JP2013243834A - Vehicle motor driving device - Google Patents

Abstract

PROBLEM TO BE SOLVED: To provide a compact vehicle motor driving device.SOLUTION: A vehicle motor driving device A has: an electric motor 3 that includes an annular stator 6 and a rotor 7 that is rotated on an inner side of the stator 6; a speed reducer 4 that decelerates rotation output from the electric motor 3; and a differential gear 5 that distributes rotation output from the speed reducer 4, to left and right wheels. A connection 26 between the electric motor 3 and a power wire 24 that supplies power to the electric motor 3 is provided closer to the speed reducer 4 relative to the electric motor 3.

Description

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

  As a vehicle motor drive device used for a drive device of an electric vehicle and a hybrid vehicle, an electric motor, a speed reducer that decelerates rotation output from the electric motor, and rotation output from the speed reducer to left and right wheels There is a known differential gear that distributes, and the speed reducer has a plurality of switchable reduction ratios (for example, Patent Document 1).

  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 reduction ratio of the reduction gear according to the traveling conditions. . Moreover, by setting it as a suitable reduction gear, the rotational speed of the rotation member of the reduction gear at the time of high-speed driving | running | working falls, the power loss of a reduction gear can be reduced, and the energy efficiency of a vehicle can be improved.

  By the way, in recent years, problems of the global environment and energy have been greatly taken up, and the development of electric vehicles and hybrid vehicles has become active. As an electric motor of a vehicle motor drive device used in such an electric vehicle or a hybrid vehicle, the inventors of the present invention have prototyped and evaluated an electric motor having a structure as shown in FIG.

  An electric motor 90 shown in FIG. 14 includes an annular stator 91 and a rotor 92 disposed inside the stator 91, and the rotor 92 is connected to a speed reducer (not shown). The stator 91 includes an annular stator core 94 having a plurality of teeth 93 arranged at equal intervals in the circumferential direction so as to surround the rotor 92, an electromagnetic coil 95 wound around each tooth 93 of the stator core 94, and each electromagnetic The coil end 96 includes a plurality of conductive wires that supply current to the coil 95.

  The coil end 96 is disposed so as to extend in the circumferential direction along the axial end surface of the stator core 94 opposite to the speed reducer (the right side in FIG. 14). A power supply line 97 extending from a power supply device (not shown) is connected to the coil end 96 via the connection portion 98. Here, the connection part 98 is located on the opposite side of the electric motor 90 from the speed reducer, and is disposed so as to protrude from the electric motor 90 in the axial direction.

JP 2011-58534 A

  By the way, in recent years, downsizing of a vehicle motor drive device used in an electric vehicle or a hybrid vehicle has become an important issue. Therefore, the inventor of the present invention cannot obtain a more compact vehicle motor drive device by devising the layout of the power supply line for supplying current to the electric motor based on the arrangement relationship between the electric motor and the speed reducer. I examined.

  The problem to be solved by the present invention is to provide a compact vehicle motor drive device.

  In order to solve the above problems, an electric motor including an annular stator and a rotor that rotates inside the stator, a speed reducer that reduces the rotation output from the electric motor, and a rotation output from the speed reducer In the vehicle motor drive device having a differential gear that distributes the power to the left and right wheels, a connection portion between the power supply line for supplying current to the electric motor and the electric motor is provided on the reduction gear side with respect to the electric motor.

  In this case, since the connecting portion between the power line and the electric motor is located on the speed reducer side with respect to the electric motor, the connecting portion and the speed reducer are arranged so as to overlap each other in the direction perpendicular to the axis. The axial length of can be suppressed.

  When the motor housing that houses the electric motor and the speed reducer housing that houses the speed reducer are provided to face each other in the axial direction of the electric motor, the motor housing has a portion that does not overlap the speed reducer housing in the axial direction. In addition, the power line lead-in port can be provided in a portion of the motor housing that does not overlap the reduction gear housing in the axial direction.

  Further, as the stator of the electric motor, an annular stator core having a plurality of teeth arranged at equal intervals in the circumferential direction so as to surround the rotor, electromagnetic coils wound around the teeth of the stator core, and the respective When adopting a coil end composed of a plurality of conductive wires for supplying current to the electromagnetic coil, the coil end is arranged so as to extend in the circumferential direction along the axial end surface of the stator core on the speed reducer side. And the said connection part can be arrange | positioned so that the coil end may be adjacent to an axial direction.

  When a rotation sensor for detecting the rotation speed of the rotor of the electric motor is provided, it is preferable that the rotation sensor is provided inside the stator of the electric motor so as to overlap the coil end of the stator in the radial direction. In this case, the rotation sensor and the coil end are arranged so as to overlap each other in the direction perpendicular to the axis, so that the length in the axial direction of the vehicle motor drive device can be suppressed, and this is opposite to the speed reducer of the electric motor. The axial length of the vehicle motor drive device can be shortened compared to the case where a rotation sensor is provided at the end on the side.

  The reduction gear may be a single-stage reduction gear having only a single reduction ratio, but may be a multiple-stage reduction gear having a plurality of switchable reduction ratios. In this way, since the reduction ratio of the reduction gear can be switched according to the traveling speed of the vehicle, the electric motor can be used in the energy efficient rotation range, and as a result, a small electric motor is adopted. Thus, the vehicle motor drive device can be effectively downsized.

  The reducer includes an input shaft to which rotation of the electric motor is input, a first input gear and a second input gear provided on the input shaft so as to rotate integrally with the input shaft, and the input shaft And an output shaft disposed in parallel with a space therebetween, and a first output gear provided on the output shaft so as to be rotatable with respect to the output shaft and meshing with the first input gear and the second input gear, respectively. And a second output gear, a first clutch incorporated between the first output gear and the output shaft, a second clutch incorporated between the second output gear and the output shaft, and the first clutch A shift actuator that selectively engages the second clutch and a differential drive gear that transmits the rotation of the output shaft to the differential gear can be employed.

