JP2022101516A - Driving device - Google Patents

Abstract

To provide a driving device for a vehicle that can suppress an arrangement space from increasing to achieve reduction in weight.SOLUTION: The present invention relates to a driving device 1 in which: a speed change gear consists of a first speed change mechanism part 17 which reduces and transmits rotations of an input shaft 4 to an output shaft 6 and a second speed change mechanism part 18 which can transmit the rotations of the input shaft 4 to the output shaft 6 at a faster speed than the first speed change mechanism part 17. The first speed change mechanism 17 comprises a two-way clutch 8 which can transmit rotations of the input shaft 4 in a direction of a forward travel of the vehicle and rotations in a direction of a backward travel of the vehicle selectively to the output shaft 6, and the second speed change mechanism 18 comprises a wet type clutch 3 which can frictionally engage so as to transmit the rotations of the input shaft 4 in the direction of the forward travel of the vehicle to the output shaft 6.SELECTED DRAWING: Figure 2

Description

The present invention relates to a drive device for a vehicle for transmitting the driving force of a drive source.

In recent years, in the drive device of a vehicle such as an automobile, a wide range of drive devices for transmitting the driving force of an electric motor have been developed. Patent Document 1 describes a drive device used in a hybrid vehicle that can travel with an engine and an electric motor by using a parallel two-axis mechanism. Further, Patent Document 2 describes a drive device including a mechanism for decelerating the driving force of an engine or a motor.

Japanese Unexamined Patent Publication No. 2007-296869 Japanese Unexamined Patent Publication No. 2019-1206

Such a drive device of a vehicle including an electric motor as a drive source is concerned about an increase in placement space and an increase in weight due to higher performance of the vehicle and the electric motor or complicated control including a transmission. ..

The present invention has been made in view of such a situation, and in a drive device for a vehicle for transmitting a drive force from a drive source, an increase in the arrangement space can be suppressed and the weight can be reduced. The subject is to provide the device.

In order to solve the above problems, the drive device of the present invention is used.
The input shaft on the drive source side and
An output shaft that transmits the driving force of the driving source to the driving wheel side,
A drive device for a vehicle having a speed change mechanism for transmitting the driving force from the input shaft to the output shaft.
The speed change mechanism
A first speed change mechanism unit that decelerates the rotation of the input shaft and transmits it to the output shaft.
It is composed of a second speed change mechanism unit capable of transmitting the rotation of the input shaft to the output shaft unit at a speed faster than that of the first speed change mechanism unit.
The first speed change mechanism unit includes a two-way clutch capable of selectively transmitting the rotation of the input shaft in the direction in which the vehicle moves forward and the rotation in the direction in which the vehicle moves backward to the output shaft.
The second speed change mechanism unit is characterized by including a clutch mechanism capable of transmitting the rotation of the input shaft in the forward direction to the output shaft by frictionally engaging.

According to the present invention, it is possible to provide a drive device for a vehicle for transmitting a drive force from a drive source, which can suppress an increase in an arrangement space and can reduce the weight.

FIG. 1 is a skeleton diagram showing a configuration of a drive device according to a first embodiment of the first embodiment. FIG. 2 is a partial cross-sectional view of a main part of the drive device along the axial direction. FIG. 3 is an enlarged cross-sectional view showing a main part of the two-way clutch, and shows a state seen from one side in the axial direction. FIG. 4 is a cross-sectional view of a main part of the two-way clutch, showing a state seen from one side in the axial direction, and FIG. 4A shows that both the first claw member and the second claw member mesh with the tooth portion. 4 (b) shows a state in which the first claw member meshes with the tooth portion, the second claw member does not mesh with the tooth portion, and FIG. 4 (c) shows the first claw member. Neither the second claw member nor the second claw member is in mesh with the tooth portion. FIG. 5 is a skeleton diagram showing a configuration of a drive device according to a second embodiment of the first embodiment. FIG. 6 is a skeleton diagram showing the configuration of the drive device according to the first embodiment of the second embodiment. FIG. 7 is an enlarged cross-sectional view showing a main part of the two-way clutch and the planetary gear mechanism of the drive device according to the first embodiment of the second embodiment, and shows a state seen from one side in the axial direction. FIG. 8 is a skeleton diagram showing the configuration of the drive device according to the second embodiment of the second embodiment. FIG. 9 is an enlarged cross-sectional view showing a main part of the two-way clutch and the planetary gear mechanism of the drive device according to the second embodiment of the second embodiment, and shows a state seen from one side in the axial direction.

