JP2012219850A - Vehicle motor drive, and automobile - Google Patents

Abstract

PROBLEM TO BE SOLVED: To provide a vehicle motor drive using a two-way roller clutch for reducing vibration and abnormal noise when a pressed accelerator pedal is released and pressed again.SOLUTION: The vehicle motor drive includes: an input shaft 7 to which rotation of an electric motor 3 is input; a first-speed input gear 9A and a second-speed input gear 9b provided on the input shaft 7; a first-speed output gear 10A and a second-speed output gear 10B engaging with the first-speed input gear 9A and the second-speed input gear 9B, respectively; a two-way roller clutch 16A for a first speed; a two-way roller clutch 16B for a second speed; and a motor torque control device 59 for the electric motor 3. The motor torque control device 59 executes control so that the electric motor 3 is used for generating torque to hold the two-way roller clutch 16A for a current shift stage at an engaging position when the accelerator pedal 61 is not pressed.

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.

  An electric motor, a transmission that changes the rotation of the electric motor, and a differential that distributes the rotation output from the transmission to left and right wheels as a vehicle motor driving device used in a drive device of an electric vehicle and a hybrid vehicle What consists of a gear is conventionally 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.

  As such a vehicle motor drive device, for example, a device described in Patent Document 1 is known. The vehicle motor drive device described in Patent Document 1 includes a friction clutch provided in each of two rotation transmission paths having different gear ratios, and a speed change actuator that selectively engages the friction clutch.

  Here, the friction clutch is an arrangement in which a pressure plate connected to the upstream side of the rotation transmission path and a clutch plate connected to the downstream side of the rotation transmission path are arranged facing each other in the axial direction. When the pressure plate is brought into contact with the clutch plate, the rotation is transmitted via the frictional force between the contact surfaces.

JP 2010-223298 A

  By the way, the inventors of the present invention have examined a vehicle motor drive device using a two-way roller clutch instead of the above-described friction clutch as a clutch for switching two rotation transmission paths having different gear ratios. The following motor drive device has been devised.

An electric motor, an input shaft to which rotation of the electric motor is input, an output shaft arranged in parallel with the input shaft at an interval, a first speed input gear and a second speed input gear provided on the input shaft A first-speed output gear and a second-speed output gear that are provided on the output shaft and mesh with the first-speed input gear and the second-speed input gear, respectively, and a differential gear that distributes rotation of the output shaft to the left and right wheels,
The 1st speed output gear and the 2nd speed output gear are rotatably supported by the output shaft through bearings,
A 1-speed 2-way roller clutch that switches between transmission and disconnection of torque between the first-speed output gear and the output shaft, and 2 that switches between transmission and disconnection of torque between the 2-speed output gear and the output shaft A vehicle motor drive apparatus provided with a speed change actuator that selectively engages a high-speed 2-way roller clutch, a first-speed 2-way roller clutch, and a 2-speed 2-way roller clutch.

  Here, the first-speed two-way roller clutch includes a cylindrical surface provided on one of the inner periphery of the first-speed output gear and the outer periphery of the output shaft, a cam surface provided on the other, and the cam surface and the cylindrical surface. Between the roller incorporated between the engagement position for holding the roller and engaging the roller between the cam surface and the cylindrical surface and the neutral position for releasing the engagement of the roller with respect to the output shaft. A first-speed retainer provided so as to be relatively rotatable, and a first-speed switch spring that elastically holds the first-speed retainer in a neutral position. The first-speed retainer is in an engagement position and a neutral position. The transmission and interruption of torque can be switched by moving in the circumferential direction. The 2-speed 2-way roller clutch has the same configuration as the 1-speed 2-way roller clutch.

  Further, the speed change actuator is provided with a first speed friction plate that is prevented from rotating with respect to the first speed retainer and is movable in the axial direction between a position that contacts the side surface of the first speed output gear and a position that moves away from the position. A first-speed separation spring that urges the first-speed friction plate in a direction away from the side surface of the first-speed output gear, and a position that is prevented from rotating with respect to the second-speed retainer and that contacts the side surface of the second-speed output gear. A two-speed friction plate provided so as to be movable in the axial direction between the position, a two-speed separation spring that urges the two-speed friction plate in a direction away from the side surface of the second-speed output gear, and a first-speed friction plate Is provided so as to be movable in the axial direction between a first speed shift position where the first speed shift gear is pressed and brought into contact with the side face of the first speed output gear and a second speed shift position where the second speed friction plate is pressed and brought into contact with the side face of the second speed output gear. Shift ring and shift machine for moving the shift ring in the axial direction Consisting of.

  When the shift ring is moved to the 1st speed shift position by the operation of the shift mechanism, the 1st speed friction plate contacts the side face of the 1st speed output gear and the contact surface between the contact surfaces The first-speed friction plate is rotated relative to the output shaft by the friction force of the first-speed retainer, and the first-speed retainer that is prevented from rotating by the first-speed friction plate is engaged from the neutral position against the elastic force of the first-speed switch spring. Therefore, the roller held by the first-speed cage is engaged between the cam surface and the cylindrical surface, and torque is transmitted between the first-speed output gear and the output shaft. Similarly, when the shift ring is moved to the 2-speed shift position, the roller held by the 2-speed retainer engages between the cam surface and the cylindrical surface, and between the 2-speed output gear and the output shaft. Torque is transmitted.

  By the way, when the inventor of the present invention adopts the vehicle motor drive device having the above configuration, the roller of the first-speed two-way roller clutch or the second-speed two-way roller clutch is engaged between the cam surface and the cylindrical surface. In this state, when the accelerator pedal was returned from the state where the accelerator pedal was depressed, and then the accelerator pedal was depressed again, an unpleasant vibration / abnormal noise may be generated. This problem will be described below.

  For example, if the accelerator pedal is returned from the state where the accelerator pedal is depressed while the first-speed two-way roller clutch is engaged, the torque generated by the electric motor decreases as the accelerator operation amount decreases. From the first speed output gear and the first speed friction plate to the first speed retainer is smaller than the elastic force of the first speed switch spring. Moves from the engaged position to the neutral position, and the engagement of the first-speed two-way roller clutch is released.

