JP2013002605A - Electric motor drive device for vehicle - Google Patents

Abstract

PROBLEM TO BE SOLVED: To provide a space-saving and simply-structured electric motor drive device capable of smoothly performing 2-stage and 3-stage shift transmission.SOLUTION: A first rotary case 39 is attached to a first input shaft 16 of an electric motor 4; inside the first rotary case 39, a second clutch C2 in a central section and a first clutch C1 in an outside section are coaxially installed in parallel; behind the first rotary case 39, a first one-way clutch F1 is installed in parallel with the first clutch C1; a first input gear 18 is attached to a tip of a first hollow shaft 17 extending from the first clutch C1; a first output shaft 23 extending from the first clutch C1 penetrates through the inside of the first hollow shaft 17, and a second input gear 24 is attached to a tip of the first output shaft 23; a first output gear 19 attached to a countershaft 20 provided in parallel with and at a predetermined distance from the first hollow shaft 17 and the first output shaft 23 engages with the first input gear 18, and a second output gear 25 engages with the second input gear 24; and power is transmitted to axles 37a, 37b through a differential gear device 40.

Description

  The present invention relates to a vehicular electric motor drive device that uses an electric motor as a drive source and decelerates the output of the electric motor to transmit it to wheels.

  Generally, an electric motor used as a wheel driving force source in an electric vehicle, a hybrid vehicle, or the like can be driven in a wider rotational speed range than an internal combustion engine. Therefore, it is not always necessary to provide a transmission for switching the gear ratio from the electric motor to the wheels. However, by providing a simple transmission between the electric motor and the wheel that switches the gear ratio in about two stages, it is possible to transmit a large torque to the wheel and drive the electric motor with high efficiency over a wide vehicle speed range. It becomes possible.

  By using a two-speed reduction mechanism, the maximum torque of the motor can be reduced as compared to a system using a fixed reduction ratio reduction mechanism. In general, the two-speed reduction mechanism can automatically switch between a high gear and a low gear according to a traveling state by a hydraulic control mechanism, and can realize a seamless acceleration from the start to the maximum speed. Low gear is mainly used for low speed and high driving force, and high gear is used for high speed cruising.

  FIG. 6 shows the relationship between the output rotational speed and the driving force, where (a) shows a fixed reduction, and (b) shows a case where a two-speed reduction is employed, and a two-speed reduction mechanism is used. This greatly expands the area where the motor can be used with high efficiency. That is, as is apparent from the figure, the adoption of the two-speed reduction type reduction mechanism makes it possible to expand the high-efficiency operating range of the motor almost twice, and as a result, the effect of suppressing power consumption is increased.

Japanese Patent Application Laid-Open No. 2011-33071 “Vehicle Electric Motor Drive Device” reduces the size of the electric motor drive device so that the torque transmission path can be switched smoothly.
Therefore, a first shaft is provided coaxially with the output shaft of the electric motor, and a second shaft is provided in parallel with the first shaft. The first shaft is formed by an outer rotating shaft and an inner rotating shaft inserted into the outer rotating shaft, a first reduction gear train is provided between the inner rotating shaft and the second shaft, and the outer rotating shaft and the second rotating shaft are provided. A second reduction gear train having a reduction ratio smaller than that of the first reduction gear train is provided between the shafts. On the first shaft, a first friction clutch that fastens the output shaft and the inner rotary shaft by the operation of the first shift switching actuator, and a second friction that fastens the output shaft and the outer rotary shaft by the operation of the second shift switching actuator. A clutch is provided to reduce the size of the electric motor drive device so that the torque transmission path can be switched smoothly.

  By the way, the switching mechanism adopted by the “vehicle electric motor drive device” changes the rotation of the motor to the axial displacement by the lead of the screw, and can control the motor current to control the fine axial displacement and load. I can do it. However, the switching mechanism performs a so-called clutch-to-clutch shift in which one clutch is disengaged and the other clutch is coupled, and therefore the switching mechanism requires high accuracy. In addition, a switching mechanism is required for each clutch, which increases the manufacturing cost and requires a large space for accommodation.

The “vehicle electric motor drive device” according to Japanese Patent Application Laid-Open No. 2011-89632 is configured so that the electric motor drive device can be downsized and the torque transmission path can be switched smoothly. ) “Furthermore, each friction is applied to each of the first shift actuator that applies an axial pressing force to the first friction clutch and the second shift actuator that applies an axial pressing force to the second friction clutch. By providing position holding means for preventing the rotor from rotating in the direction in which the pressing element moves backward due to the reaction force from the clutch side, the first shift actuator and the second shift actuator are operated at the position where each friction clutch is operated. The shift actuator can be held, and at this time, the power supply to the motor can be cut off, thereby reducing the energy consumption. Although it described as can be. "Power consumption is increased by applying current constantly to the motor of the clutch engagement side as described in Patent Document 1. Further, an advanced reaction force prevention mechanism for preventing the rotor from rotating in the direction in which the presser moves backward due to the reaction force from the friction clutch side as described in Patent Document 2 is required.
“Vehicle Electric Motor Drive Device” according to Japanese Patent Application Laid-Open No. 2011-33071 “Vehicle Electric Motor Drive Device” according to JP 2011-89632 A

  As described above, the conventional vehicle electric motor driving apparatus employing the two-speed reduction mechanism has the above-described problems. The problem to be solved by the present invention is this problem. The torque transmission path can be smoothly switched without requiring an advanced clutch control mechanism for switching, and the clutch control can be achieved. Provided are a drive device and a drive control method for an electric motor for a vehicle that can suppress the power consumption at the time.

  The electric motor driving device according to the present invention employs the two-speed mode or the three-speed mode, so that the electric motor is always operated with high efficiency. Therefore, in the two-speed mode, two first clutches C1, second clutch C2, and one one-way clutch are used, and a plurality of gear trains are engaged by engaging the first clutch C1 in the low speed / medium speed state. The output shaft is transmitted so as to rotate.