  In the vehicle motor drive device employing the speed reducer having this configuration, the clutch of the current shift stage is disengaged from the first clutch and the second clutch by operating the shift actuator, and the clutch of the next shift stage is released. By engaging the gears, the reduction gear ratio of the reduction gear can be switched.

  A two-way roller clutch can be used as the first clutch and the second clutch. That is, as the first clutch, a cylindrical surface provided on one of the inner periphery of the first output gear and the outer periphery of the output shaft, a cam surface provided on the other, and between the cam surface and the cylindrical surface Relative rotation with respect to the output shaft between the incorporated roller, 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 two-way roller clutch comprising a first cage that can be provided and a first switch spring that elastically holds the first cage in the neutral position is used, and the second output gear of the second output gear is used as the second clutch. A cylindrical surface provided on one of the inner periphery and the outer periphery of the output shaft, a cam surface provided on the other, a roller incorporated between the cam surface and the cylindrical surface, and holding the roller, Engagement to engage roller between cam surface and cylindrical surface And a second switch for elastically holding the second holder at the neutral position, the second holder being provided so as to be relatively rotatable with respect to the output shaft between the position and the neutral position at which the roller is disengaged. A two-way roller clutch comprising a spring can be used.

  In this case, the speed change actuator is provided so as to be movable in the axial direction between a position where it is prevented from rotating with respect to the first retainer and is in contact with a side surface of the first output gear and a position where it is separated from the first output gear. A first friction plate, a first separation spring that urges the first friction plate in a direction away from the side surface of the first output gear, and a detent against the second retainer and the second output gear. A second friction plate provided so as to be movable in an axial direction between a position contacting the side surface and a position separating from the side surface; and a second friction plate biasing the second friction plate in a direction separating from the side surface of the second output gear. 2 separation springs, a first shift position for pressing the first friction plate to contact the side surface of the first output gear, and a second shift position for pressing the second friction plate to contact the side surface of the second output gear. Shift provided to be movable in the axial direction between shift positions And ring, can be adopted comprising a shift mechanism for moving the shift ring in the axial direction.

  When the shift actuator having this configuration is employed, when the shift ring is in the first shift position, the first friction plate comes into contact with the side surface of the first output gear, and the first friction plate outputs by the frictional force between the contact surfaces. Since the first cage that rotates relative to the shaft and is prevented from rotating by the friction plate moves from the neutral position to the engaged position, the first two-way roller clutch is engaged. At this time, since the second friction plate is separated from the side surface of the second output gear by the biasing force of the separation spring, the second retainer is held at the neutral position by the elastic force of the switch spring, and the second 2 The way roller clutch is disengaged.

  When the shift ring is moved in the axial direction from the first shift position toward the second shift position by the operation of the shift mechanism, the first friction plate is separated from the side surface of the first output gear by the biasing force of the separation spring. Since the friction between the first friction plate and the first output gear is reduced, the first cage moves from the engagement position to the neutral position by the elastic force of the switch spring, and the movement of the first cage Thus, the engagement of the first two-way roller clutch is released. When the shift ring reaches the second shift position, the second friction plate comes into contact with the side surface of the second output gear, and the friction force between the contact surfaces causes the second friction plate to rotate relative to the output shaft. Since the second cage that is prevented from rotating by the plate moves from the neutral position to the engaged position, the second 2-way roller clutch is engaged.

  Similarly, by disengaging the second 2-way roller clutch and engaging the first 2-way roller clutch by moving the shift ring in the axial direction from the second shift position to the first shift position. be able to.

  Moreover, it is also possible to employ a speed reducer having a configuration in which a clutch is incorporated in the first input gear and the second input gear in place of the first output gear and the second output gear. That is, as the speed reducer, an input shaft to which rotation of the electric motor is input, a first input gear and a second input gear provided on the input shaft so as to be rotatable with respect to the input shaft, and the first A first clutch incorporated between the input gear and the input shaft, a second clutch incorporated between the second input gear and the input shaft, and the first clutch and the second clutch are selectively engaged. A speed change actuator, an output shaft arranged in parallel with the input shaft at an interval, and an output shaft so as to rotate integrally with the output shaft, the first input gear and the second input A first output gear and a second output gear that respectively mesh with the gears, and a differential drive gear that transmits the rotation of the output shaft to the differential gear can be employed.

  Furthermore, a two-way roller clutch can be used as the first clutch and the second clutch. That is, as the first clutch, a cylindrical surface provided on one of the inner periphery of the first input gear and the outer periphery of the input shaft, a cam surface provided on the other, and a gap between the cam surface and the cylindrical surface. Relative rotation with respect to the input shaft between the incorporated roller and 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 two-way roller clutch comprising a first cage that can be provided and a first switch spring that elastically holds the first cage in the neutral position is used, and the second input gear of the second input gear is used as the second clutch. A cylindrical surface provided on one of the inner periphery and the outer periphery of the input shaft; a cam surface provided on the other; a roller incorporated between the cam surface and the cylindrical surface; Engagement to engage roller between cam surface and cylindrical surface And a second switch for elastically holding the second holder at the neutral position, the second holder being provided so as to be relatively rotatable with respect to the input shaft. A two-way roller clutch comprising a spring can be used.