  After that, when the accelerator pedal is depressed again, the torque generated by the electric motor increases as the accelerator operation amount increases, so that the electric motor transmits to the first-speed retainer via the first-speed output gear and the first-speed friction plate. Torque is greater than the elastic force of the first-speed switch spring, and the first-speed retainer moves from the neutral position to the engaging position against the elastic force of the first-speed switch spring due to the torque. There is a risk that uncomfortable vibration and noise may occur due to the impact of the re-engagement of the roller of the clutch when it is re-engaged between the cam surface and the cylindrical surface.

  Similarly, even when the 2-speed 2-way roller clutch is engaged, when the accelerator pedal is returned from the state where the accelerator pedal is depressed, the 2-speed retainer is moved from the engaged position to the neutral position by the elastic force of the 2-speed switch spring. The second-speed two-way roller clutch is disengaged, and when the accelerator pedal is depressed again, the second-speed two-way roller clutch roller is re-engaged. There is a risk that unpleasant vibrations or abnormal noise may occur due to impact.

  The problem to be solved by the present invention is that in a vehicle motor drive device using a two-way roller clutch, vibration and noise when the accelerator pedal is returned from the state where the accelerator pedal is depressed and then the accelerator pedal is depressed again. Is to prevent.

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 an interval, 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, and a motor torque control device that controls the torque generated by the electric motor;
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,
A first friction plate provided to be movable in the axial direction between a position where the speed change actuator is prevented from rotating with respect to the first cage and is in contact with a side surface of the first clutch gear; , A first separation spring that urges the first friction plate in a direction away from the side surface of the first clutch gear, and is prevented from rotating with respect to the second retainer and contacts the side surface of the second clutch gear. A second friction plate provided so as to be movable in the axial direction between a position and a separating position; and a second separating spring for biasing the second friction plate in a direction separating from the side surface of the second clutch gear. A first shift position that presses the first friction plate to contact the side surface of the first clutch gear and a second shift position that presses the second friction plate to contact the side surface of the second clutch gear. It can be moved axially between Consists of a shift ring, a shift mechanism for moving the shift ring in the axial direction,
The motor torque control device determines whether or not the accelerator pedal is depressed, and when the accelerator operation determination means determines that the accelerator pedal is not depressed, The torque for holding the retainer of the two-way roller clutch of the current gear stage in the engaged position against the elastic force of the switch spring that attempts to return the retainer of the way roller clutch from the engaged position to the neutral position. A configuration having roller engagement holding control means for executing roller engagement holding control generated by a motor is employed in a vehicle motor drive device.

  In the vehicle motor drive device adopting this configuration, when the shift ring is in the first shift position, the first friction plate contacts the side surface of the first clutch gear, and the first friction is caused by the friction force between the contact surfaces. The plate rotates relative to the clutch gear support shaft, and the first cage that is prevented from rotating by the first friction plate moves from the neutral position to the engaged position against the elastic force of the first switch spring. The roller held by the first cage engages between the cam surface and the cylindrical surface, and torque is transmitted between the first clutch gear and the clutch gear support shaft.

  When the vehicular motor drive device having the above-described configuration is employed, when the accelerator pedal is returned from the state where the accelerator pedal is depressed in the state where the first two-way roller clutch is engaged, the accelerator operation amount is reduced. The torque generated by the electric motor is reduced, but when the accelerator operation determining means determines that the accelerator pedal is not depressed, the roller engagement holding control means neutralizes the first cage from the engagement position. Roller engagement holding control is performed in which the electric motor generates torque for holding the first cage in the engaged position against the elastic force of the first switch spring trying to return to the position. Does not move from the engagement position to the neutral position, and the engagement of the first two-way roller clutch is maintained. The same applies to the state where the second two-way roller clutch is engaged. As described above, the engagement of the two-way roller clutch at the current gear stage is not released during a series of operations from when the accelerator pedal is returned to when the accelerator pedal is depressed again. Does not occur.

  The motor torque control device can be configured to execute the roller engagement holding control regardless of whether the brake pedal is depressed or not. Brake operation determination means for determining whether or not the brake operation amount is larger than a preset threshold value is further provided, and the roller engagement holding control means is configured so that the brake operation amount of the driver is determined by the brake operation determination means. It is preferable that the roller engagement holding control is canceled when it is determined that the value is larger than the threshold value. In this way, when the brake pedal is depressed, the generation of torque by the roller engagement holding control is stopped, so that it is possible to quickly decelerate and improve safety.

  The motor torque control device further includes brake operation determining means for determining whether or not the brake pedal is depressed, and the roller engagement holding control means is depressed by the brake operation determining means. It may be configured to release the roller engagement holding control when it is determined. Even in this case, when the brake pedal is depressed, the generation of torque by the roller engagement holding control is stopped, so that the speed can be quickly reduced and the safety can be improved.

  The roller engagement / holding control means can make the magnitude of torque generated by the electric motor constant by the roller engagement / holding control regardless of the vehicle speed. In this case, when the depression of the accelerator pedal is released in the state where the vehicle speed is slow and the roller engagement holding control is executed, the vehicle running resistance and the vehicle driving force (i.e. The difference in torque generated by the electric motor by the roller engagement holding control is small, and the speed of the vehicle can be maintained. However, when the depression of the accelerator pedal is released in a state where the vehicle speed is high and the roller engagement holding control is executed, the running resistance of the vehicle is large, so the running resistance of the vehicle greatly exceeds the vehicle driving force, The vehicle is likely to decelerate. As a result, the driver depresses the accelerator pedal to restore the decelerated vehicle speed, and wasteful electricity is consumed.

  Therefore, it is preferable that the magnitude of the torque generated by the electric motor by the roller engagement holding control is set so as to increase as the vehicle speed increases. In this way, when the vehicle speed is high, the torque generated by the electric motor is also increased by the roller engagement holding control. Therefore, the depression of the accelerator pedal is released and the roller engagement holding control is executed when the vehicle speed is high. When this is done, the difference between the running resistance of the vehicle and the vehicle driving force can be kept small, and the speed of the vehicle can be easily maintained. As a result, the driver can be prevented from depressing the accelerator pedal unnecessarily, and the amount of electricity consumed can be suppressed.