  In the high speed state, the output shaft is transmitted through a plurality of gear trains by engaging the second clutch C2. A one-way clutch is arranged in parallel with the first clutch C1, and in a region where the motor torque is high in the low speed / medium speed state, the rotational torque is shared with the first clutch C1 and transmitted to the shaft. After that, when the rotational speed increases and the torque decreases, the first clutch C1 is disconnected and the second clutch C2 is controlled to be engaged while transmitting the rotational torque only by the one-way clutch, and the mode is switched to the two-speed mode. I can do it.

  Further, when the vehicle is coasting, the first clutch C1 and the second clutch C2 are not engaged, and the rotational torque is not transmitted from the output shaft to the motor due to the idling of the one-way clutch. Loss is reduced. Further, when the vehicle decelerates, the first clutch C1 or the second clutch C2 is engaged, and the rotational torque of the output shaft is transmitted to the electric motor in the low speed, medium speed, and high speed regions, and functions as a generator. To do. At the time of reverse, the motor reversely rotates. However, since the rotational torque cannot be transmitted to the output shaft due to the idling of the one-way clutch, the first clutch C1 is engaged to move backward.

On the other hand, in the three-speed mode, four first clutches C1, second clutch C2, third clutch C3, and fourth clutch C4 are used, and by engaging and disengaging these clutches, low speed, medium speed, In addition, it is possible to run by operating the electric motor with high efficiency in a high speed state.
In the low speed state in the 1ST mode, the first clutch C1 is engaged and the third clutch C3 is engaged, so that the output shaft can be rotated through a plurality of gear trains. In this case, the first one-way clutch F1 arranged in parallel with the first clutch C1 shares and transmits torque, and the second one-way clutch F2 arranged in parallel with the third clutch C3 also shares torque.

  That is, in a region where the motor torque is low, the third clutch C3 is engaged, and the second one-way clutch F2 arranged in parallel with the third clutch C3 is operated to share the torque. Further, the first one-way clutch F1 can also be operated to rotate the output shaft. The second clutch C2 can be engaged to switch to the 2ND mode, and at the time of deceleration regeneration, the first clutch C1 and the third clutch C3 can be engaged to generate electric power with the electric motor. To do.

  In the 2ND mode in the middle speed state, the second clutch C2 and the third clutch C3 are engaged, and the second one-way clutch F2 arranged in parallel with the third clutch C3 is operated to share the transmission torque. The output shaft can be rotated through a plurality of gear trains. By engaging the fourth clutch C4, the mode can be switched to the 3RD mode, and when the motor torque is low, the second clutch C2 is engaged and the second one-way clutch F2 is operated. Further, during deceleration regeneration, the second clutch C2 and the third clutch C3 are engaged so that the electric motor can generate power.

  When the 3RD mode is in the high speed state, the second clutch C2 and the fourth clutch C4 are engaged, and the output shaft can be rotated through a plurality of gear trains. And it functions so that electric power can be generated by the electric motor while the second clutch C2 and the fourth clutch C4 are engaged even during deceleration regeneration. On the other hand, in the reverse mode, the one-way clutch rotates idly, so that the first clutch C1 and the third clutch C3 are engaged to move backward.

    The drive device for the electric motor for a vehicle according to the present invention is different in the first clutch C1 and the second clutch C2 that are engaged in the low speed state and the high speed state, and uses the first clutch C1 and the second clutch C2 properly. The electric motor can be operated with high efficiency in accordance with the traveling state. In the present invention, a speed change motor is provided, and the speed change motor is operated to release the first clutch C1, drive by a one-way clutch, and engage the second clutch C2. Therefore, an advanced mechanism is not required for the engaging operation of the second clutch C2. Further, by configuring the first clutch C1 and the second clutch C2 to operate by operating one transmission motor, the entire drive device for the electric motor is made compact.

  And, by arranging the one-way clutch in parallel with the clutch, in the low rotation range where the motor torque is high, the transmission torque can be shared by both the clutch and the one-way clutch, and the rotation speed increases and the torque decreases. By the way, the clutch can be disengaged to shift to the speed change mode. Therefore, it is possible to perform gear shifting without performing clutch-to-clutch conversion as in the prior art, and therefore an advanced clutch control mechanism is not required.

  In addition, since the clutch and the one-way clutch function together in the low rotation speed range where the torque is high, the torque capacity of the clutch and the one-way clutch can be kept small, and the entire device can be made compact. . On the other hand, by engaging the clutch, the regenerative drive and the backward movement of the vehicle are possible.

  Further, switching from the first clutch C1 to the second clutch C2 for conversion from the 1ST mode to the 2ND mode, and conversely, from the second clutch C2 to the first clutch C1 for conversion from the 2ND mode to the 1ST mode. Since the switching can be performed by one switching mechanism, the space is saved. Further, since each clutch switching mechanism consumes electric power only when the clutch is switched, there is no need to always energize the clutch engagement side motor as in the case of the electric motor driving device described in Patent Document 1. The power consumption is reduced, and the advanced reaction force prevention mechanism described in Patent Document 2 is not necessary.

The Example which shows the control apparatus of the drive device of an electric motor. (A) is the Example which shows the drive device of the electric motor of a two-speed mode, (b) is a table | surface which shows the operating state of the clutch in each mode, and a one-way clutch. (A) is the Example which shows the drive device of the electric motor of 3 speed-change mode, (b) is a table | surface which shows the operating state of the clutch in each mode, and a one-way clutch. The example which shows the switching mechanism of a clutch. It is a graph which shows the relationship between the rotational speed of an axle and a motor driving force, (a) is the case of two-speed shift, (b) is the case of three-speed shift. (A) is a high efficiency region of the electric motor in the fixed reduction, and (b) is a high efficiency region of the electric motor in the two-speed transmission reduction.

  FIG. 1 is a schematic view showing a control system for a drive device for an electric motor for a vehicle according to the present invention. The control system includes a main control unit 1 for controlling a drive device for an electric motor for a vehicle. The main control unit 1 includes an engagement control unit 2 for two first clutches C1 and a second clutch C2, and a battery 3. The electric motor 4, the driving wheel rotational speed sensor, and the brake control unit 5 are connected in a state where information can be transmitted.