Hereinafter, the drive device according to each embodiment of the present invention will be described with reference to the drawings.
The drive device according to each embodiment of the present invention is used in a vehicle whose drive source is an electric motor, and the driving force of the electric motor is transmitted to the output shaft as low-speed rotation or high-speed rotation via a two-speed transmission. It's a type.

First, the direction related to the drive device according to each embodiment is defined. In each embodiment, the axial direction refers to the axial direction of the input shaft connected to the drive shaft of the electric motor and the output shaft to which the driving force of the electric motor is output, and includes the axial direction, the radial direction, and the circumferential direction. Refers to the axial direction, the radial direction, and the circumferential direction with respect to the input axis and the output axis. Regarding the axial direction, in FIGS. 1, 2, 5, 6 and 8, the left side of the paper surface is one side in the axial direction, and the right side of the paper surface is the other side in the axial direction. Regarding the circumferential direction, in FIGS. 3, 4, 7 and 9, the direction of rotating clockwise toward the paper surface is defined as one of the circumferential directions, and the direction of rotating counterclockwise toward the paper surface is defined as the other of the circumferential directions.

Hereinafter, the driving device according to the first embodiment of the first embodiment of the present invention will be described with reference to the drawings.
FIG. 1 is a skeleton diagram showing the configuration of the drive device 1 according to the first embodiment of the first embodiment.
FIG. 2 is a partial cross-sectional view of a main part of the drive device 1 along the axial direction.
FIG. 3 is a cross-sectional view showing a main part of the two-way clutch 8, and shows a state seen from one side in the axial direction.

As shown in FIG. 1, the drive device 1 according to the present embodiment has an input shaft 4 connected to the drive shaft of the electric motor 2 and an output shaft 6 arranged in parallel with the input shaft 4. .. The driving force of the electric motor 2 is transmitted from the input shaft 4 to the output shaft 6 via a two-way clutch 8 or a friction engagement device 12, which will be described later.

In this embodiment, the input shaft 4 and the output shaft 6 are each formed in a columnar shape. The input shaft 4 has a first connecting gear 14 for transmitting the driving force of the electric motor 2 to the output shaft 6 at a low speed rotation, and a first connecting gear 14 for transmitting the driving force from the electric motor 2 to the output shaft 6 at a high speed rotation. The second connecting gear 16 is provided coaxially with the input shaft 4. The first connecting gear 14 and the second connecting gear 16 are provided side by side in the axial direction in this order from one side in the axial direction to the other side in the axial direction. The second connecting gear 16 has a larger diameter than the first connecting gear 14. The first connecting gear 14 and the second connecting gear 16 are provided on the input shaft 4 so as not to rotate relative to the input shaft 4, respectively.

The output shaft 6 is provided with a two-way clutch 8 and a friction engagement device 12 coaxially with the output shaft 6. The bidirectional clutch 8 and the friction engaging device 12 are provided side by side in the axial direction in this order from one side in the axial direction to the other side in the axial direction. The two-way clutch 8 is connected to the first connecting gear 14 of the input shaft 4, and the friction engaging device 12 is connected to the second connecting gear 16 of the input shaft 4. The first coupling gear 14 and the two-way clutch 8 constitute a low-speed transmission mechanism unit 17, and the second coupling gear 16 and the friction engagement device 12 constitute a high-speed transmission mechanism unit 18. The low-speed transmission mechanism unit 17 and the high-speed transmission mechanism unit 18 constitute a two-speed transmission transmission device. The drive device 1 transmits the driving force of the electric motor 2 to the output shaft 6 via the low-speed transmission mechanism unit 17 when the speed of the vehicle (not shown) is low, and the drive device 1 transmits the driving force to the output shaft 6 when the speed of the vehicle is in the high-speed range. It is transmitted to the output shaft 6 via the mechanism unit 18. The driving force of the electric motor 2 transmitted to the output shaft 6 is transmitted to the differential gear mechanism 23, which is the driving mechanism of the drive wheels 22, via the output gear 20 fixed to the output shaft 6.

As shown in FIGS. 2 and 3, the two-way clutch 8 has an annular outer ring 24 and a torque transmission mechanism that enables torque transmission from the outer ring 24 to the inner ring. In this embodiment, the inner ring of the two-way clutch 8 is the output shaft 6. Specifically, the enlarged diameter portion 6a formed in the portion of the output shaft 6 that faces the inner peripheral surface of the outer ring 24 in the radial direction is configured to engage with the torque transmission mechanism of the two-way clutch 8. The torque transmission mechanism in this embodiment is a ratchet mechanism, and includes a plurality of first claw members 26 and a plurality of second claw members 28 provided at predetermined intervals in the circumferential direction on the inner peripheral portion of the outer ring 24. (See Figures 3 and 4). Note that FIG. 3 shows one first claw member 26 and one second claw member 28 adjacent to the first claw member 26 in the circumferential direction.