  Further, the magnitude of the torque generated by the electric motor by the roller engagement holding control can be set according to the gear position. In this way, the magnitude of the torque generated by the electric motor can be adjusted to an optimum level by the roller engagement holding control regardless of the gear position when the roller engagement holding control is executed. .

  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.

  When the vehicle motor drive device of the present invention is employed, when the accelerator pedal is returned from a state where the accelerator pedal is depressed, the electric motor attempts to return the cage at the current shift stage from the engagement position to the neutral position. Torque is generated to hold the current speed stage retainer in the engaged position against the elastic force of the spring, so that the current speed stage retainer does not move from the engaged position to the neutral position. Engagement of the way roller clutch is maintained. Therefore, when the accelerator pedal is returned after the accelerator pedal is returned, vibration and noise due to re-engagement of the roller do not occur.

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. FIG. 4 is an enlarged sectional view in the vicinity of the shift ring. Sectional view along line VI-VI in FIG. Sectional view along line VII-VII in FIG. Sectional view along line VIII-VIII in FIG. Sectional view showing shift mechanism 4 is an exploded perspective view of the vicinity of the second-speed cam member in FIG. Block diagram of the motor torque control device for the electric motor shown in FIG. FIG. 11 is a flowchart showing the control of the motor torque control device shown in FIG. The figure which shows the correspondence of the torque which generate | occur | produces with an electric motor, and the vehicle speed when performing roller engagement holding | maintenance control 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 5 that shifts and outputs the rotation of the motor shaft 4 of the electric motor 3, and the rotation output from the transmission 5. A differential gear 6 is distributed to the pair of left and right front wheels 1 of the electric vehicle EV shown in FIG. 1 or distributed to the pair of left and right rear wheels 2 of the hybrid vehicle HV shown in FIG.

  As shown in FIG. 3, the transmission 5 includes an input shaft 7 to which the rotation of the motor shaft 4 is input, an output shaft 8 disposed in parallel to the input shaft 7 at an interval, and an input shaft 7. The first-speed input gear 9A and the second-speed input gear 9B provided, and the first-speed output gear 10A and the second-speed output gear 10B provided on the output shaft 8 are provided.

  The motor shaft 4 is coaxially arranged in series with the input shaft 7 and is rotationally driven by a stator 12 of the electric motor 3 fixed to the housing 11. The input shaft 7 is rotatably supported by a pair of opposed bearings 13 incorporated in the housing 11, and the shaft end of the input shaft 7 is connected to the motor shaft 4 by spline fitting. The output shaft 8 is rotatably supported by a pair of opposed bearings 14 incorporated in the housing 11.

  The first-speed input gear 9 </ b> A and the second-speed input gear 9 </ b> B are arranged at an interval in the axial direction, and are fixed to the input shaft 7 so as to rotate integrally with the input shaft 7 about the input shaft 7. The first-speed output gear 10A and the second-speed output gear 10B are also arranged at intervals in the axial direction.

  As shown in FIG. 4, the first-speed output gear 10 </ b> A is formed in an annular shape that penetrates the output shaft 8, and is supported by the output shaft 8 via a bearing 15, and the output shaft 8 is centered on the output shaft 8. And can be rotated. Similarly, the second speed output gear 10 </ b> B is also rotatably supported by the output shaft 8 via the bearing 15.

  The first speed input gear 9A and the first speed output gear 10A mesh with each other, and rotation is transmitted between the first speed input gear 9A and the first speed output gear 10A. The 2nd speed input gear 9B and the 2nd speed output gear 10B are also meshed, and rotation is transmitted between the 2nd speed input gear 9B and the 2nd speed output gear 10B by the meshing. The reduction ratio between the second speed input gear 9B and the second speed output gear 10B is smaller than the reduction ratio between the first speed input gear 9A and the first speed output gear 10A.

  Between the first-speed output gear 10A and the output shaft 8, a first-speed two-way roller clutch 16A that incorporates torque transmission and switching between the first-speed output gear 10A and the output shaft 8 is incorporated. Further, a 2-speed 2-way roller clutch 16B is incorporated between the 2-speed output gear 10B and the output shaft 8 to switch torque transmission and interruption between the 2-speed output gear 10B and the output shaft 8. .

  Since the first-speed two-way roller clutch 16A and the second-speed two-way roller clutch 16B have the same symmetrical configuration, the second-speed two-way roller clutch 16B will be described below. The parts corresponding to the 2-speed 2-way roller clutch 16B 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. 5 to 7, the two-speed two-way roller clutch 16 </ b> B includes a cylindrical surface 17 provided on the inner periphery of the second-speed output gear 10 </ b> B and an annular second gear that is prevented from rotating on the outer periphery of the output shaft 8. It comprises a cam surface 19 formed on the cam member 18B, a roller 20 incorporated between the cam surface 19 and the cylindrical surface 17, a second speed holder 21B for holding the roller 20, and a second speed switch spring 22B. The cam surface 19 is a surface that forms a wedge-shaped space that gradually narrows from the circumferential center to both ends in the circumferential direction with the cylindrical surface 17. For example, as shown in FIG. 6, the cam surface 19 faces the cylindrical surface 17. It is a flat surface.

  As shown in FIGS. 4 and 10, the 2-speed retainer 21 </ b> B includes a cylindrical portion 24 in which a plurality of pockets 23 for accommodating the rollers 20 are formed at intervals in the circumferential direction, and a radial direction from one end of the cylindrical portion 24. And an inward flange portion 25 extending inward. The radially inner end of the inward flange portion 25 is supported so as to be slidable in the circumferential direction on the outer periphery of the second-speed cam member 18B, and the second-speed cage 21B causes the cam surface 19 and the cylindrical surface 17 to slide. Between the engagement position where the roller 20 is engaged and the neutral position where the engagement of the roller 20 is released, rotation relative to the output shaft 8 is possible. Further, the inward flange portion 25 of the second-speed cage 21B is restricted from moving in the axial direction, thereby making the second-speed cage 21B immovable in the axial direction.