  The electric motor 4 can be controlled to output a desired rotational speed and torque by controlling the inverter 6. The clutch engagement control unit 2 includes a clutch switching mechanism for switching the engagement state of the two first clutches C1 and C2, and the first control command from the main control unit 1 is the first. Control is performed so that the clutch C1 and the second clutch C2 are engaged or released. Here, the first clutch C1 and the second clutch C2 are configured such that the clutch pusher 42 moves and is controlled as the transmission motor 26 rotates.

  Further, a brake control unit 5 is connected to the brake device of each wheel 7, 7..., And the brake control unit 5 is provided with a brake switching mechanism for switching a braking state. Can be controlled based on a control command from the main control unit 1 when the vehicle behavior becomes unstable and when the behavior of the vehicle becomes unstable.

  The electric motor 4 is electrically connected to the battery 3 via the inverter 6. Each of the electric motors 4 can perform a function as a motor (electric motor) that generates power by receiving power supply and a function as a generator (generator) that generates power by receiving power supply. I can do it. When the electric motor functions as a generator, the generated electric power is supplied to the battery 3 and charged.

  Further, when the electric motor 4 functions as a motor, the electric motor 4 rotates by receiving the supply of electric power charged in the battery 3. The operation control of the electric motor 4 is performed via the inverter 6 in accordance with a control command from the main control unit 1. Note that the battery 3 is an example of a power storage device. Since various types of power storage devices exist, other power storage devices can be used, or a plurality of types of power storage devices can be used in combination.

  The main control unit 1 is configured to be able to acquire information from sensors and the like provided in each part of the vehicle in order to acquire information of each part of the vehicle on which the drive device for the vehicle electric motor is mounted. . The main control unit 1 is configured to be able to acquire information from an electric motor rotation sensor, a vehicle speed sensor, a battery state detection sensor, an accelerator operation detection sensor 8, a brake operation detection sensor 9, and a shift position detection sensor 10.

  The electric motor rotation sensor is a sensor that detects the rotation speed of the electric motor 4. The vehicle speed sensor is a sensor that detects the vehicle speed by detecting the rotation speed of a wheel such as a drive wheel or a member that rotates at a speed proportional to the wheel. The battery state detection sensor is a sensor for detecting a state such as a charge amount of the battery 3, and is configured by, for example, a voltage sensor, a current sensor, or the like. The accelerator operation detection sensor 8 is a sensor for detecting the operation amount of the accelerator pedal 11. The brake operation detection sensor 9 is a sensor for detecting the operation amount of the brake pedal 12 interlocked with the wheel brake. The shift position detection sensor 10 is a sensor for detecting a selected position of the shift lever 13 of the vehicle.

  The main control unit 1 selects an appropriate operation mode using information acquired by each sensor. The main control unit 1 controls the driving state of the electric motor 4, or controls the first clutch C1 and the second clutch C2 via the first clutch C1 and the second clutch C2 engagement control unit 2, and By controlling the engagement state of the brake devices of the wheels 7, 7... Via the brake control unit 5, the drive device of the vehicle electric motor is controlled so as to operate in the selected operation mode. In addition, the main control unit 1 controls the running state of the vehicle so that appropriate running is performed according to the selected operation mode by cooperatively controlling the operating state of the drive device for the vehicle electric motor. I can do it.

  In the present embodiment, the main control unit 1 includes a storage unit 14 that stores the characteristics of the electric motor 4. In the storage unit 14, the operation mode is determined according to the state of each part of the vehicle. The control map 15 used for the is stored. That is, based on the control map 15, the vehicle is configured to be able to travel in the most efficient state.

FIG. 2 is a schematic view of a drive device for a vehicle electric motor according to the present invention. The rotational torque of the electric motor 4 is transmitted to the axle 37 via the first clutch C1, the first one-way clutch F1, or the second clutch C2.
The first input shaft 16 of the electric motor 4 extends and the second clutch C2 is attached to the tip, and the first output shaft 23 extends concentrically from the second clutch C2, and the tip of the first input shaft 16 extends. A cylindrical first rotating case 39 is attached to the first rotating case 39, the second clutch C2 is concentrically provided inside the first rotating case 39, and the first clutch C1 is provided on the outer side. Yes. Both the first clutch C1 and the second clutch C2 are coaxial with the first rotating case 39, and their positional relationships are arranged in parallel with each other. Further, the first one-way clutch F1 is attached concentrically behind the first rotating case 39.

  A first output shaft 23 extends from the second clutch C <b> 2, and a second input gear 24 is attached to the tip of the first output shaft 23 so that it can rotate together with the first output shaft 23. A cylindrical first hollow shaft 17 extends from the first clutch C 1, a first input gear 18 is attached to the tip, and the first output shaft 23 passes through the center hole of the first hollow shaft 17. It extends. Therefore, if the electric motor 4 operates, the first input shaft 16 rotates and the first rotation case 39 rotates together with the first input shaft 16. And the 2nd clutch C2 attached to the 1st input shaft 16 rotates, the 1st clutch C1 attached to the outside part of the 1st rotation case 39 also rotates simultaneously, and also the 1st rotation case 39 of The first one-way clutch F1 provided at the rear can also rotate.

  The second input gear 24 attached to the tip of the first output shaft 23 extending from the second clutch C <b> 2 meshes with the second output gear 25. A counter gear 21 is attached to the tip of the counter shaft 20 extending from the second output gear 25. Further, the first output gear 19 is attached to the countershaft 20, so that the counter gear 21 can be rotated via the countershaft 20 by the second output gear 25 or the first output gear 19, The first output gear 19 and the second output gear 25 are both attached to the counter shaft 20 so that the rotation speeds are the same. The first output gear 19 meshes with a first input gear 18 attached to the tip of the first hollow shaft 17.