A plurality of tooth portions 30 are formed at equal intervals over the entire circumference in the circumferential direction on the outer peripheral portion of the enlarged diameter portion 6a of the output shaft 6. The tooth portion 30 protrudes outward in the radial direction and extends in the axial direction. The tooth portion 30 constitutes a ratchet tooth in which the first claw member 26 and the second claw member 28 mesh with each other. Specifically, one side in the circumferential direction of the tooth portion 30 constitutes a first meshing portion 30a that meshes with the first claw member 26, and the other side in the circumferential direction of the tooth portion 30 is a second claw member 28. It constitutes a second meshing portion 30b that meshes with each other.

An annular low speed gear 32 is arranged on the outer peripheral side of the outer ring 24. The low-speed gear 32 has a cylindrical portion 34 and an inward flange portion 36 formed on the other side of the cylindrical portion 34 in the axial direction. The low-speed gear 32 is fitted to the output shaft 6 so as to be rotatable relative to the output shaft 6 via a rolling bearing 38 fitted to the inner peripheral portion of the inward flange portion 36. The outer ring 24 of the two-way clutch 8 is fitted to the inner peripheral portion of the cylindrical portion 34 of the low-speed gear 32. That is, the low-speed gear 32 and the outer ring 24 of the two-way clutch 8 rotate integrally. A gear 32a is formed on the outer peripheral portion of the cylindrical portion 34 of the low-speed gear 32, and the gear 32a is always in mesh with the first connecting gear 14 of the input shaft 4. Therefore, the outer ring 24 of the two-way clutch 8 and the first connecting gear 14 are always connected via the low-speed gear 32, and the input shaft 4 and the outer ring 24 of the two-way clutch 8 rotate in opposite directions. ..

The first claw member 26 is held by a relief portion 42 provided on the inner peripheral portion of the outer ring 24. The relief portion 42 is a recess that opens inward on the inner peripheral surface of the outer ring 24. The first claw member 26 has a predetermined circumferential length, a central portion 44 having a partially cylindrical outer peripheral surface, a protruding portion 46 projecting from the central portion 44 to one side in the circumferential direction, and a central portion 44. It is composed of a claw portion 48 projecting to the other side in the circumferential direction. The central portion 44 of the first claw member 26 is rotatably held by the relief portion 42. That is, the first claw member 26 is held by the relief portion 42 so that the claw portion 48 can swing in the radial direction with the central portion 44 as the center. The center of rotation of the first claw member 26 is the central portion 44, but the center of gravity is located at the claw portion 48. The claw portion 48 of the first claw member 26 is urged inward in the radial direction by a spring 50 which may be coiled or other type.

In the first claw member 26, when the claw portion 48 swings inward in the radial direction, the claw portion 48 meshes with the first meshing portion 30a of the tooth portion 30 of the enlarged diameter portion 6a of the output shaft 6. The claw member 26 of 1 is in a meshed state with the tooth portion 30. The first claw member 26 meshes with the tooth portion 30 to lock the relative rotation of the output shaft 6 with respect to the outer ring 24 in the clockwise direction, that is, in the circumferential direction. On the other hand, when the output shaft 6 rotates relative to the outer ring 24 in the counterclockwise direction, that is, in the circumferential direction, the first claw member 26 does not mesh with the tooth portion 30 and allows the rotation of the output shaft 6.

Like the first claw member 26, the second claw member 28 is held by a relief portion 52 provided on the inner peripheral portion of the outer ring 24, and is composed of a central portion 54, a protruding portion 56, and a claw portion 58. The claw portion 58 is urged inward in the radial direction by the spring 60, but the direction in the circumferential direction is opposite to that of the first claw member 26. As a result, the second claw member 28 is in a state of being engaged with the tooth portion 30 by the claw portion 58 meshing with the second meshing portion 30b of the tooth portion 30 of the enlarged diameter portion 6a of the output shaft 6, and the first claw Contrary to the member 26, the relative rotation of the output shaft 6 with respect to the outer ring 24 is locked in the counterclockwise direction, while the relative rotation of the output shaft 6 with respect to the outer ring 24 in the clockwise direction is allowed.

As described above, the first claw member 26 and the second claw member 28 held on the inner peripheral side of the outer ring 24, the springs 50 and 60, and the plurality of teeth formed on the enlarged diameter portion 6a of the output shaft 6 are formed. A ratchet mechanism is formed by the portion 30.