  As shown in FIG. 6, each cam surface 19 is formed symmetrically with respect to a virtual plane including the center of rotation, so that the rollers 20 arranged between each cam surface 19 and the cylindrical surface 17 can rotate forward. The engagement is possible in both the direction and the reverse direction. That is, when the vehicle is advanced by the torque generated by the electric motor 3, the roller 20 held by the second-speed cage 21B is rotated by rotating the second-speed cage 21B in the normal rotation direction with respect to the output shaft 8. Is engaged with the narrow space on the forward rotation direction side between the cam surface 19 and the cylindrical surface 17, and the torque in the forward rotation direction is transmitted between the second speed output gear 9 </ b> B and the output shaft 8 via the roller 20. On the other hand, when the vehicle is moved backward by the torque generated by the electric motor 3, the second-speed cage is rotated by rotating the second-speed cage 21B relative to the output shaft 8 in the reverse direction. The roller 20 held by 21B is engaged with a narrow space on the reverse rotation direction side between the cam surface 19 and the cylindrical surface 17, and the reverse rotation direction is established between the second speed output gear 9B and the output shaft 8 via the roller 20. Can transmit the torque of And it has a function.

  As shown in FIGS. 7 and 10, the two-speed switch spring 22 </ b> B includes a C-shaped annular portion 26 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 26. Extending portions 27, 27. The C-shaped annular portion 26 is fitted into a circular switch spring accommodating recess 28 formed on the axial end surface of the second-speed cam member 18B, and the pair of extending portions 27 and 27 are axial end surfaces of the second-speed cam member 18B. It is inserted in the radial groove 29 formed in.

  The radial groove 29 is formed so as to extend radially outward from the inner peripheral edge of the switch spring accommodating recess 28 and reach the outer periphery of the second-speed cam member 18B. The extension portion 27 of the second speed switch spring 22B protrudes from the radially outer end of the radial groove 29, and the protruding portion of the extension portion 27 from the radial groove 29 is the cylindrical portion of the second speed cage 21B. 24 is inserted into a notch 30 formed at the end in the axial direction. The radial groove 29 and the notch 30 are formed to have the same width.

  The extending portions 27, 27 are in contact with the inner surface facing the circumferential direction of the radial groove 29 and the inner surface facing the circumferential direction of the notch 30, respectively, and 2 by the circumferential force acting on the contact surface. The speed holder 21B is elastically held in the neutral position.

  That is, when the second-speed cage 21B is rotated relative to the output shaft 8 and moved in the circumferential direction from the neutral position shown in FIG. 7, the position of the radial groove 29 and the position of the notch 30 are shifted in the circumferential direction. Therefore, the C-shaped annular portion 26 is elastically deformed in the direction in which the distance between the pair of extending portions 27, 27 is narrowed, and the pair of extending portions 27, 27 of the two-speed switch spring 22B are caused to radially change by the elastic restoring force 29. The inner surface of the notch 30 and the inner surface of the notch 30 are pressed, and a force in a direction to return the second-speed cage 21B to the neutral position is applied by the pressing.

  As shown in FIG. 4, the first-speed cam member 18A and the second-speed cam member 18B are prevented from rotating with respect to the output shaft 8 by spline fitting. The cam surface 19 of the first speed cam member 18A and the cam surface 19 of the second speed cam member 18B have the same number and the same phase. Further, the first speed cam member 18 </ b> A and the second speed cam member 18 </ b> B are non-movable in the axial direction by a pair of retaining rings 31 fitted to the outer periphery of the output shaft 8. A spacer 32 is incorporated between the first speed cam member 18A and the second speed cam member 18B.

  The first-speed two-way roller clutch 16A and the second-speed two-way roller clutch 16B can be selectively engaged by the speed change actuator 33.

  As shown in FIG. 5, the speed change actuator 33 includes a shift ring 34 movably provided in the axial direction between the first speed output gear 10 </ b> A and the second speed output gear 10 </ b> B, and the first speed output gear 10 </ b> A and the shift ring 34. A first-speed friction plate 35A incorporated in between, and a second-speed friction plate 35B incorporated between the second-speed output gear 10B and the shift ring 34.

  Here, since the first-speed friction plate 35A and the second-speed friction plate 35B have the same configuration with left-right symmetry, the second-speed friction plate 35B will be described below, and the first-speed friction plate 35A corresponds to the second-speed friction plate 35B. Parts are denoted by the same reference numerals or reference numerals in which the alphabet B at the end is replaced with A, and description thereof is omitted.

  The second-speed friction plate 35B is provided with a projecting piece 36 that engages with the notch 30 of the second-speed retainer 21B. The engagement between the projecting piece 36 and the notch 30 causes the second-speed friction plate 35B to hold the second speed. The rotation is stopped by the vessel 21B. The notch 30 of the second-speed retainer 21B accommodates the projecting piece 36 of the second-speed friction plate 35B so as to be slidable in the axial direction. By this sliding, the second-speed friction plate 35B rotates around the second-speed retainer 21B. It can move in the axial direction with respect to the second-speed retainer 21B between a position in contact with the side surface of the second-speed output gear 10B and a position away from the second-speed output gear 10B.

  A recess 37 is formed at the tip of the projecting piece 36 of the second speed friction plate 35 </ b> B, and a protrusion 38 that engages with the recess 37 is formed on the outer periphery of the spacer 32. The concave portion 37 and the convex portion 38 are engaged with the concave portion 37 and the convex portion 38 in a state where the second speed friction plate 35B is located away from the side surface of the second speed output gear 10B. Is prevented from rotating around the output shaft 8 via the spacer 32. At this time, the second-speed retainer 21B, which is prevented from rotating by the second-speed friction plate 35B, is held in the neutral position. Further, in a state where the second speed friction plate 35B is in a position in contact with the side surface of the second speed output gear 10B, the engagement between the concave portion 37 and the convex portion 38 is released to release the rotation prevention of the second speed friction plate 35B. It has become so.