  The counter gear 21 meshes with the diff ring gear 22, and the rotation of the diff ring gear 22 drives the axles 37a and 37b via the differential gear device 40 to rotate the wheels 7 and 7 connected to the axles 37a and 37b. To do. Therefore, the first clutch C1 and the second clutch C2 are accommodated in the first rotating case 39 and rotated by the electric motor 4, and if the outer first clutch C1 is engaged, go to the first hollow shaft 17. The rotational torque is transmitted, and at the same time, the rotational torque of the first one-way clutch F1 is also transmitted to the first hollow shaft, and the first input gear 18 rotates. When the second clutch C2 is engaged, the rotation of the electric motor 4 is transmitted to the first output shaft 23 and the second input gear 24 rotates.

  By the way, the first clutch C1 and the second clutch C2 can be switched by the transmission motor 26. Therefore, if the transmission motor 26 rotates, the clutch pusher 42 moves, and the slide plate 45 is connected via the thrust bearing 41 so that it can move along the first input shaft 16. And the connection part 46 connected with the slide plate 45 is connected with the mechanism which penetrates the 1st rotation case 39 and engages / releases the 1st clutch C1 and the 2nd clutch C2. A small projecting portion 36 is provided on the outer periphery of the clutch pusher 42, and the projecting portion 36 approaches the sensor 29 and detects its position when the clutch pusher 42 moves.

(A) In the 1ST mode (1) Low / medium speed state If the first input shaft 16 of the electric motor 4 rotates, the first hollow shaft rotates by the engagement of the first clutch C1, and the first The first input gear 18 rotates with the hollow shaft. The large-diameter first output gear 19 meshing with the first input gear 18 rotates, and the counter shaft 20 rotates together with the first output gear 19. Then, the counter gear 21 provided at the tip of the counter shaft 20 rotates, and the diff ring gear 22 meshed with the counter gear 21 can rotate. The rotation of the diff ring gear 22 rotates the axles 37 a and 37 b via the differential gear device 40. Here, the first one-way clutch F1 arranged in parallel with the first clutch C1 is attached, the torque of the electric motor is large in the low-speed rotation region, and the transmission torque is transmitted between the first clutch C1 and the first one-way clutch F1. Sharing.

(2) Motor torque low region In the motor torque low region, the first one-way clutch F1 operates without engaging the first clutch C1. The first one-way clutch F <b> 1 is attached to the rear of the first rotation case 39 and can rotate together with the first rotation case 39. Therefore, when the first rotating case 39 rotates together with the first input shaft 16, the first one-way clutch F1 simultaneously rotates to transmit the rotational torque to the first hollow shaft and prepare for switching to the 2ND mode.

(3) Deceleration and regeneration state During deceleration and regeneration, the first clutch C1 is operated, and the electric motor 4 is controlled to function as a generator. That is, the rotation of the axles 37a and 37b rotates the diff ring gear 22 through the differential gear device 40, and the counter gear 21 meshed with the diff ring gear 22, and the first output gear 19 and the first input gear 18 rotate. . When the first input gear 18 rotates, the first hollow shaft 17 rotates, and when the first clutch C1 is engaged, the first rotation case 39 rotates. The first rotation case 39 is the first input of the electric motor 4. The shaft 16 can be rotated.

(B) Switching to 2ND mode and 2ND mode (1) Medium / high speed state When the motor torque is low as described above, the first input shaft 16 of the electric motor 4 is rotated via the first one-way clutch F1. If the rotational torque is transmitted, the first output shaft 23 fitted in the center hole of the first hollow shaft 17 rotates by the engagement of the second clutch C2, and the second input gear 24 together with the first output shaft 23 rotates. Rotate. The large-diameter second input gear 24 meshes with the small-diameter second output gear 25 and rotates, and the counter shaft 20 rotates together with the second output gear 25. Then, the counter gear 21 provided at the tip of the counter shaft 20 rotates, and the diff ring gear 22 engaged with the counter gear 21 can rotate. Then, the rotation of the diff ring gear 22 rotates the axles 37 a and 37 b via the differential gear device 40. In this case, because of the difference in gear ratio between the second input gear 24 and the second output gear 25 and the first input gear 18 and the first output gear 19 that are meshed with each other, the first hollow shaft 17 is connected to the first output shaft 23. Since the rotation speed becomes faster, the first one-way clutch F1 runs idle and does not operate.

(2) Deceleration regeneration During deceleration regeneration, the second clutch C2 is engaged to transmit the rotation of the axles 37a, 37b to the electric motor 4, and the electric motor 4 can function as a generator.
That is, the rotation of the axles 37a and 37b rotates the diff ring gear 22 through the differential gear device 40, and the counter gear 21 meshed with the diff ring gear 22, the second output gear 25, and the second input gear 24 rotate. . When the second input gear 24 rotates, the first output shaft 23 rotates, and when the second clutch C2 is engaged, the first input shaft 16 of the electric motor 4 can be rotated.

(C) In the reverse mode The electric motor 4 is reversely rotated during reverse, but the rotational torque cannot be transmitted to the axles 37a and 37b due to the idling of the first one-way clutch F1, so that the first clutch C1 is engaged and reverses. To do.

Thus, when the vehicle is running at low and medium speeds, the first clutch C1 is engaged, and when shifting to 2ND, the first clutch C1 is disengaged and the first one-way clutch F1 is operated to activate the second clutch C2. Engage. In the first clutch C1 and the second clutch C2, the clutch pusher 42 moves in the axial direction as the main shaft 27 of the transmission motor 26 rotates, and the ON sensors 29 and 29 of the first clutch C1 and the second clutch C2 are moved. And the first clutch C1 and the second clutch C2 OFF sensor 29, and the transmission motor 26 rotates and stops so as to detect ON-OFF by the movement of the clutch pusher 42.
That is, the clutch pusher 42 is displaced in the axial direction by the rotation of the speed change motor 26 and the first clutch C1 or the second clutch C2 is engaged via the thrust bearing 41, or the first clutch C1 and the second clutch C2. Are released together.

