing tooth width thereof overlaps the bearing (14A) supporting the first clutch gear (9A) in the direction perpendicular to the axis, and the second clutch gear (9B) is also configured. The vehicle motor drive device according to any one of claims 1 to 7, wherein the meshing tooth width is formed so as to overlap with the bearing (14B) supporting the second clutch gear (9B) in a direction perpendicular to the axis. .   An electric vehicle in which at least one of the pair of left and right front wheels (1) and the pair of left and right rear wheels (2) is driven by the vehicle motor drive device according to any one of claims 1 to 8.   One of the pair of left and right front wheels (1) and the pair of left and right rear wheels (2) is driven by the engine (E), and the other is driven by the vehicle motor drive device according to any one of claims 1 to 8. Hybrid car.

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