  Between the second speed friction plate 35B and the second speed cam member 18B, a second speed separation spring 39B is incorporated in an axially compressed state, and the second speed friction plate is generated by the elastic restoring force of the second speed separation spring 39B. 35B is urged in a direction away from the side surface of the second-speed output gear 10B.

  The second speed separating spring 39B is a coil spring wound along the outer periphery of the spacer 32, and one end thereof is supported by the end face in the axial direction of the second speed cam member 18B via the second speed washer 39B. The 2-speed washer 39B is formed in an annular shape so as to cover the radial groove 29 on the axial end surface of the 2-speed cam member 18B.

  The shift ring 34 presses the first-speed friction plate 35A to contact the side surface of the first-speed output gear 10A, and the shift ring 34 presses the second-speed friction plate 35B to contact the side surface of the second-speed output gear 10B. It is supported so as to be movable in the axial direction between the speed shift position. Further, a shift mechanism 41 that moves the shift ring 34 in the axial direction between the first-speed shift position and the second-speed shift position is provided.

  As shown in FIGS. 8 and 9, the shift mechanism 41 is related to a shift sleeve 43 that rotatably supports the shift ring 34 via a rolling bearing 42 and an annular groove 44 provided on the outer periphery of the shift sleeve 43. A bifurcated shift fork 45, a shift rod 46 to which the shift fork 45 is fixed, a shift motor 47, and a motion conversion mechanism 48 (feed screw mechanism) that converts the rotation of the shift motor 47 into a linear motion of the shift rod 46 Etc.).

  As shown in FIG. 9, the shift rod 46 is arranged parallel to the output shaft 8 at a distance, and is supported by a pair of sliding bearings 49 incorporated in the housing 11 so as to be slidable in the axial direction. . The rolling bearing 42 incorporated between the shift ring 34 and the shift sleeve 43 is assembled so as to be immovable in the axial direction with respect to both the shift ring 34 and the shift sleeve 43.

  In the shift mechanism 41, the rotation of the shift motor 47 is converted into a linear motion by the motion conversion mechanism 48 and transmitted to the shift fork 45, and the linear motion of the shift fork 45 is transmitted to the shift ring 34 via the rolling bearing 42. As a result, the shift ring 34 is moved in the axial direction.

  As shown in FIG. 5, axially compressible preload springs 50 are incorporated in the axial clearances on both sides between the shift fork 45 and the annular groove 44. Thus, when the first speed friction plate 35A is pressed by the shift ring 34 and brought into contact with the side surface of the first speed output gear 10A, the preload spring 50 is adjusted by adjusting the relative position in the axial direction of the shift fork 45 with respect to the shift sleeve 43. Thus, it is possible to adjust the friction force between the contact surfaces of the first speed friction plate 35A and the first speed output gear 10A. Further, also when the second speed friction plate 35B is pressed by the shift ring 34 and brought into contact with the side surface of the second speed output gear 10B, the frictional force between the contact surfaces of the second speed friction plate 35B and the second speed output gear 10B is adjusted. Is possible.

  As shown in FIG. 3, a differential drive gear 51 that transmits the rotation of the output shaft 8 to the differential gear 6 is fixed to the output shaft 8.

  The differential gear 6 includes a differential case 53 that is rotatably supported by a pair of bearings 52, a ring gear 54 that is fixed to the differential case 53 coaxially with the rotational center of the differential case 53, meshed with the differential drive gear 51, and the rotational center of the differential case 53. The pinion shaft 55 is fixed to the differential case 53 in a direction perpendicular to the pinion shaft 55, the pair of pinions 56 are rotatably supported by the pinion shaft 55, and the pair of left and right side gears 57 meshed with the pair of pinions 56. The left side gear 57 is connected to the shaft end portion of the axle 58 connected to the left wheel, and the right side gear 57 is connected to the shaft end portion of the axle 58 connected to the right wheel. When the output shaft 8 rotates, the rotation of the output shaft 8 is transmitted to the differential case 53 via the differential drive gear 51, and the rotation of the differential case 53 is distributed to the left and right wheels via the pinion 56 and the side gear 57.

  The torque generated by the electric motor 3 is controlled by a motor torque control device 59 shown in FIG. This motor torque control device 59 corresponds to the shift range from the shift range detection means 60 (that is, whether the shift lever operated by the driver is in the D range, R range, N range, P range, etc.). A signal corresponding to the operation amount of the accelerator pedal 61 from the accelerator pedal 61, a signal corresponding to the operation amount of the brake pedal 62 from the brake pedal 62, and a signal corresponding to the traveling speed of the vehicle from the vehicle speed detecting means 63. However, a signal indicating the current gear position (one of the first speed and the second speed) is input from the gear position detecting means 64. In addition, the motor torque control device 59 outputs a command value for torque generated by the electric motor 3 to the inverter 65. The inverter 65 supplies power to the electric motor 3 and controls the supplied power so that torque corresponding to a command value from the motor torque control device 59 is generated in the electric motor 3.

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

  First, as shown in FIG. 5, when the first speed friction plate 35A is separated from the side surface of the first speed output gear 10A and the second speed friction plate 35B is also separated from the side surface of the second speed output gear 10B, the first speed holding is performed. 21A is held in the neutral position by the elastic force of the first speed switch spring 22A, and the second speed holder 21B is also held in the neutral position by the elastic force of the second speed switch spring 22B. The engagement of the roller 20 is released, and the 2-speed 2-way roller clutch 16B is also released from the engagement of the roller 20.

  In this state, even if the input shaft 7 is rotated by driving the electric motor 3 shown in FIG. 3, transmission of rotation is interrupted by the first-speed two-way roller clutch 16A and the second-speed two-way roller clutch 16B. The first speed output gear 10 </ b> A and the second speed output gear 10 </ b> B idle, and the rotation of the input shaft 7 is not transmitted to the output shaft 8.