  The table shown in FIG. 2B shows the operating states of the first clutch C1, the second clutch C2, and the first one-way clutch F1 in each vehicle state in the 1ST mode, the 2ND mode, and the reverse mode. In the low / medium speed state of the 1ST mode, the first clutch C1 and the first one-way clutch F1 work, and in the low motor torque region, the first clutch C1 and the second clutch C2 do not engage, and the first one-way clutch F1 works. Control is performed so that the first clutch C1 operates during deceleration regeneration. In the 2ND mode, the second clutch C2 operates in the middle / high speed state, and the second clutch C2 also operates during deceleration regeneration. In the reverse mode, the first clutch C1 is controlled so as to operate at a low speed.

  FIG. 3 is a schematic diagram of a vehicle electric motor drive device according to the present invention in the case of the third speed mode, and shows the operation of the clutch and the one-way clutch in the vehicle state in each mode. The rotational torque of the electric motor 4 is transmitted through the first clutch C1, the first one-way clutch F1, or the second clutch C2 and through the third clutch C3, the second one-way clutch F2, or the fourth clutch C4. It is configured to transmit to 37b.

  The first input shaft 16 of the electric motor 4 extends and a second clutch C2 is attached to the tip thereof, and the first output shaft 23 extends concentrically from the second clutch C2 and extends to the tip of the first input shaft 16. A cylindrical first rotating case 39 is attached, and a second clutch C2 is provided concentrically inside the first rotating case 39, and a first clutch C1 is provided on the outer side. . Both the first clutch C1 and the second clutch C2 are coaxial with the first rotating case 39, and their positional relationship is arranged in parallel with each other. Further, the first one-way clutch F1 is attached concentrically behind the first rotating case 39.

  A first output shaft 23 extends from the second clutch C <b> 2, and a second input gear 24 is attached to the tip of the first output shaft 23 so that it can rotate together with the first output shaft 23. The first hollow shaft 17 extends from the first clutch C1, the first input gear 18 is attached to the tip, and the first output shaft 23 extends through the center hole of the first hollow shaft 17. . Therefore, if the electric motor 4 operates, the first input shaft 16 rotates, and the first rotating case 39 rotates together with the first input shaft 16. And the 2nd clutch C2 attached to the 1st input shaft 16 rotates, the 1st clutch C1 attached to the outer side of the 1st rotation case 39 also rotates simultaneously, and also the back of the 1st rotation case 39 The first one-way clutch F1 provided in the can also rotate.

  The second input gear 24 attached to the tip of the first output shaft 23 extending from the second clutch C <b> 2 meshes with the second output gear 25. A cylindrical second rotating case 43 is attached to a second input shaft 47 extending from the second output gear 25, and a fourth clutch C 4 and a third clutch C 3 are provided inside the second rotating case 43. The fourth clutch C4 is attached to the second input shaft 47, and the third clutch C3 is provided on the outer side of the second rotating case 43. Both the third clutch C3 and the fourth clutch C4 are coaxial with the second rotating case 43, and their positional relationship is arranged in parallel with each other. Further, the second one-way clutch F2 is attached concentrically behind the second rotating case 43.

  A second output shaft 33 extends from the fourth clutch C 4, and a fourth input gear 34 is attached to the tip of the second output shaft 33 so that it can rotate together with the second output shaft 33. The second hollow shaft 30 extends from the third clutch C3, the third input gear 31 is attached to the tip, and the second output shaft 33 extends through the center hole of the second hollow shaft 30. . The fourth input gear 34 meshes with the fourth output gear 35, the third input gear 31 meshes with the third output gear 32, and the fourth output gear 35 and the third output gear 32 are coaxial with each other. The differential gear device 40a is connected to be rotationally driven, and rotational torque can be transmitted to the axles 37a and 37b via the differential gear device 40a.

Therefore, the rotational torque of the second input shaft 47 is configured to be transmitted to the axles 37a and 37b via the third clutch C3, the second one-way clutch F2, or the fourth clutch C4.
Incidentally, the third clutch C3 and the fourth clutch C4 are configured to be switched by the transmission motor 26a. Therefore, the clutch pusher 42a is moved by the rotation of the transmission motor 26a, and the slide plate 45a is connected so as to be able to move along the second input shaft 47 via the thrust bearing 41a. A small protrusion 36a is provided on the outer periphery of the clutch pusher 42a, and the sensor 29a detects when the protrusion 36a approaches as the clutch pusher 42a moves.

(A) In the 1ST mode (1) Low speed state The first clutch C1 is engaged, the first input shaft 16 of the electric motor 4 rotates the first hollow shaft 17 and the first input gear together with the first hollow shaft 17 18 rotates. The large-diameter first output gear 19 meshing with the first input gear 18 rotates, and the second input shaft 47 rotates together with the first output gear 19. Then, the third clutch C3 is engaged to rotate the second hollow shaft 30, and the third input gear 31 at the tip rotates together with the second hollow shaft 30. The third output gear 32 meshed with the third input gear 31 rotates, and the axles 37a and 37b can rotate via the differential gear device 40a.

  In this case, the first one-way clutch F <b> 1 can act to give a rotational torque to the first hollow shaft 17, and the second one-way clutch F <b> 2 can work to give a rotational torque to the second hollow shaft 30. That is, the torque of the electric motor 4 is large in the low speed range, and the transmission torque is shared by combining the first clutch C1 and the first one-way clutch F1, and the transmission torque is also shared by combining the third clutch C3 and the second one-way clutch F2. is doing. The first one-way clutch F1 and the second one-way clutch F2 are arranged in parallel with the first clutch C1 and the third clutch C3.