  In this case, the speed change actuator is provided so as to be able to move in the axial direction between a position where it is prevented from rotating with respect to the first retainer and is in contact with a side surface of the first input gear and a position where it is separated. A first friction plate, a first separation spring that urges the first friction plate in a direction away from the side surface of the first input gear, and a detent against the second retainer and of the second input gear A second friction plate provided so as to be movable in an axial direction between a position contacting the side surface and a position separating from the side surface; and a second friction plate urging the second friction plate in a direction separating from the side surface of the second input gear. 2 separation springs, a first shift position for pressing the first friction plate to contact the side surface of the first input gear, and a second shift position for pressing the second friction plate to contact the side surface of the second input gear. Shift provided to be movable in the axial direction between shift positions And ring, can be adopted comprising a shift mechanism for moving the shift ring in the axial direction.

  In the vehicle motor drive device of the present invention, since the connecting portion between the power line and the electric motor is on the speed reducer side with respect to the electric motor, the connecting portion and the speed reducer are arranged to overlap in the direction perpendicular to the axis. The length of the vehicle motor drive device in the axial direction is suppressed and the vehicle is compact.

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 Enlarged view of the vehicle motor drive device shown in FIGS. The side view which looked at the motor drive device for vehicles shown in Drawing 3 from the reduction gear side Sectional view along line VV in FIG. FIG. 5 is an enlarged sectional view in the vicinity of the electric motor. Enlarged sectional view of the vicinity of the output shaft in FIG. Sectional view along line VIII-VIII in FIG. Sectional view along line IX-IX in FIG. Sectional view along line XX in FIG. Sectional drawing which shows the shift mechanism which moves the shift ring shown in FIG. 7 to an axial direction FIG. 7 is an enlarged sectional view near the shift ring. The expanded sectional view which shows the state which moved the shift ring shown in FIG. 12 to the 1-speed shift position Sectional view showing a reference example of an electric motor

  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 with reference to FIGS.

  As shown in FIG. 5, the vehicle motor drive device A shows the electric motor 3, the speed reducer 4 that decelerates the rotation output from the electric motor 3, and the rotation output from the speed reducer 4 in FIG. 1. It consists of a differential gear 5 that distributes to the pair of left and right front wheels 1 of the electric vehicle EV or distributes to the pair of left and right rear wheels 2 of the hybrid vehicle HV shown in FIG.

  As shown in FIG. 6, the electric motor 3 includes an annular stator 6 and a rotor 7 disposed inside the stator 6. The stator 6 and the rotor 7 are accommodated in a motor housing 8.

  The stator 6 includes an annular stator core 10 having a plurality of teeth 9 arranged at equal intervals in the circumferential direction so as to surround the rotor 7, electromagnetic coils 11 wound around the teeth 9 of the stator core 10, and the stator core 10. The coil end 12 extends in the circumferential direction along the end surface in the axial direction on the speed reducer 4 side (left side in FIG. 6). The coil end 12 is composed of a plurality of conductive wires that supply current to the electromagnetic coil 11 wound around each tooth 9 of the stator core 10. As the stator core 10, for example, one formed by laminating electromagnetic steel plates (for example, silicon steel plates) in the axial direction, or one formed by compacting metal magnetic powder can be used.

  The motor housing 8 includes a front housing 13 that covers the stator 6 of the electric motor 3 from the reduction gear 4 side, and a rear housing 14 that covers the stator 6 of the electric motor 3 from the side opposite to the reduction gear 4. The rear housing 14 is detachably fixed to the front housing 13. The stator core 10 is fixed to the rear housing 14 with bolts (not shown). When the rear housing 14 is removed from the front housing 13, the stator core 10 is also removed together with the rear housing 14.

  The rotor 7 includes a spindle 17 that is rotatably supported by a first bearing 15 and a second bearing 16 that are spaced apart in the axial direction, and a rotor core 18 that is mounted on the outer periphery of the spindle 17. The first bearing 15 is a rolling bearing that supports the spindle 17 on the speed reducer 4 side, and the second bearing 16 is a rolling bearing that supports the spindle 17 on the side opposite to the speed reducer 4. The rotor core 18 is a portion that receives a rotational force from the stator 6. For example, the rotor core 18 is formed by laminating annular electromagnetic steel plates (for example, silicon steel plates) in the axial direction, or an electromagnetic steel plate having magnet insertion holes in the axial direction. It is possible to use a laminate in which permanent magnets are embedded in the magnet insertion holes of the electrical steel sheet.

  The spindle 17 includes a hollow cylindrical rotor core mounting portion 19 and a first shaft portion 21 connected to an end plate 20 that closes an end portion of the rotor core mounting portion 19 on the speed reducer 4 side. The other end of the speed reducer 4 is formed so as to open. The first bearing 15 is mounted on the outer periphery of the first shaft portion 21, and the second bearing 16 is mounted on the inner periphery of the rotor core mounting portion 19. The rear housing 14 is provided with a second shaft portion 22 that fits on the inner periphery of the second bearing 16. The second shaft portion 22 is a hollow shaft for weight reduction.

  A rotation sensor 23 that detects the rotation speed of the rotor 7 is mounted inside the stator 6. The rotation sensor 23 includes a resolver rotor fixed to the outer periphery of the first shaft portion 21 and a resolver stator fixed to the motor housing 8. Here, the rotation sensor 23 is disposed so as to overlap the coil end 12 of the stator 6 in the radial direction. The rotation sensor 23 is connected to a power supply device (not shown) of the electric motor 3, and the supply voltage to the electric motor 3 is controlled based on the output signal of the rotation sensor 23.

  At the end of the motor housing 8 on the speed reducer 4 side, there is formed an inlet 25 for drawing a power line 24 extending from a power supply device (not shown) from the outside of the motor housing 8 in parallel with the axial direction of the electric motor 3. A power line 24 drawn from the drawing port 25 is connected to the coil end 12 via a connection portion 26. The electric motor 3 is rotationally driven by a current supplied through the power line 24.