  Next, when the shift mechanism 41 is operated and the shift ring 34 shown in FIG. 5 is moved toward the first-speed output gear 10A, the first-speed friction plate 35A comes into contact with the side surface of the first-speed output gear 10A. The first-speed friction plate 35A rotates relative to the output shaft 8 by the frictional force between the surfaces, and the first-speed retainer 21A that is prevented from rotating by the first-speed friction plate 35A resists the elastic force of the first-speed switch spring 22A. The roller 20 held by the first-speed holder 21A is pushed into the narrow portion of the wedge-shaped space between the cylindrical surface 17 and the cam surface 19 and engaged. Become.

  In this state, the rotation of the first speed output gear 10A is transmitted to the output shaft 8 via the first speed two-way roller clutch 16A, and the rotation of the output shaft 8 is transmitted to the axle 58 via the differential gear 6. . 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 HV shown in FIG. 2, the rear wheels 2 as auxiliary drive wheels are rotationally driven.

  Next, when the shift ring 34 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 41, the frictional force between the contact surfaces of the first speed friction plate 35A and the first speed output gear 10A. Therefore, the first-speed retainer 21A is moved from the engagement position to the neutral position by the elastic force of the first-speed switch spring 22A, and the first-speed two-way roller clutch 16A is engaged by the movement of the first-speed retainer 21A. Is released.

  When the shift ring 34 reaches the 2nd speed shift position, the 2nd speed friction plate 35B is pressed by the shift ring 34 and comes into contact with the side surface of the 2nd speed output gear 10B. The second-speed retainer 21B that rotates relative to the output shaft 8 and is prevented from rotating by the second-speed friction plate 35B moves from the neutral position to the engagement position against the elastic force of the second-speed switch spring 22B. The roller 20 held by the speed holder 21 </ b> B is pushed into and engaged with a narrow portion of the wedge-shaped space between the cylindrical surface 17 and the cam surface 19.

  In this state, the rotation of the second speed output gear 10B is transmitted to the output shaft 8 via the second speed two-way roller clutch 16B, and the rotation of the output shaft 8 is transmitted to the axle 58 via the differential gear 6.

  Similarly, by shifting the shift ring 34 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 16B is released and the 1st gear 2 way roller clutch 16A is engaged. Can be combined.

  By the way, in the vehicle motor drive device A configured as described above, the roller 20 of the first-speed two-way roller clutch 16A or the second-speed two-way roller clutch 16B is engaged between the cam surface 19 and the cylindrical surface 17. When the accelerator pedal 61 is returned from the state where the accelerator pedal 61 is depressed, and then the accelerator pedal 61 is depressed again, there is a possibility that unpleasant vibrations / noises may occur.

  For example, when the accelerator pedal 61 is returned from a state where the accelerator pedal 61 is depressed while the roller 20 held by the first-speed retainer 21A is engaged between the cam surface 19 and the cylindrical surface 17, the accelerator operation amount is reduced. As a result, the torque generated by the electric motor 3 decreases. At this time, if the torque transmitted from the electric motor 3 to the first speed retainer 21A via the first speed output gear 10A and the first speed friction plate 35A becomes smaller than the elastic force of the first speed switch spring 22A, the first speed The first-speed retainer 21A is moved from the engaged position to the neutral position by the elastic force of the switch spring 22A, and the engagement of the roller 20 of the first-speed 2-way roller clutch 16A is released.

  In this case, when the accelerator pedal 61 is depressed again, the torque generated by the electric motor 3 increases as the accelerator operation amount increases, so that the electric motor 3 passes through the first speed output gear 10A and the first speed friction plate 35A. The torque transmitted to the first-speed retainer 21A is larger than the elastic force of the first-speed switch spring 22A, and the first-speed retainer 21A resists the elastic force of the first-speed switch spring 22A due to the torque. The roller 20 of the first-speed two-way roller clutch 16A is re-engaged between the cam surface 19 and the cylindrical surface 17, and unpleasant vibrations / noises are generated by the impact of the re-engagement of the roller 20. There is a fear.

  Similarly, even when the roller 20 held by the second-speed cage 21B is engaged between the cam surface 19 and the cylindrical surface 17, when the accelerator pedal 61 is returned from the state where the accelerator pedal 61 is depressed, If the torque transmitted from the motor 3 to the second-speed cage 21B via the second-speed output gear 10B and the second-speed friction plate 35B becomes smaller than the elastic force of the second-speed switch spring 22B, the second-speed switch spring 22B When the second-speed cage 21B is moved from the engagement position to the neutral position by the elastic force, the engagement of the roller 20 of the second-speed two-way roller clutch 16B is released, and then when the accelerator pedal 61 is depressed again, 2 Since the roller 20 of the high-speed two-way roller clutch 16B is re-engaged, there is a possibility that unpleasant vibrations / noise may occur due to the impact of the re-engagement.

  Therefore, the motor torque control device 59 shown in FIG. 11 has a torque generated by the electric motor 3 based on signals from the shift range detecting means 60, the accelerator pedal 61, the brake pedal 62, the vehicle speed detecting means 63, and the gear position detecting means 64. By this control, vibration and noise due to re-engagement of the roller 20 are prevented.

  Hereinafter, the control by the motor torque control device 59 will be described based on the flowchart shown in FIG.

First, based on the signal from the shift range detection means 60, whether the shift range is in the forward range or backward range (D range, R range, etc.) or other shift range (N range, P range, etc.) Is determined (step S ₁ ). When it is determined that the shift range is the forward range or the reverse range, the current brake operation amount is set to be greater than a preset threshold Th based on signals from the brake pedal 62 and the accelerator pedal 61. It is determined whether it is small (step S ₂ ) and whether the accelerator pedal 61 is depressed (step S ₃ ).

When it is determined that the amount of brake operation is smaller than the threshold value Th and the accelerator pedal 61 is not depressed, the torque (that maintains the engagement of the two-way roller clutch 16A (or 16B) of the current gear stage) The roller engagement holding control (hereinafter referred to as “roller engagement holding torque”) generated by the electric motor 3 is executed (step S ₄ ).