In this embodiment, the two-way clutch 8 has the elastic force of the spring 50 urging the first claw member 26 and the elastic force of the spring 60 urging the second claw member 28. The size is different. Specifically, the elastic force of the spring 60 urging the second claw member 28 is set to be smaller than the elastic force of the spring 50 urging the first claw member 26. .. The elastic force of the spring 60 urging the second claw member 28 is set to a size that compresses a predetermined amount when a predetermined force is applied as described below.

As will be described later, when the driving force of the electric motor 2 is transmitted to the outer ring 24 of the two-way clutch 8 and the outer ring 24 starts to rotate, the centrifugal force due to the rotation of the outer ring 24 is applied to the first claw member 26 and the second claw member. Acts on 28. When centrifugal force acts, the centers of gravity of the first claw member 26 and the second claw member 28 are located at the claw portions 48 and 58, respectively. The claw portions 48 and 58 try to swing outward in the radial direction with the 44 and 54 as the center. Then, the springs 50 and 60 urging the first claw member 26 and the second claw member 28 are pressed outward in the radial direction, that is, in the compression direction by the claw portions 48 and 58, respectively. When the rotation of the outer ring 24 becomes faster and the centrifugal force acting on the outer ring 24 becomes larger, the spring 60 urging the second claw member 28 is compressed by the claw portion 58. When the rotational speed of the outer ring 24 becomes faster than the predetermined rotational speed and the centrifugal force acting on the second claw member 28 becomes larger than the predetermined magnitude F1, the spring 60 is greatly compressed by the claw portion 58, and the claws are clawed. The entire portion 58 is located radially outward of the tooth portion 30. In this state, the second claw member 28 and the tooth portion 30 are in a non-meshing state. Here, the predetermined rotation speed of the outer ring 24 in which the centrifugal force of a predetermined magnitude F1 is generated is defined as R1. The spring 50 urging the first claw member 26 does not significantly compress even if a centrifugal force of a predetermined size F1 acts on the first claw member 26, and the spring 50 does not compress significantly with the tooth portion 30. It has an elastic force to maintain meshing.

The elastic force of the springs 50 and 60, the centrifugal force of a predetermined magnitude F1 that the spring 60 greatly compresses, and the predetermined rotational speed R1 of the outer ring 24 when the centrifugal force of a predetermined magnitude F1 is generated are determined. It is designed appropriately in consideration of the magnitude of the transmitted torque, vehicle speed, etc.

Next, the configuration of the friction engagement device 12 will be described.
As shown in FIG. 2, the friction engagement device 12 of this embodiment is a wet clutch 3.

The wet clutch 3 has a cylindrical clutch case 7. The clutch case 7 is arranged coaxially with the output shaft 6. An inward flange 9 is provided at one end of the clutch case 7 in the axial direction, and a cylindrical member 68 is fitted in a hole 10 at the center of the inward flange 9. Specifically, the clutch case 7 is fitted to the other end in the axial direction of the outer peripheral surface of the cylindrical member 68. The cylindrical member 68 is fitted to the output shaft 6 so as to be rotatable relative to the output shaft 6 via a rolling bearing 70. Therefore, the clutch case 7 is fitted to the output shaft 6 so as to be rotatable relative to the output shaft 6 via the cylindrical member 68 and the rolling bearing 70.

As shown in FIG. 2, a plurality of annular clutch plates 13 are fitted to the inner peripheral portion of the clutch case 7 so as to be movable in the axial direction and non-rotatable relative to the clutch case 7. Further, a plurality of annular clutch discs 15 are arranged on the inner peripheral portion of the clutch case 7. The plurality of annular clutch discs 15 are fitted on the outer peripheral surface of the cylindrical clutch hub 62 arranged concentrically with the clutch case 7 so as to be movable in the axial direction and non-rotatably relative to the clutch hub 62. The clutch hub 62 is fixed to the output shaft 6 and rotates integrally with the output shaft 6. The plurality of clutch plates 13 and the plurality of clutch discs 15 are alternately arranged in the axial direction.

At the other end of the inner peripheral portion of the clutch case 7 in the axial direction, an end plate 19 for holding the clutch plate 13 and the clutch disc 15 in a fixed state at the other end in the axial direction, and an end plate 19 are provided in the clutch case. A stop ring 21 for holding the inside of the 7 is provided. The clutch plate 13 and the clutch disc 15 are frictionally engaged with each other by being axially pressed by a piston 66 driven axially by a piston drive mechanism 64 arranged adjacent to the drive device 1. As a result, the wet clutch portion 3 is in the engaged state. When the wet clutch portion 3 is engaged, torque is transmitted from the clutch case 7 to the output shaft 6 via the clutch hub 62. Since the piston drive mechanism 64 is not directly related to the present invention, detailed description thereof will be omitted.