(2) Motor torque low region (ready state for 2ND mode)
In this state, the first one-way clutch F1, the third clutch C3, and the second one-way clutch F2 can be operated to rotate the axles 37a and 37b.
(3) Deceleration regeneration When the vehicle decelerates, the first clutch C1 and the third clutch C3 work, and the electric motor 4 can be rotated by the rotation of the axles 37a and 37b to generate electric power. In this case, the first one-way clutch F1 and the second one-way clutch F2 do not run idle. As the axles 37a and 37b rotate, the third output gear 32 rotates through the differential gear device 40a, and the third input gear 31 meshed with the third output gear 32 and the third clutch C3 are engaged. As a result, the second input shaft 47 rotates together with the second rotation case 43, the first output gear 19 attached to the second input shaft 47 rotates, and the first input engaged with the first output gear 19 is rotated. The gear 18 rotates. Then, the first hollow shaft 17 rotates together with the first input gear 18, the first rotation case 39 rotates via the first clutch C1, and the first input shaft 16 and the electric motor 4 extending from the first rotation case 39 rotate. To do.

(B) Switching to the 2ND mode and in the 2ND mode (1) Medium speed state If the first input shaft 16 of the electric motor 4 rotates and transmits rotational torque via the first one-way clutch F1, the second clutch By engaging C2, the first output shaft 23 fitted in the center hole of the hollow first hollow shaft 17 rotates, and the second input gear 24 rotates together with the first output shaft 23. The second output gear 25 rotates in mesh with the second input gear 24, and the second input shaft 47 rotates together with the second output gear 25. The second rotating case 43 connected to the second input shaft 47 rotates, and the third clutch C3 attached to the outer side of the second rotating case 43 is engaged, whereby the second hollow shaft 30 rotates, and the third input gear 31 at the tip rotates together with the second hollow shaft 30. Then, the third output gear 32 meshed with the third input gear 31 rotates, the axles 37a and 37b rotate via the differential gear device 40a, and the wheels 7 attached to the axles 37a and 37b, 7 can be rotated.
In this case, the second one-way clutch F <b> 2 arranged in parallel with the third clutch C <b> 3 can work to give a rotational torque to the second hollow shaft 30. That is, the transmission torque transmitted from the electric motor 4 in the medium speed state and acting on the second hollow shaft 30 can be shared.

(2) Motor torque low region (ready state for 3RD mode)
In this state, the second clutch C2 and the second one-way clutch F2 are controlled so that the axles 37a and 37b can be rotated.
(3) Deceleration regeneration When the vehicle decelerates, the second clutch C2 and the third clutch C3 work and the electric motor 4 can be rotated by the rotation of the axles 37a and 37b to generate electric power. That is, the electric motor 4 functions as a generator. As the axles 37a and 37b rotate, the third output gear 32 rotates through the differential gear device 40a, and the third input gear 31 meshed with the third output gear 32 and the third clutch C3 are engaged. As a result, the second input shaft 47 rotates together with the second rotation case 43, the second output gear 25 attached to the second input shaft 47 rotates, and the second input gear meshes with the second output gear 25. The gear 24 rotates. And the 1st output shaft 23 rotates with the 2nd input gear 24, and the 1st input shaft 16 and the electric motor 4 rotate via the 2nd clutch C2.

(C) Switching to 3RD mode and 3RD mode (1) High-speed state If the first input shaft 16 of the electric motor 4 rotates, the second clutch C2 is engaged so that the hollow first hollow shaft 17 is engaged. The first output shaft 23 fitted in the center hole of the second rotation rotates, and the second input gear 24 rotates together with the first output shaft 23. The second output gear 25 rotates in mesh with the second input gear 24, and the second input shaft 47 rotates together with the second output gear 25. The second output shaft is fitted in the center hole of the second hollow shaft by the engagement of the fourth clutch C4 when the rotation of the second input shaft 47 transmits the rotational torque via the second one-way clutch F2. 33 rotates, and the fourth input gear 34 at the tip rotates together with the second output shaft 33. Then, the fourth output gear 35 meshed with the fourth input gear 34 rotates, and the axles 37a and 37b can rotate through the differential gear device 40a.

(2) Deceleration regeneration When the vehicle decelerates, the second clutch C2 and the fourth clutch C4 work to rotate the electric motor 4 by the rotation of the axles 37a and 37b, thereby generating electric power.
The fourth output gear 35 rotates through the differential gear device 40a due to the rotation of the axles 37a and 37b, and the fourth input gear 34 meshed with the fourth output gear 35 and the fourth input gear 34 are attached. The second output shaft 33 is rotated, the fourth clutch C4 is engaged, the second input shaft 47 is rotated, the second output gear 25 attached to the second input shaft 47 is rotated, The second input gear 24 meshed with the second output gear 25 rotates. And the 1st output shaft 23 rotates with the 2nd input gear 24, and the 1st input shaft 16 and the electric motor 4 rotate via the 2nd clutch C2.

(D) In reverse mode When the vehicle moves backward at a low speed, the first clutch C1 and the third clutch C3 are engaged. The first input shaft 16 of the electric motor 4 rotates in the reverse direction, and the first clutch C1 is engaged, whereby the first hollow shaft 17 rotates. Then, the first input gear 18 rotates together with the first hollow shaft 17, the first output gear 19 meshed with the first input gear 18 rotates, and the second input shaft 47 rotates. The second rotating case 43 connected to the second input shaft 47 rotates, and the second hollow shaft 30 rotates by engaging the third clutch C3 attached to the outer side of the second rotating case 43. Then, the third input gear 31 rotates together with the second hollow shaft 30, and the third output gear 32 engaged with the third input gear 31 rotates. The axles 37a and 37b can rotate through the differential gear unit 40a. In this case, the first one-way clutch F1 and the second one-way clutch F2 do not operate as the first hollow shaft 17 and the second hollow shaft 30 rotate in reverse.

  The table shown in FIG. 3B shows the first clutch C1, the second clutch C2, the third clutch C3, the fourth clutch C4, and the first clutch in each vehicle state in the 1ST mode, the 2ND mode, the 3RD mode, and the reverse mode. The operating states of the one-way clutch F1 and the second one-way clutch F2 are shown. In the low speed state of the 1ST mode, the first clutch C1, the first one-way clutch F1, the third clutch C3, and the second one-way clutch F2 operate, and in the low motor torque region of the 1ST mode, the first one-way clutch F1 and the third clutch C3. Further, the second one-way clutch F2 is operated, and the first clutch C1 and the third clutch C3 are controlled to operate during the deceleration regeneration in the 1ST mode.