  Here, when the first-speed two-way roller clutch 16A is engaged as the current shift stage, the roller engagement holding torque is the first speed that attempts to return the first-speed retainer 21A from the engagement position to the neutral position. This torque holds the first-speed retainer 21A in the engaged position against the elastic force of the switch spring 22A. Further, when the 2-speed 2-way roller clutch 16B is engaged as the current gear, the 2-speed retainer 21B resists the elastic force of the 2-speed switch spring 22B that attempts to return the engagement position to the neutral position. This is the torque that holds the second-speed cage 21B in the engaged position.

  When the shift range is the forward range, the roller engagement holding torque is a forward rotation torque, and the roller 20 of the two-way roller clutch 16A (or 16B) of the current gear stage is moved between the cam surface 19 and the cylindrical surface 17. Hold in a narrow space between the forward rotation direction. On the other hand, when the shift range is the reverse range, the roller engagement holding torque is the torque in the reverse direction, and the roller 20 of the two-way roller clutch 16A (or 16B) of the current gear stage is moved between the cam surface 19 and the cylindrical surface 17. It is held in a narrow space on the reverse direction side.

When the brake operation amount becomes larger than the threshold value Th (step S ₂ ), it is considered that the brake pedal 62 has been depressed, so the roller engagement holding control is canceled and the normal torque control is switched (step S). ₅ ). Here, as the normal torque control, for example, when the electric motor 3 is used as a brake when the vehicle is moving forward, there is control for causing the electric motor 3 to generate torque in the reverse direction. In the case where a friction brake device (not shown) installed on the wheels 1 and 2 is operated, control for reducing the generated torque of the electric motor 3 to zero can be mentioned.

Also, when it is determined that the accelerator pedal 61 is depressed (step S ₃ ), the roller engagement holding control is canceled and the normal torque control is switched (step S ₅ ). Here, as the normal torque control, for example, control for causing the electric motor 3 to generate a torque having a magnitude corresponding to the operation amount of the accelerator pedal 61 can be cited.

  When the vehicle motor drive device A having the above-described configuration is used, when the accelerator pedal 61 is returned from the state where the accelerator pedal 61 is depressed in the state where the first-speed two-way roller clutch 16A is engaged as the current shift stage, Since the electric motor 3 generates torque that holds the first-speed retainer 21A in the engaged position against the elastic force of the first-speed switch spring 22A that attempts to return the first-speed retainer 21A from the engaged position to the neutral position. The first-speed retainer 21A does not move from the engagement position to the neutral position, and the engagement of the roller 20 of the first-speed two-way roller clutch 16A is maintained. The same applies to the state where the roller 20 of the two-speed two-way roller clutch 16B is engaged between the cam surface 19 and the cylindrical surface 17. As described above, the engagement of the roller 20 of the two-way roller clutch 16A (or 16B) at the current gear stage is not released during a series of operations from when the accelerator pedal 61 is returned to when the accelerator pedal 61 is depressed again. No vibration or abnormal noise due to re-engagement of 20 occurs.

The motor torque control device 59 can also be configured to execute the roller engagement holding control (step S ₄ ) regardless of whether the brake pedal 62 is depressed. However, as shown in the above embodiment, when the driver's brake operation amount is larger than the threshold value Th (step S ₂ ), the roller engagement holding control (step S ₄ ) is canceled, When the brake pedal 62 is depressed, the generation of the roller engagement holding torque is stopped, so that it is possible to quickly decelerate and improve safety.

In the above embodiment, the roller engagement holding control (step S ₄ ) is released when it is determined that the driver's brake operation amount is larger than the threshold value Th, but the brake pedal 62 is depressed. The roller engagement holding control (step S ₄ ) may be released when it is determined that the brake pedal 62 is depressed based on a binary signal indicating whether or not the brake pedal 62 is depressed. Even in this case, when the brake pedal 62 is depressed, the generation of the roller engagement holding torque is stopped, so that the speed can be quickly reduced, and the safety can be improved.

The magnitude of the roller engagement holding torque can be constant regardless of the vehicle speed. In this case, when the depression of the accelerator pedal 61 is released in a state where the vehicle speed is low and the roller engagement holding control (step S ₄ ) is executed, the vehicle running resistance is small. The difference in vehicle driving force (that is, roller engagement holding torque) is small, and the vehicle speed can be maintained. However, when the depression of the accelerator pedal 61 is released and the roller engagement holding control (step S ₄ ) is executed in a state where the vehicle speed is high, the vehicle running resistance increases the vehicle driving force because the running resistance of the vehicle is large. It will greatly exceed, making it easier for the vehicle to decelerate. As a result, the driver depresses the accelerator pedal 61 to restore the decelerated vehicle speed, and wasteful electricity is consumed.

  Accordingly, it is preferable that the magnitude of the roller engagement holding torque is set so as to increase as the vehicle speed increases as shown in FIG. Thus, when the vehicle speed is high, the roller engagement holding torque also increases. Therefore, when the depression of the accelerator pedal 61 is released and the roller engagement holding control is executed while the vehicle speed is high, the vehicle travels. The difference between the resistance and the vehicle driving force can be kept small, and the vehicle speed can be easily maintained. As a result, the driver can be prevented from depressing the accelerator pedal 61 unnecessarily, and the amount of electricity consumed can be suppressed.

  Here, when the vehicle speed is zero, it is preferable to set the magnitude of the roller engagement holding torque to be larger than the running resistance of the vehicle. In this way, when the shift range is the forward range or the reverse range, the vehicle creeps by the torque generated by the electric motor 3 just by releasing the brake pedal 62 from the state where the vehicle is stopped. Driving operation becomes easier.

  Moreover, as shown in FIG. 13, the magnitude | size of roller engagement holding torque can be set according to a gear stage. In this way, the magnitude of the roller engagement holding torque can be adjusted to an optimum magnitude regardless of the gear position when the roller engagement holding control is executed.