A gear 83 is formed on one side of the outer peripheral surface of the cylindrical member 68 in the axial direction. An annular high-speed gear 72 is arranged on the outer peripheral side of the gear 83 of the cylindrical member 68. The high-speed gear 72 has a smaller diameter than the low-speed gear 32 of the low-speed transmission mechanism unit 17, and outputs so as to be rotatable relative to the output shaft 6 via a rolling bearing 74 fitted to one side portion in the axial direction of the inner peripheral portion. It is fitted to the shaft 6. The gear portion 83 of the cylindrical member 68 is integrally fitted with the high-speed gear 72 to the other side portion in the axial direction of the inner peripheral portion of the high-speed gear 72. As a result, the high-speed gear 72 and the clutch case 7 rotate integrally. A gear 72a is formed on the outer peripheral portion of the high-speed gear 72, and the gear 72a is always in mesh with the second connecting gear 16 of the input shaft 4. Therefore, the clutch case 7 and the second connecting gear 16 are always connected via the high-speed gear 72, and the input shaft 4 and the clutch case 7 rotate in opposite directions.

Next, the operation of the drive device 1 according to the present embodiment will be described. The following description of the operation is an example when the drive device 1 is mounted on a vehicle (not shown). Further, in the following description of the operation, in FIGS. 1 and 2, the operation in a state where one side in the axial direction is the front and the drive device 1 is viewed from the front will be described.
FIG. 4 is a cross-sectional view of the two-way clutch 8, showing a state seen from one side in the axial direction, and FIG. 4A shows a tooth portion 30 of both the first claw member 26 and the second claw member 28. 4 (b) shows a state in which the first claw member 26 meshes with the tooth portion 30, and the second claw member 28 shows a state in which the second claw member 28 does not mesh with the tooth portion 30, FIG. 4 (c). Indicates a state in which neither the first claw member 26 nor the second claw member 28 is engaged with the tooth portion 30.

When the input shaft 4 connected to the electric motor 2 rotates in one direction in the circumferential direction when the vehicle (not shown) starts and moves forward from a stopped state, the rotation of the input shaft 4 rotates with the first connecting gear 14 and the low speed. It is transmitted to the outer ring 24 of the two-way clutch 8 as low-speed rotation via the gear 32, and the outer ring 24 of the two-way clutch 8 rotates in the other direction in the circumferential direction.

At this time, the plurality of clutch plates 13 and the plurality of clutch discs 15 of the wet clutch 3 of the friction engaging device 12 are in a non-engaged state. That is, the wet clutch 3 is controlled to be in a non-engaged state. In this state, the rotation of one of the circumferential directions of the input shaft 4 is transmitted to the clutch case 7 via the second connecting gear 16 and the high-speed gear 72, and the clutch case 7 rotates to the other in the circumferential direction, but the clutch hub 62 is pressed. No torque is transmitted to the output shaft 6 via the output shaft 6. At this time, the clutch case 7 is rotating in the other direction in the circumferential direction at a higher speed than the output shaft 6.

Since the outer ring 24 of the two-way clutch 8 does not rotate when the vehicle is stopped, no centrifugal force acts on the second claw member 28. Further, the rotation speed of the outer ring 24 when low-speed rotation is input from the input shaft 4 is slower than the predetermined rotation speed R1 described above. In other words, the predetermined rotation speed R1 of the outer ring 24 is set to be faster than the rotation speed of the outer ring 24 at the time of low-speed rotation input. Therefore, the magnitude of the centrifugal force acting on the second claw member 28 due to the rotation of the outer ring 24 at the time of low-speed rotation input is smaller than the predetermined magnitude F1 described above. Therefore, the spring 60 urging the second claw member 28 is not compressed, and the first claw member 26 and the second claw member 28 are both teeth as shown in FIG. 4A. It meshes with the portion 30. Therefore, when the outer ring 24 rotates in the other direction in the circumferential direction in FIG. 4A, the output shaft 6 becomes integral with the outer ring 24 due to the engagement between the first claw member 26 and the tooth portion 30 of the enlarged diameter portion 6a of the output shaft 6. It rotates in the other direction in the circumferential direction, and the driving force from the electric motor 2 is transmitted to the output 6 shafts. At this time, the rotation speed of the input shaft 4 is decelerated and transmitted to the output shaft 6. The driving force transmitted from the electric motor 2 to the output shaft 6 is transmitted to the differential gear mechanism 23, which is the driving mechanism of the drive wheels 22, via the output gear 20 (see FIG. 2) fitted to the output shaft 6. Be transmitted.