In the 2ND mode, the second clutch C2, the third clutch C3, and the second one-way clutch F2 work, and in the 2ND mode motor torque low region, the second clutch C2 and the second one-way clutch F2 work. During the mode deceleration regeneration, the second clutch C2 and the third clutch C3 are controlled to work.
The second clutch C2 and the fourth clutch C4 work at high speed in the 3RD mode, and the second clutch C2 and the fourth clutch C4 work at the time of deceleration regeneration in the 3RD mode.
In the reverse mode, the first clutch C1 and the third clutch C3 are controlled so as to operate at a low speed.

  FIG. 4 shows a specific example of a clutch switching mechanism 48 that can engage and disengage the first clutch C1 and the second clutch C2 when the transmission motor 26 rotates and the clutch pusher 42 moves in the axial direction. By forming a screw on the outer periphery of the main shaft 27 of the transmission motor 26, if the main shaft 27 is rotated by the transmission motor 26, the clutch pusher 42 is displaced in the axial direction and is a protrusion provided outside the clutch pusher 42. 36 outputs an ON-OFF signal in proximity to the sensors 29, 29,... To control the transmission motor to engage / release the first clutch C1 and the second clutch C2. .. Are formed in the outer periphery of the clutch pusher 42, and the ball 38 of the ball plunger 28 is fitted into the grooves 44, 44... To position the clutch pusher 42. Therefore, even if the first clutch C1 and the second clutch C2 are engaged, it is not necessary to continue supplying power to the transmission motor.

  Further, the clutch switching mechanism 48 shown in FIG. 5B uses a brake-equipped transmission motor 26 b instead of the ball plunger 28. When the brake-equipped transmission motor 26b is stopped, the brake does not act and the position is not shifted, and the same function as the ball plunger 28 can be achieved. A slide plate 45 is attached to the front end of the clutch pusher 42 through a thrust bearing 41 so as to be movable along the first input shaft 16. The clutch C2 is engaged and disengaged.

  FIG. 5A shows the relationship between the rotational speed of the axle and the motor driving force in the vehicle electric motor driving apparatus of the present invention having the 2nd speed mode of 1ST mode and 2ND mode. This is a two-stage shift, and represents a region of motor driving force in the 1ST mode and 2ND mode, and particularly in the same figure, a high efficiency region in the 1ST mode and a high efficiency region in the 2ND mode are shown. Therefore, by using the vehicle electric motor drive device of the present invention, the electric motor 4 can be operated in a high efficiency region by the main control unit 1 in the 1ST mode or the 2ND mode. Controlled.

  FIG. 5B shows the relationship between the rotational speed of the axle and the motor driving force in the vehicle electric motor driving apparatus of the present invention having the 3rd speed mode of 1ST mode, 2ND mode, and 3RD mode. This is a three-stage shift, and represents a region of motor driving force in the 1ST mode, 2ND mode, and 3RD mode, and particularly in the same figure, a high efficiency region in the 1ST mode and a high efficiency region in the 2ND mode, and The high efficiency region in 3RD mode is shown. Therefore, by using the vehicle electric motor drive device of the present invention, the main control unit 1 can be electrically operated in the above high efficiency region regardless of whether it is in the 1ST mode, 2ND mode, or 3RD mode. It is controlled so that the motor 4 can operate.

C1 1st clutch C2 2nd clutch C3 3rd clutch C4 4th clutch F1 1st one way clutch F2 2nd one way clutch 1 Main control unit 2 Clutch engagement control unit 3 Battery 4 Electric motor 5 Brake control unit 6 Inverter 7 Wheel 8 Acceleration operation detection sensor 9 Brake operation detection sensor
10 Shift position detection sensor
11 Accelerator pedal
12 Brake pedal
13 Shift lever
14 Memory
15 Control map
16 1st input shaft
17 1st hollow shaft
18 1st input gear
19 1st output gear
20 Counter shaft
21 Counter gear
22 Differential ring gear
23 1st output shaft
24 2nd input gear
25 2nd output gear
26 Variable speed motor
27 Spindle
28 Ball plunger
29 sensors
30 Second hollow shaft
31 3rd input gear
32 3rd output gear
33 2nd output shaft
34 4th input gear
35 4th output gear
36 Protrusion
37 axles
38 balls
39 First rotating case
40 differential gear
41 Thrust bearing
42 Clutch pusher
43 Second rotating case
44 groove
45 Slide plate
46 Connection
47 2nd input shaft
48 Clutch switching mechanism

Claims (11)