  The connection portion 26 is provided so as to be positioned on the speed reducer 4 side with respect to the electric motor 3, and is fixed to the motor housing 8 so as to be adjacent to the coil end 12 in the axial direction. As the connection portion 26, for example, a screw type terminal block that is fixed by sandwiching a conductive metal fitting attached to the end of the power line 24 between the head of the terminal screw and the terminal block can be used. The motor housing 8 is provided with a service hole 27 for performing an operation of fixing the conductive metal fitting attached to the end of the power line 24 to the connection portion 26 and a cover 28 covering the service hole 27.

  As shown in FIG. 5, the speed reducer 4 includes an input shaft 30 to which the rotation of the rotor 7 of the electric motor 3 is input, and a first speed input provided on the input shaft 30 so as to rotate integrally with the input shaft 30. The gear 31A and the second speed input gear 31B, the output shaft 32 disposed in parallel to the input shaft 30 with a space therebetween, and the first speed output provided on the output shaft 32 so as to be rotatable with respect to the output shaft 32 A gear 33A and a second speed output gear 33B are provided.

  The input shaft 30 is arranged so as to be arranged in series on the same axis as the spindle 17 of the electric motor 3, and is rotatably supported by a pair of rolling bearings 34, 35 arranged at intervals in the axial direction. The shaft end of the input shaft 30 is connected to the shaft end of the first shaft portion 21 of the spindle 17, and the spindle 17 and the input shaft 30 are rotated together by this connection. The shaft ends can be connected to each other by, for example, spline fitting.

  As shown in FIG. 6, the front housing 13 includes an outer shell portion 36 formed so as to surround the outer periphery of the stator 6, and a partition wall portion 37 that separates the inside of the outer shell portion 36 between the stator 6 and the speed reducer 4. And a cylindrical boss portion 38 formed integrally with the partition wall portion 37 so as to surround the first shaft portion 21 of the spindle 17.

  On the inner periphery of the boss portion 38, the first bearing 15 that supports the first shaft portion 21 of the spindle 17 and the rolling bearing 35 on the electric motor 3 side of the pair of rolling bearings 34 and 35 that support the input shaft 30. Are assembled on the same axis at intervals in the axial direction. Further, an oil seal 39 that is in sliding contact with the outer periphery of the first shaft portion 21 of the spindle 17 is assembled between the first bearing 15 and the rolling bearing 35.

  As shown in FIG. 5, the output shaft 32 is rotatably supported by a pair of rolling bearings 40 and 41 arranged at intervals in the axial direction. Of the pair of rolling bearings 40 and 41 that support the output shaft 32, the rolling bearing 41 on the electric motor 3 side is assembled to the motor housing 8, and the rolling bearing 40 on the opposite side to the electric motor 3 houses the reduction gear 4. The speed reducer housing 42 is assembled. Of the pair of rolling bearings 34 and 35 that support the input shaft 30, the rolling bearing 34 on the side opposite to the electric motor 3 is also assembled to the reduction gear housing 42.

  As shown in FIGS. 3 and 4, the motor housing 8 and the speed reducer housing 42 are fastened by a bolt 29 in a state of being abutted in the axial direction (the axial direction of the electric motor 3 shown in FIG. 5). As shown in FIG. 4, the speed reducer housing 42 is formed to have an outer peripheral shape that enters the inner side of the outer periphery of the motor housing 8 when viewed in the axial direction from the speed reducer 4 side. The machine housing 42 has a portion that does not overlap in the axial direction. A lead-in port 25 for the power line 24 is disposed in a portion of the motor housing 8 that does not overlap the reduction gear housing 42 in the axial direction.

  As shown in FIG. 5, the first-speed input gear 31 </ b> A and the second-speed input gear 31 </ b> B are arranged at an interval in the axial direction and are fixed to the input shaft 30 so as to rotate integrally with the input shaft 30. The first-speed output gear 33A and the second-speed output gear 33B are also arranged at intervals in the axial direction.

  As shown in FIG. 7, the first-speed output gear 33 </ b> A is formed in an annular shape through which the output shaft 32 passes, and is supported by the output shaft 32 via a rolling bearing 43 </ b> A, and the output shaft 32 is centered on the output shaft 32. It can be rotated. Similarly, the second speed output gear 33B is also rotatably supported by the output shaft 32 via the rolling bearing 43B.

  The first-speed input gear 31A and the first-speed output gear 33A are meshed with each other, and rotation is transmitted between the first-speed input gear 31A and the first-speed output gear 33A. The 2nd speed input gear 31B and the 2nd speed output gear 33B are also meshed, and rotation is transmitted between the 2nd speed input gear 31B and the 2nd speed output gear 33B by the meshing. The reduction ratio between the second speed input gear 31B and the second speed output gear 33B is smaller than the reduction ratio between the first speed input gear 31A and the first speed output gear 33A.

  A first-speed two-way roller clutch 44A is incorporated between the first-speed output gear 33A and the output shaft 32 to switch torque transmission and interruption between the first-speed output gear 33A and the output shaft 32. When the clutch is engaged, the first-speed two-way roller clutch 44A transmits the torque when the torque is input in either the forward or reverse direction, and when the clutch is disengaged, When torque is input in either the forward or reverse direction, the wheel rotates idly. Similarly, a 2-speed 2-way roller clutch 44B for switching between torque transmission and interruption between the 2-speed output gear 33B and the output shaft 32 is also incorporated between the 2-speed output gear 33B and the output shaft 32. Yes.

  Since the first-speed two-way roller clutch 44A and the second-speed two-way roller clutch 44B have the same configuration, the first-speed two-way roller clutch 44A will be described below. Parts corresponding to the first-speed two-way roller clutch 44A are denoted by the same reference numerals or reference numerals in which the alphabet A at the end is replaced with B, and description thereof is omitted.