As described above, when the vehicle starts and travels in the low speed range, the driving force from the electric motor 2 is transmitted from the input shaft 4 to the output shaft 6 via the low speed transmission mechanism unit 17, that is, the two-way clutch 8. ..

Next, the operation of the drive device 1 when the transmission of the drive device 1 shifts from the low speed transmission mechanism unit 17 to the high speed transmission mechanism unit 18 will be described.
When the started vehicle accelerates, the transmission of the drive device 1 shifts from the low-speed transmission mechanism unit 17 to the high-speed transmission mechanism unit 18.
When the vehicle is accelerating, the rotational speed of the input shaft 4 connected to the electric motor 2 increases, and the rotational speed of the outer ring 24 of the two-way clutch 8 increases. Along with this, the centrifugal force acting on the second claw member 28 increases. When the rotational speed of the outer ring 24 exceeds the predetermined rotational speed R1 and the magnitude of the centrifugal force acting on the second claw member 28 exceeds the predetermined magnitude F1, the second claw member 28 is urged. The spring 60 is greatly compressed by the claw portion 58, and the entire claw portion 58 is located radially outward of the tooth portion 30. In this state, as shown in FIG. 4B, in the two-way clutch 8, the first claw member 26 maintains the meshed state with the tooth portion 30, while the second claw member 28 maintains the tooth portion 30. It becomes a non-meshing state.

In this state, the wet clutch 3 is controlled to switch from the non-engaged state to the engaged state. Specifically, the piston 66 is driven by the piston drive mechanism 64, and the plurality of clutch plates 13 and the plurality of clutch discs 15 of the wet clutch 3 are axially pressed and frictionally engaged with each other. As a result, the wet clutch 3 is engaged. As described above, at the time of low rotation input, that is, when the wet clutch 3 is not engaged, the clutch case 7 rotates at a higher speed than the output shaft 6 in the circumferential direction. When the wet clutch 3 is engaged in this state, the clutch case 7, the clutch hub 62, and the output shaft 6 rotate integrally in the other direction in the circumferential direction, and high-speed rotation from the clutch case 7 via the clutch hub 62 is the output shaft. It is transmitted to 6. That is, the driving force of the electric motor 2 is transmitted to the output shaft 6 as high-speed rotation. At this time, the rotation of the input shaft 4 is not decelerated, but is transmitted to the output shaft 6 at a constant speed or is accelerated. Alternatively, when the rotation of the input shaft 4 is decelerated and transmitted to the output shaft 6, the rate of deceleration is smaller than that when the rotation is transmitted via the low speed gear 32.

When the driving force of the electric motor 2 is transmitted to the output shaft 6 as high-speed rotation, the rotational speed of the output shaft 6 in the circumferential direction increases. When the rotation speed of the output shaft 6 increases, the rotation speed of the output shaft 6 becomes faster than the rotation speed of the outer ring 24 of the two-way clutch 8 rotating integrally with the low speed gear 32. That is, in FIG. 4B, the output shaft 6 rotates relative to the outer ring 24 of the bidirectional clutch 8 in the circumferential direction. Then, in the first claw member 26, the claw portion 48 is pushed outward in the radial direction by the tooth portion 30 against the urging force of the spring 50, becomes a non-meshing state with the tooth portion 30, and moves toward the other side in the circumferential direction of the output shaft 6. Allows rotation of. Therefore, as shown in FIG. 4C, in the two-way clutch 8, both the first claw member 26 and the second claw member 28 are in a non-meshing state with the tooth portion 30, and the outer ring 24 is transferred to the output shaft 6. The driving force is not transmitted. That is, the driving force from the electric motor 2 is transmitted from the input shaft 4 to the output shaft 6 via the high-speed transmission mechanism unit 18, that is, the friction engagement device 12.

In high-speed running after shifting from the low-speed transmission mechanism unit 17 to the high-speed transmission mechanism unit 18, the two-way clutch 8 that is always connected to the low-speed gear 32 is in an idling state, and the output shaft is passed through the two-way clutch 8. No torque is transmitted to 6.