An electric motor drive device capable of two-speed shifting includes two sets of gear trains, one one-way clutch, two clutches, and a clutch switching mechanism that switches engagement of the clutches. A first rotating case is attached to one input shaft, a second clutch and a first clutch are mounted in parallel in the first rotating case, and the first one-way clutch is attached to the first rotating case. The first one-way clutch is connected to a first hollow shaft extending from the first clutch, a first input gear is attached to the tip of the first hollow shaft, and the second A first output shaft extending from the clutch penetrates the inside of the first hollow shaft, and a second input gear is attached to the tip, and is separated from the first hollow shaft and the first output shaft by a predetermined distance. flat The first output gear attached to the counter shaft provided in the first gear is engaged with the first input gear, the second output gear meshes with the second input gear, the torque transmission path is switched, and the power is transmitted to the axle via the differential gear unit. A drive device for an electric motor for a vehicle. In the drive device for an electric motor capable of two-speed shifting, in the 1ST mode, torque is generated by the first clutch and the first one-way clutch that are engaged to transmit a large torque of the electric motor in the low / medium speed state. The first one-way clutch operates in the low motor torque region, the first clutch engages in the deceleration regeneration state, and in the 2ND mode, the second clutch transmits the electric motor torque in the medium / high speed state. Is engaged, and in the deceleration regeneration state, the second clutch is engaged, and in the reverse mode, the first clutch is controlled to be engaged, and the switching from the first clutch to the second clutch is performed by A clutch that can be switched to engage the second clutch while disengaging the first clutch and transmitting the rotational torque only by the first one-way clutch The vehicle electric motor driving device according to claim 1, further comprising a mechanism instead. The clutch switching mechanism has a clutch pusher that moves along the main shaft of the electric motor as the transmission motor rotates, and the clutch can be switched by the movement of the clutch pusher. The drive apparatus of the electric motor for vehicles of description. The clutch switching mechanism has a clutch pusher that moves along the main shaft of the electric motor as the transmission motor rotates, and the connecting portion is moved into the first rotating case from a slide plate that moves together with the clutch pusher via a bearing. The first clutch and the second clutch are engaged so that the first clutch or the second clutch is engaged when the slide plate moves forward and backward, and both the first clutch and the second clutch are released at an intermediate position of the slide plate. 4. The drive device for an electric motor for a vehicle according to claim 1, 2, or 3, wherein said switching is possible. In the electric motor driving apparatus capable of performing three-speed shifting, two sets of gear trains, one one-way clutch, two clutches, and a clutch switching mechanism for switching engagement of the clutch are provided on the first input shaft side. Provided on each side of the second input shaft, a first rotation case is attached to the first input shaft of the electric motor, and the second clutch and the first clutch are arranged in parallel with each other in the first rotation case. The first one-way clutch is attached to the first rotating case in parallel with the first clutch, the first one-way clutch is connected to the first hollow shaft extending from the first clutch, and the first hollow shaft A first input gear is attached to the tip, a first output shaft extending from the second clutch passes through the inside of the first hollow shaft, a second input gear is attached to the tip, and the first hollow axis The first output gear attached to the second input shaft provided in parallel with a predetermined distance from the first output shaft meshes with the first input gear, the second output gear meshes with the second input gear, and the second A second rotating case is attached to the input shaft, a fourth clutch and a third clutch are mounted in parallel in the second rotating case, and a second one-way clutch is attached to the second rotating case. The second one-way clutch is connected to a second hollow shaft that is attached in parallel with the third clutch and extends from the third clutch, and a third input gear is connected to the tip of the second hollow shaft, and the fourth clutch. The second output shaft extending from the inside penetrates the inside of the second hollow shaft and has a fourth input gear attached to the tip thereof, and is parallel to the second hollow shaft and the second output shaft at a predetermined distance. The third output gear attached to the shaft provided in the If the fourth output gear meshes with the fourth input gear, a vehicle electric motor of the drive unit, characterized in that transmitting power to the axles via a differential gear unit by switching the torque transmission path. In the electric motor driving apparatus capable of performing three-speed shifting, in the 1ST mode, the first clutch and the third clutch are engaged and the first one-way clutch is engaged in order to transmit a large torque of the low-speed electric motor. The second one-way clutch works to share torque, the third clutch engages in the low motor torque region, the first one-way clutch and the second one-way clutch work, and the first clutch and the third clutch engage in the deceleration regeneration state. In the 2ND mode, the second clutch and the third clutch are engaged and the second one-way clutch is operated to transmit the electric motor torque in the medium speed state, and the second clutch is engaged in the low motor torque region. And the second one-way clutch works, and in the deceleration regeneration state, the second clutch and the third clutch are engaged. In the 3RD mode, the second clutch and the fourth clutch are engaged in the high speed state, the second clutch and the fourth clutch are engaged in the deceleration regeneration state, and in the reverse mode, the first clutch and the third clutch are engaged. Switching from the first clutch to the second clutch is performed so that the second clutch is engaged while the first clutch is disconnected and the rotational torque is transmitted only by the first one-way clutch. Similarly, the switching from the third clutch to the fourth clutch is a clutch that can be switched so that the third clutch is disconnected and the fourth clutch is engaged while the rotational torque is transmitted only by the second one-way clutch. The drive device for an electric motor for a vehicle according to claim 5, further comprising a switching mechanism. The clutch switching mechanism has a clutch pusher that moves along the main shaft of the electric motor as the speed change motor rotates. Switching of the clutch in the first rotating case by the movement of the clutch pusher and another clutch pusher The drive device for an electric motor for a vehicle according to claim 5, wherein the clutch in the second rotation case can be switched by moving the motor. The clutch switching mechanism has a clutch pusher that moves along the main shaft of the electric motor as the transmission motor rotates, and the connecting portion is moved into the first rotating case from a slide plate that moves together with the clutch pusher via a bearing. The first clutch and the second clutch are engaged so that the first clutch or the second clutch is engaged when the slide plate moves forward and backward, and both the first clutch and the second clutch are released at an intermediate position of the slide plate. On the other hand, the connecting portion is extended into the second rotating case from the slide plate that moves together with another clutch pusher via the bearing, and the third or fourth clutch is moved forward and backward by the slide plate moving forward and backward. The third clutch and the fourth clutch are engaged so that both the third clutch and the fourth clutch are released at the intermediate position of the slide plate. Claim 5 which enables Toggles claim 6, or claim 7 for a vehicle electric motor driving device according. The positioning of the clutch switching mechanism can be detected by a sensor and a protruding portion of the clutch pusher. Claims 1, 2, 3, 4, 5, 6, 7, or The drive apparatus of the electric motor for vehicles of Claim 8. A concave groove on the outer periphery of the clutch pusher is formed, and a ball of a ball plunger is fitted into the concave groove to position the clutch pusher. Claims 1, 2, 3, 4, The drive device for a vehicle electric motor according to claim 5, claim 6, claim 7, claim 8, or claim 9. Claims 1, 2, 3, 4, 5, 6, 7, and 7 wherein a brake is incorporated in the transmission motor of the clutch pusher to position the clutch pusher. The drive device for an electric motor for a vehicle according to claim 8 or claim 9.

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