  As shown in FIGS. 7 to 9, the first-speed two-way roller clutch 44 </ b> A includes a cylindrical surface 45 provided on the inner periphery of the first-speed output gear 33 </ b> A and an annular first speed that is prevented from rotating on the outer periphery of the output shaft 32. It comprises a cam surface 47 formed on the cam member 46A, a roller 48 incorporated between the cam surface 47 and the cylindrical surface 45, a first speed retainer 49A for holding the roller 48, and a first speed switch spring 50A. The cam surface 47 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 45. For example, as shown in FIG. It is a flat surface facing the direction.

  As shown in FIG. 8, the first speed holder 49 </ b> A is formed in a cylindrical shape having a plurality of pockets 51 at intervals in the circumferential direction, and a roller 48 is accommodated in each pocket 51. The first-speed retainer 49 </ b> A is relative to the output shaft 32 between an engagement position where the roller 48 is engaged between the cam surface 47 and the cylindrical surface 45 and a neutral position where the engagement of the roller 48 is released. It can be rotated.

  As shown in FIG. 9, the first speed switch spring 50 </ b> A includes a C-shaped annular portion 52 in which a steel wire is wound in a C shape, and a pair of extensions extending radially outward from both ends of the C-shaped annular portion 52. Parts 53 and 53. The C-shaped annular portion 52 is fitted into a circular switch spring accommodating recess 54 formed on the axial end surface of the first-speed cam member 46A, and the pair of extending portions 53 and 53 are axial end surfaces of the first-speed cam member 46A. It is inserted in the radial groove 55 formed in.

  The radial groove 55 is formed so as to extend radially outward from the inner peripheral edge of the switch spring accommodating recess 54 and reach the outer periphery of the first speed cam member 46A. The extension portion 53 of the first speed switch spring 50A protrudes from the radial outer end of the radial groove 55, and the protruding portion of the extension portion 53 from the radial groove 55 is the axial direction of the first speed retainer 49A. It is inserted into a notch 56 formed at the end. The radial groove 55 and the notch 56 are formed to have the same width.

  The extending portion 53 is in contact with the inner surface of the radial groove 55 facing in the circumferential direction and the inner surface of the notch 56 facing in the circumferential direction, and is held at the first speed by the circumferential force acting on the contact surface. The container 49A is elastically held in the neutral position.

  That is, when the first-speed retainer 49A is rotated relative to the output shaft 32 and moved in the circumferential direction from the neutral position shown in FIG. 9, the position of the radial groove 55 and the position of the notch 56 are shifted in the circumferential direction. Therefore, the C-shaped annular portion 52 is elastically deformed in the direction in which the distance between the pair of extending portions 53, 53 is narrowed, and the pair of extending portions 53, 53 of the first-speed switch spring 50A is caused to radially contract by the elastic restoring force. The inner surface of the notch 56 and the inner surface of the notch 56 are pressed, and a force in a direction to return the first-speed retainer 49A to the neutral position is applied by the pressing.

  The first-speed two-way roller clutch 44 </ b> A and the second-speed two-way roller clutch 44 </ b> B can be selectively engaged by a transmission actuator 57.

  As shown in FIG. 12, the speed change actuator 57 includes a shift ring 58 provided so as to be movable in the axial direction between the first speed output gear 33A and the second speed output gear 33B, and the first speed output gear 33A and the shift ring 58. A first-speed friction plate 59A incorporated in between, and a second-speed friction plate 59B incorporated between the second-speed output gear 33B and the shift ring 58.

  Here, since the 1st speed friction plate 59A and the 2nd speed friction plate 59B have the same configuration of left-right symmetry, the 2nd speed friction plate 59B will be described below. The parts corresponding to 59B are given the same reference numerals or the reference numerals in which the alphabet B at the end is replaced with A, and the description thereof is omitted.

  The second speed friction plate 59B is provided with a projecting piece 60 (see FIG. 10) that engages with the notch 56 of the second speed retainer 49B. 59B is stopped by the second-speed retainer 49B. The notch 56 of the second-speed retainer 49B accommodates the projecting piece 60 of the second-speed friction plate 59B so as to be slidable in the axial direction. By this sliding, the second-speed friction plate 59B rotates around the second-speed retainer 49B. It can move in the axial direction with respect to the second-speed retainer 49B between a position in contact with the side surface of the second-speed output gear 33B and a position away from the second-speed output gear 33B in a stopped state.

  A recess 61 is formed at the tip of the protruding piece 60 of the second speed friction plate 59B. On the other hand, the spacer 62 fixed to the outer periphery of the output shaft 32 is formed with a convex portion 63 that engages with the concave portion 61. The concave portion 61 and the convex portion 63 are engaged with the concave portion 61 and the convex portion 63 in a state where the second speed friction plate 59B is separated from the side surface of the second speed output gear 33B. Is prevented from rotating around the output shaft 32 via the spacer 62, and at this time, the second-speed retainer 49B that is prevented from rotating by the second-speed friction plate 59B is held in the neutral position. Further, in a state where the second speed friction plate 59B is in a position where it contacts the side surface of the second speed output gear 33B, the engagement between the concave portion 61 and the convex portion 63 is released, so that the rotation stop of the second speed friction plate 59B is released. It has become so.

  Between the second speed friction plate 59B and the second speed cam member 46B, a second speed separation spring 64B is incorporated in an axially compressed state, and the second speed friction plate is obtained by the elastic restoring force of the second speed separation spring 64B. 59B is urged away from the side surface of the second-speed output gear 33B.

  The shift ring 58 presses the first-speed friction plate 59A to contact the side surface of the first-speed output gear 33A, and the shift ring 58 presses the second-speed friction plate 59B to contact the side surface of the second-speed output gear 33B. It is supported so as to be movable in the axial direction between the speed shift position. Further, a shift mechanism 65 that moves the shift ring 58 in the axial direction between the first-speed shift position and the second-speed shift position is provided.