DESCRIPTION OF SYMBOLS 1 Front wheel 2 Rear wheel 3 Electric motor 6 Differential gear 7 Input shaft 8 Output shaft 9A 1st speed input gear 9B 2nd speed input gear 10A 1st speed output gear 10B 2nd speed output gear 15 Bearing 16A 1st speed 2 way roller clutch 16B 2nd speed 2-way roller clutch 17 Cylindrical surface 19 Cam surface 20 Roller 21A First speed retainer 21B Second speed retainer 22A First speed switch spring 22B Second speed switch spring 33 Transmission actuator 34 Shift ring 35A First speed friction plate 35B Second speed friction plate 39A 1st-speed separation spring 39B 2nd-speed separation spring 41 Shift mechanism 59 Motor torque control device 61 Accelerator pedal 62 Brake pedal A Vehicle motor drive device E Engine EV Electric vehicle HV Hybrid vehicle

Claims (7)

An electric motor (3);
An input shaft (7) to which rotation of the electric motor (3) is input;
An output shaft (8) disposed parallel to and spaced from the input shaft (7);
A first input gear (9A) and a second input gear (9B) provided on the input shaft (7);
A first output gear (10A) and a second output gear (10B) provided on the output shaft (8) and meshing with the first input gear (9A) and the second input gear (9B), respectively;
A differential gear (6) for distributing the rotation of the output shaft (8) to the left and right wheels;
A motor torque control device (59) for controlling the torque generated by the electric motor (3),
A set of the first input gear (9A), the second input gear (9B) and the input shaft (7), and a set of the first output gear (10A), the second output gear (10B) and the output shaft (8). And a clutch gear support shaft (8) for rotatably supporting the first clutch gear (10A), the second clutch gear (10B), and these clutch gears (10A, 10B) via bearings (15). )age,
A first two-way roller clutch (16A) for switching torque transmission and disconnection between the first clutch gear (10A) and the clutch gear support shaft (8); and the second clutch gear (10B) A second two-way roller clutch (16B) for switching between torque transmission and interruption with the clutch gear support shaft (8), the first two-way roller clutch (16A) and the second two-way roller; A shift actuator (33) for selectively engaging the clutch (16B) is provided;
The first two-way roller clutch (16A) includes a cylindrical surface (17) provided on one of the inner periphery of the first clutch gear (10A) and the outer periphery of the clutch gear support shaft (8), and the other. The cam surface (19), the roller (20) incorporated between the cam surface (19) and the cylindrical surface (17), and holding the roller (20), the cam surface (19) Relative rotation with respect to the clutch gear support shaft (8) is possible between an engagement position for engaging the roller (20) between the cylindrical surfaces (17) and a neutral position for releasing the engagement of the roller (20). And a first switch spring (22A) for elastically holding the first cage (21A) in the neutral position,
The second two-way roller clutch (16B) includes a cylindrical surface (17) provided on one of the inner periphery of the second clutch gear (10B) and the outer periphery of the clutch gear support shaft (8), and the other. The cam surface (19), the roller (20) incorporated between the cam surface (19) and the cylindrical surface (17), and holding the roller (20), the cam surface (19) Relative rotation with respect to the clutch gear support shaft (8) is possible between an engagement position for engaging the roller (20) between the cylindrical surfaces (17) and a neutral position for releasing the engagement of the roller (20). And a second switch spring (22B) for elastically holding the second cage (21B) in the neutral position,
The speed change actuator (33) is axially movable between a position where it is prevented from rotating with respect to the first retainer (21A) and is in contact with a side surface of the first clutch gear (10A) and a position where it is separated. A first friction plate (35A) provided on the first friction plate, a first separation spring (39A) for urging the first friction plate (35A) in a direction away from the side surface of the first clutch gear (10A), A second friction plate (not provided for rotation with respect to the second cage (21B) and provided so as to be movable in the axial direction between a position contacting the side surface of the second clutch gear (10B) and a position separating from the position. 35B), the second friction plate (35B), the second separation spring (39B) that urges the second friction plate (35B) away from the side surface of the second clutch gear (10B), and the first friction plate (35A). The first clutch gear (10 ) And a second shift position that presses the second friction plate (35B) and contacts the side surface of the second clutch gear (10B) so as to be movable in the axial direction. A shift ring (34) provided and a shift mechanism (41) for moving the shift ring (34) in the axial direction;
The motor torque control device (59) includes an accelerator operation determining means (S ₃ ) for determining whether or not the accelerator pedal (61) is depressed, and the accelerator pedal (61) using the accelerator operation determining means (S ₃ ). Is determined not to be depressed, it resists the elastic force of the switch spring (22A) that attempts to return the cage of the two-way roller clutch (16A) of the current gear stage from the engaged position to the neutral position. Roller engagement / holding control means for performing roller engagement / holding control for generating torque at the electric motor (3) for holding the retainer (21A) of the two-way roller clutch (16A) at the current gear position in the engaged position. _{(S 4)} and the vehicle motor driving system having a. The motor torque control device (59) further includes brake operation determination means (S ₂ ) for determining whether or not the driver's brake operation amount is larger than a preset threshold value (Th).
The roller engagement holding control means (S ₄ ) is configured to engage the roller when the brake operation determining means (S ₂ ) determines that the driver's brake operation amount is greater than the threshold value (Th). The vehicle motor drive device according to claim 1, wherein the holding control is canceled. The motor torque control device (59) further includes brake operation determination means (S ₂ ) for determining whether or not the brake pedal (62) is depressed.
The roller engagement holding control means (S ₄ ) releases the roller engagement holding control when the brake operation determination means (S ₂ ) determines that the brake pedal (62) is depressed. The vehicle motor drive device according to claim 1. The roller engagement holding control means (S ₄ ) is configured such that the magnitude of torque generated by the electric motor (3) by the roller engagement holding control is set to increase as the vehicle speed increases. The motor drive device for vehicles in any one. The roller engagement holding control means (S ₄₎ are all by the roller engagement holding control the electric motor (3) of the torque generated by the magnitude of the claims 1-3, which is set according to the speed A vehicle motor drive device according to claim 1.   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 (A) according to any one of claims 1 to 5.   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 (A) according to any one of claims 1 to 5. A hybrid car designed to be driven.

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