Next, the operation of the drive device 1 when the vehicle moves backward will be described.
When the vehicle moves backward, the input shaft 4 connected to the electric motor 2 rotates in the other direction in the circumferential direction. When the vehicle moves backward, the wet clutch 3 of the friction engagement device 12 is controlled to be in a non-engaged state, and the rotation of the input shaft 4 is a two-way clutch as low speed rotation via the first connecting gear 14 and the low speed gear 32. It is transmitted to the output shaft 6 via the two-way clutch 8. At this time, in the two-way clutch 8, as shown in FIG. 4A, both the first claw member 26 and the second claw member 28 are engaged with the tooth portion 30. Therefore, when the outer ring 24 of the two-way clutch 8 rotates in one direction in the circumferential direction in FIG. 4A, the output shaft 6 is displaced by the engagement between the second claw member 28 and the tooth portion 30 of the enlarged diameter portion 6a of the output shaft 6. It rotates integrally with the outer ring 24 in one direction in the circumferential direction. When the vehicle moves backward, the driving force from the electric motor 2 is transmitted to the output shaft 6.

As described above, according to the drive device 1 of the present embodiment, the structure can be simplified, the increase in the arrangement space can be suppressed, and the weight can be reduced.

Next, the drive device 11 according to the second embodiment of the first embodiment will be described.
In the description of the second embodiment, the same reference numerals are used with reference to FIGS. 1 to 4 for the same configurations as those of the first embodiment, and detailed description of these configurations will be omitted.

FIG. 5 is a skeleton diagram showing the configuration of the drive device 11 according to the second embodiment of the first embodiment.
The drive device 11 of this embodiment has an input shaft 4 connected to the drive shaft of the electric motor 2 and an output shaft 6 arranged in parallel with the input shaft 4, as in the first embodiment. ing. The driving force of the electric motor 2 is transmitted from the input shaft 4 to the output shaft 6 via the two-way clutch 8 or the friction engaging device 12. The drive device 11 of the present embodiment differs from the first embodiment in that the friction engaging device 12 is provided on the input shaft 4 and the second connecting gear 16 is provided on the output shaft. Other configurations are the same as in the first embodiment.

As shown in FIG. 5, the input shaft 4 has a friction engagement device 12 for transmitting the driving force from the electric motor 2 to the output shaft 6 at high speed rotation, and the driving force from the electric motor 2 at low speed rotation. A first connecting gear 14 for transmitting to the output shaft 6 is provided coaxially with the input shaft 4. The friction engaging device 12 and the first connecting gear 14 are provided side by side in the axial direction in this order from one side in the axial direction to the other side in the axial direction. The first connecting gear 14 is provided on the input shaft 4 so as not to rotate relative to the input shaft 4.

The friction engagement device 12 is a wet clutch 3 having the same configuration as that of the first embodiment (see FIG. 2). The wet clutch 3 has a clutch hub 62 fixed to the input shaft 4 and rotating integrally with the input shaft 4, and a clutch case 7 fitted to the input shaft 4 so as to be rotatable relative to the input shaft 4. Similar to the first embodiment, the clutch plate 13 and the clutch disc 15 are provided inside the clutch case 7. A high-speed gear 72 is connected to the clutch case 7. The high-speed gear 72 has a larger diameter than the first connecting gear 14. The clutch case 7 and the high-speed gear 72 rotate integrally.

The output shaft 6 is provided with a second connecting gear 16 and a two-way clutch 8 coaxially with the output shaft 6. The second connecting gear 16 and the bidirectional clutch 8 are provided side by side in the axial direction in this order from one side in the axial direction to the other side in the axial direction.

The two-way clutch 8 has the same configuration as that of the first embodiment (see FIGS. 2 and 3). That is, the two-way clutch 8 has an annular outer ring 24 and a ratchet mechanism which is a torque transmission mechanism, and the output shaft 6 constitutes the inner ring of the two-way clutch 8. Similar to the first embodiment, an annular low speed gear 32 is arranged on the outer peripheral side of the outer ring 24, and the outer ring 24 and the low speed gear 32 rotate integrally. The low speed gear 32 is always in mesh with the first connecting gear 14 of the input shaft 4. Therefore, the outer ring 24 of the two-way clutch 8 and the first connecting gear 14 are always connected via the low-speed gear 32, and the input shaft 4 and the outer ring 24 of the two-way clutch 8 rotate in opposite directions. .. The first connecting gear 14 and the two-way clutch 8 constitute a low-speed transmission mechanism unit 17.

The second connecting gear 16 has a smaller diameter than the low-speed gear 32 of the low-speed transmission mechanism unit 17, and is provided on the output shaft 6 so as not to rotate relative to the output shaft 6. The second connecting gear 16 is always in mesh with the high speed gear 72 of the friction engaging device 12. Therefore, the clutch case 7 and the second connecting gear 16 of the friction engaging device 12 are always connected via the high-speed gear 72, and the input shaft 4 and the clutch case 7 rotate in opposite directions. The second connecting gear 16 and the friction engaging device 12 constitute a high-speed transmission mechanism unit 18. The low-speed transmission mechanism unit 17 and the high-speed transmission mechanism unit 18 constitute a two-speed transmission transmission device.