  As shown in FIGS. 10 and 11, the shift mechanism 65 is related to a shift sleeve 67 that rotatably supports the shift ring 58 via a rolling bearing 66, and an annular groove 68 provided on the outer periphery of the shift sleeve 67. A bifurcated shift fork 69, a shift rod 70 to which the shift fork 69 is fixed, a shift motor 71, and a motion conversion mechanism 72 (feed screw mechanism) that converts the rotation of the shift motor 71 into a linear motion of the shift rod 70. Etc.).

  As shown in FIG. 11, the shift rod 70 is arranged parallel to the output shaft 32 at a distance, and is supported by a pair of sliding bearings 73 incorporated in the reducer housing 42 so as to be slidable in the axial direction. ing. The rolling bearing 66 incorporated between the shift ring 58 and the shift sleeve 67 is assembled so as to be immovable in the axial direction with respect to both the shift ring 58 and the shift sleeve 67.

  In the shift mechanism 65, the rotation of the shift motor 71 is converted into a linear motion by the motion conversion mechanism 72 and transmitted to the shift fork 69, and the linear motion of the shift fork 69 is transmitted to the shift ring 58 via the rolling bearing 66. As a result, the shift ring 58 is moved in the axial direction.

  As shown in FIG. 5, a differential drive gear 74 that transmits the rotation of the output shaft 32 to the differential gear 5 is fixed to the output shaft 32.

  The differential gear 5 is fixed to the differential case 76 coaxially with the rotation center of the differential case 76 and is rotatably supported by a pair of bearings 75, 75 that are arranged at intervals in the axial direction. A ring gear 77 meshing with each other, a pinion shaft 78 fixed to the differential case 76 in a direction perpendicular to the rotation center of the differential case 76, a pair of pinions 79 rotatably supported by the pinion shaft 78, and the pair of pinions 79 It consists of a pair of left and right side gears 80 that mesh. The left side gear 80 is connected to the shaft end portion of the axle 81 connected to the left wheel, and the right side gear 80 is connected to the shaft end portion of the axle 81 connected to the right wheel. When the output shaft 32 rotates, the rotation of the output shaft 32 is transmitted to the differential case 76 via the differential drive gear 74, and the rotation of the differential case 76 is distributed to the left and right wheels via the pinion 79 and the side gear 80.

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

  First, as shown in FIG. 12, the first-speed friction plate 59A is separated from the side surface of the first-speed output gear 33A, and the second-speed friction plate 59B is also separated from the side surface of the second-speed output gear 33B. 49A is held in the neutral position by the spring force of the first speed switch spring 50A, and the second speed holder 49B is also held in the neutral position by the spring force of the second speed switch spring 50B. The engagement of the roller 48 is released, and the 2-speed 2-way roller clutch 44B is also released from the engagement of the roller 48.

  In this state, even if the motor shaft of the electric motor 3 shown in FIG. 5 rotates and the input shaft 30 rotates, the transmission of rotation is cut off by the first-speed two-way roller clutch 44A and the second-speed two-way roller clutch 44B. Therefore, the first speed output gear 33 </ b> A and the second speed output gear 33 </ b> B idle, and the rotation of the input shaft 30 is not transmitted to the output shaft 32.

  Next, when the shift mechanism 65 is operated to move the shift ring 58 shown in FIG. 12 toward the first speed output gear 33A, as shown in FIG. 13, the first speed friction plate 59A is moved to the first speed output gear 33A. Since the first-speed friction plate 59A rotates relative to the output shaft 32 due to the friction force between the contact surfaces, the first-speed retainer 49A that is prevented from rotating by the first-speed friction plate 59A is engaged from the neutral position. The roller 48 held by the first-speed retainer 49A is pushed into the narrow portion of the wedge-shaped space between the cylindrical surface 45 and the cam surface 47, and the first-speed two-way roller clutch 44A is engaged. It becomes a state.

  In this state, the rotation of the first-speed output gear 33A is transmitted to the output shaft 32 via the first-speed two-way roller clutch 44A, and the rotation of the output shaft 32 is transmitted to the axle 81 via the differential gear 5. . As a result, in the electric vehicle EV shown in FIG. 1, the front wheels 1 as drive wheels are rotationally driven, and in the hybrid vehicle HV shown in FIG. 2, the rear wheels 2 as auxiliary drive wheels are rotationally driven.

  Next, when the shift ring 58 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 65, the frictional force between the contact surfaces of the first speed friction plate 59A and the first speed output gear 33A. Therefore, the first-speed retainer 49A is moved from the engagement position to the neutral position by the spring force of the first-speed switch spring 50A, and the first-speed two-way roller clutch 44A is engaged by the movement of the first-speed retainer 49A. Is released.

  When the shift ring 58 reaches the 2nd speed shift position, the 2nd speed friction plate 59B is pressed by the shift ring 58 and comes into contact with the side surface of the 2nd speed output gear 33B. Rotates relative to the output shaft 32, and the second-speed retainer 49B, which is prevented from rotating by the second-speed friction plate 59B, moves from the neutral position to the engagement position. The way roller clutch 44B is engaged.

  In this state, the rotation of the 2-speed output gear 33B is transmitted to the output shaft 32 via the 2-speed 2-way roller clutch 44B, and the rotation of the output shaft 32 is transmitted to the axle 81 via the differential gear 5.

  Similarly, by moving the shift ring 58 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 44B is released and the 1st gear 2 way roller clutch 44A is engaged. Can be combined.

  When this vehicle motor drive device A is used, the reduction ratio of the speed reducer 4 can be switched in accordance with the traveling speed of the vehicle, so that the electric motor 3 can be used in an energy efficient rotation range. By adopting the small electric motor 3, the vehicle motor drive device A can be effectively reduced in weight.

  Further, in this vehicle motor drive device A, since the power line 24 and the connecting portion 26 are on the speed reducer 4 side with respect to the electric motor 3, the connecting portion 26 and the speed reducer 4 are arranged so as to overlap in the direction perpendicular to the axis. Due to the overlap, the axial length of the vehicle motor drive device A is suppressed and the vehicle is compact.

  Further, in this vehicle motor drive device A, the rotation sensor 23 is disposed inside the stator 6, and the rotation sensor 23 and the coil end 12 overlap each other in the direction perpendicular to the axis. The length in the axial direction of A can be suppressed, and the size is compact.

  In the above-described embodiment, the speed reducer 4 in which the first-speed 2-way roller clutch 44A and the 2-speed 2-way roller clutch 44B are incorporated in the first-speed output gear 33A and the second-speed output gear 33B has been described as an example. In place of the first-speed output gear and the second-speed output gear, a speed reducer 4 having a structure in which a first-speed 2-way roller clutch 44A and a 2-speed 2-way roller clutch 44B are incorporated in the first-speed input gear and the second-speed input gear, respectively. It is also possible to adopt.

  That is, as the speed reducer 4, an input shaft 30 to which rotation of the electric motor 3 is input, and a first speed input gear 31 </ b> A and a second speed input gear 31 </ b> B provided on the input shaft 30 to be rotatable with respect to the input shaft 30. And a first-speed two-way roller clutch 44A incorporated between the first-speed input gear 31A and the input shaft 30, and a second-speed two-way roller clutch 44B incorporated between the second-speed input gear 31B and the input shaft 30. A transmission actuator 57 that selectively engages the first-speed two-way roller clutch 44A and the second-speed two-way roller clutch 44B, and the output shaft 32 that is disposed in parallel with the input shaft 30 at an interval. A first-speed output gear 33A provided on the output shaft 32 so as to rotate integrally with the output shaft 32 and meshing with the first-speed input gear 31A and the second-speed input gear 31B, respectively. Speed output gear 33B, the rotation of the output shaft 32 can be adopted consisting differential drive gear 74. which transmitted to the differential gear 5.

DESCRIPTION OF SYMBOLS 3 Electric motor 4 Reduction gear 5 Differential gear 6 Stator 7 Rotor 8 Motor housing 9 Teeth 10 Stator core 11 Electromagnetic coil 12 Coil end 23 Rotation sensor 24 Power line 25 Lead-in port 26 Connection part 30 Input shaft 31A 1st speed input gear 31B 2nd speed input Gear 32 Output shaft 33A 1st speed output gear 33B 2nd speed output gear 42 Reducer housing 44A 1st speed 2 way roller clutch 44B 2nd speed 2 way roller clutch 45 Cylindrical surface 47 Cam surface 48 Roller 49A 1st speed cage 49B 2nd speed Cage 50A 1st speed switch spring 50B 2nd speed switch spring 57 Speed change actuator 58 Shift ring 59A 1st speed friction plate 59B 2nd speed friction plate 64A 1st speed release spring 64B 2nd speed release spring 65 Shift mechanism 74 Differential drive gear 82 Cylindrical surface A Vehicle Motor Drive device

Claims (11)

An electric motor (3) comprising an annular stator (6) and a rotor (7) rotating inside the stator (6), and a speed reducer (4) for reducing the rotation output from the electric motor (3) And a differential gear (5) that distributes the rotation output from the speed reducer (4) to the left and right wheels,
The connection part (26) of the power supply line (24) for supplying current to the electric motor (3) and the electric motor (3) is provided on the speed reducer (4) side with respect to the electric motor (3). A motor drive device for a vehicle that is characterized.   A motor housing (8) that houses the electric motor (3) and a speed reducer housing (42) that houses the speed reducer (4) are provided so as to abut against each other in the axial direction of the electric motor (3), (8) has a portion that does not overlap with the reduction gear housing (42) in the axial direction, and the power supply line (24) at a portion that does not overlap with the reduction gear housing (42) of the motor housing (8). The vehicle motor drive device according to claim 1, wherein a lead-in port (25) is provided.   The stator (6) of the electric motor (3) has an annular stator core (10) having a plurality of teeth (9) arranged at equal intervals in the circumferential direction so as to surround the rotor (7), and the stator core ( 10) an electromagnetic coil (11) wound around each of the teeth (9), and a coil end (12) composed of a plurality of conductive wires for supplying current to each electromagnetic coil (11). The end (12) is disposed so as to extend in the circumferential direction along the axial end surface of the stator core (10) on the speed reducer (4) side, and is connected to the coil end (12) so as to be adjacent in the axial direction. The vehicle motor drive device according to claim 1 or 2, wherein the portion (26) is arranged.   Inside the stator (6) of the electric motor (3), a rotation sensor (23) for detecting the rotation speed of the rotor (7) of the electric motor (3) is connected to the coil end (12) of the stator (6) and the radius. The vehicle motor drive device according to claim 3, wherein the vehicle motor drive device is provided so as to overlap in a direction.   The vehicle motor drive device according to any one of claims 1 to 4, wherein the speed reducer (4) has a plurality of switchable reduction ratios. The speed reducer (4)
An input shaft (30) to which rotation of the electric motor (3) is input;
A first input gear (31A) and a second input gear (31B) provided on the input shaft (30) so as to rotate integrally with the input shaft (30);
An output shaft (32) arranged parallel to the input shaft (30) at an interval;
A first output gear (33A) provided on the output shaft (32) so as to be rotatable with respect to the output shaft (32) and meshing with the first input gear (31A) and the second input gear (31B); A second output gear (33B);
A first clutch (44A) incorporated between the first output gear (33A) and the output shaft (32);
A second clutch (44B) incorporated between the second output gear (33B) and the output shaft (32);
A speed change actuator (57) for selectively engaging the first clutch (44A) and the second clutch (44B);
The vehicle motor drive device according to any one of claims 1 to 5, comprising a differential drive gear (74) for transmitting rotation of the output shaft (32) to the differential gear (5). The first clutch (44A) includes a cylindrical surface (45) provided on one of the inner periphery of the first output gear (33A) and the outer periphery of the output shaft (32), and a cam surface (47) provided on the other. ), A roller (48) incorporated between the cam surface (47) and the cylindrical surface (45), and the roller (48) are held, and the cam surface (47) and the cylindrical surface (45) A first retainer provided so as to be rotatable relative to the output shaft (32) between an engagement position between which the roller (48) is engaged and a neutral position where the engagement of the roller (48) is released. 49A) and a first switch spring (50A) for elastically holding the first cage (49A) in the neutral position,
The second clutch (44B) includes a cylindrical surface (45) provided on one of the inner periphery of the second output gear (33B) and the outer periphery of the output shaft (32), and a cam surface (47) provided on the other. ), A roller (48) incorporated between the cam surface (47) and the cylindrical surface (45), and the roller (48) are held, and the cam surface (47) and the cylindrical surface (45) A second retainer provided to be rotatable relative to the output shaft (32) between an engagement position for engaging the roller (48) therebetween and a neutral position for releasing the engagement of the roller (48). The vehicle motor drive device according to claim 6, comprising: (49B) and a second switch spring (50B) that elastically holds the second cage (49B) in the neutral position.   The speed change actuator (57) is axially movable between a position where it is prevented from rotating with respect to the first retainer (49A) and is in contact with the side surface of the first output gear (33A) and a position where it is separated. A first friction plate (59A) provided on the first friction plate (59A), a first separation spring (64A) for urging the first friction plate (59A) in a direction away from the side surface of the first output gear (33A), A second friction plate (not provided for rotation with respect to the second retainer (49B) and provided so as to be movable in the axial direction between a position contacting the side surface of the second output gear (33B) and a position separating the second output gear (33B). 59B), the second friction plate (59B) that urges the second friction plate (59B) away from the side surface of the second output gear (33B), and the first friction plate (59A). To contact the side surface of the first output gear (33A). A shift ring provided so as to be axially movable between a first shift position and a second shift position that presses the second friction plate (59B) and contacts the side surface of the second output gear (33B). 58), and a shift mechanism (65) for moving the shift ring (58) in the axial direction. The speed reducer (4) has an input shaft (30) to which rotation of the electric motor (3) is input;
A first input gear (31A) and a second input gear (31B) provided on the input shaft (30) so as to be rotatable with respect to the input shaft (30);
A first clutch (44A) incorporated between the first input gear (31A) and the input shaft (30);
A second clutch (44B) incorporated between the second input gear (31B) and the input shaft (30);
A speed change actuator (57) for selectively engaging the first clutch (44A) and the second clutch (44B);
An output shaft (32) arranged parallel to the input shaft (30) at an interval;
A first output gear (33A) provided on the output shaft (32) so as to rotate integrally with the output shaft (32) and meshing with the first input gear (31A) and the second input gear (31B), respectively. And the second output gear (33B),
The vehicle motor drive device according to any one of claims 1 to 5, comprising a differential drive gear (74) for transmitting rotation of the output shaft (32) to the differential gear (5). The first clutch (44A) includes a cylindrical surface (45) provided on one of the inner periphery of the first input gear (31A) and the outer periphery of the input shaft (30), and a cam surface (47) provided on the other. ), A roller (48) incorporated between the cam surface (47) and the cylindrical surface (45), and the roller (48) are held, and the cam surface (47) and the cylindrical surface (45) A first retainer provided to be rotatable relative to the input shaft (30) between an engagement position between which the roller (48) is engaged and a neutral position at which the roller (48) is disengaged. 49A) and a first switch spring (50A) for elastically holding the first cage (49A) in the neutral position,
The second clutch (44B) includes a cylindrical surface (45) provided on one of the inner periphery of the second input gear (31B) and the outer periphery of the input shaft (30), and a cam surface (47) provided on the other. ), A roller (48) incorporated between the cam surface (47) and the cylindrical surface (45), and the roller (48) are held, and the cam surface (47) and the cylindrical surface (45) A second retainer provided so as to be rotatable relative to the input shaft (30) between an engagement position for engaging the roller (48) therebetween and a neutral position for releasing the engagement of the roller (48). The vehicle motor drive device according to claim 9, comprising: (49B) and a second switch spring (50B) that elastically holds the second retainer (49B) in the neutral position.   The speed change actuator (57) is prevented from rotating with respect to the first retainer (49A) and is movable in the axial direction between a position where it contacts the side surface of the first input gear (31A) and a position where it separates. A first friction plate (59A) provided on the first friction plate, a first separation spring (64A) for urging the first friction plate (59A) in a direction away from the side surface of the first input gear (31A), and A second friction plate (which is prevented from rotating with respect to the second cage (49B) and is movable in the axial direction between a position contacting the side surface of the second input gear (31B) and a position separating from the position. 59B), the second friction plate (59B) that urges the second friction plate (59B) away from the side surface of the second input gear (31B), and the first friction plate (59A). To contact the side surface of the first input gear (31A) A shift ring provided so as to be axially movable between a first shift position and a second shift position that presses the second friction plate (59B) and contacts the side surface of the second input gear (31B). 58), and a shift mechanism (65) for moving the shift ring (58) in the axial direction.

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