The driving force of the electric motor 2 transmitted from the input shaft 4 to the output shaft 6 via the transmission is driven by the drive wheels 22 via the output gear 20 fixed to the output shaft 6 as in the first embodiment. It is transmitted to the differential gear mechanism 23, which is a mechanism.

Next, the operation of the drive device 11 according to this embodiment will be described. In the following description of the operation, in FIG. 5, the operation in a state where one side in the axial direction is the front and the drive device 11 is viewed from the front will be described.

When the input shaft 4 connected to the electric motor 2 rotates in one direction in the circumferential direction when the vehicle (not shown) starts and moves forward from a stopped state, the rotation of the input shaft 4 rotates with the first connecting gear 14 and the low speed. It is transmitted to the outer ring 24 of the two-way clutch 8 as low-speed rotation via the gear 32, and the outer ring 24 of the two-way clutch 8 rotates in the other direction in the circumferential direction.

At this time, the plurality of clutch plates 13 and the plurality of clutch discs 15 (see FIG. 2) of the wet clutch 3 of the friction engaging device 12 are in a non-engaged state. That is, the wet clutch 3 is controlled to be in a non-engaged state. In this state, the rotation of one of the circumferential directions of the input shaft 4 is not transmitted from the clutch hub 62, which rotates integrally with the input shaft 4, to the clutch case 7.

As described in the first embodiment, in the stopped state of the vehicle, the outer ring 24 of the two-way clutch 8 does not rotate, so that the centrifugal force does not act on the second claw member 28. Further, the rotation speed of the outer ring 24 when low-speed rotation is input from the input shaft 4 is slower than the predetermined rotation speed R1, and the magnitude of the centrifugal force acting on the second claw member 28 is a predetermined magnitude F1. Smaller than. Therefore, the spring 60 urging the second claw member 28 is not compressed, and the first claw member 26 and the second claw member 28 are both engaged with the tooth portion 30 (FIG. 4 (FIG. 4). a) See). Therefore, also in this embodiment, as in the first embodiment, when the outer ring 24 rotates in the other direction in the circumferential direction in FIG. 4A, the engagement between the first claw member 26 and the tooth portion 30 of the output shaft 6 causes the outer ring 24 to engage with each other. The output shaft 6 rotates integrally with the outer ring 24 in the other direction in the circumferential direction, and the driving force from the electric motor 2 is transmitted to the output 6 shaft. At this time, the rotation speed of the input shaft 4 is decelerated and transmitted to the output shaft 6. The driving force transmitted from the electric motor 2 to the output shaft 6 is transmitted to the differential gear mechanism 23, which is the driving mechanism of the drive wheels 22, via the output gear 20 (see FIG. 2) fitted to the output shaft 6. Be transmitted.

In this state, the second connecting gear 16 rotates integrally with the output shaft 6 in the other direction in the circumferential direction. The rotation of the second connecting gear 16 is transmitted to the clutch case 7 via the high-speed gear 72, and the clutch case 7 rotates in one direction in the circumferential direction. However, since the wet clutch 3 is controlled to be in a non-engaged state, the clutch case 7 Is idle with respect to the input shaft 4 and the clutch hub 62. At this time, the clutch case 7 rotates in one direction in the circumferential direction at a lower speed than the input shaft 4.

As described above, when the vehicle starts and travels in the low speed range, the driving force from the electric motor 2 is transmitted from the input shaft 4 to the output shaft 6 via the low speed transmission mechanism unit 17, that is, the two-way clutch 8. ..

Next, the operation of the drive device 1 when the transmission of the drive device 11 shifts from the low-speed transmission mechanism unit 17 to the high-speed transmission mechanism unit 18 will be described.
When the started vehicle accelerates, the transmission of the drive device 11 shifts from the low-speed transmission mechanism unit 17 to the high-speed transmission mechanism unit 18.
When the vehicle accelerates, the rotational speed of the outer ring 24 exceeds the predetermined rotational speed R1, and the magnitude of the centrifugal force acting on the second claw member 28 exceeds the predetermined magnitude F1, the second claw member 28 is moved. The urging spring 60 is greatly compressed by the claw portion 58, and the entire claw portion 58 is located radially outward of the tooth portion 30. In this state, as shown in FIG. 4B, in the two-way clutch 8, the first claw member 26 maintains the meshed state with the tooth portion 30, while the second claw member 28 maintains the tooth portion 30. It becomes a non-meshing state.

In this state, the wet clutch 3 is controlled so as to switch from the non-engaged state to the engaged state, as in the first embodiment. Specifically, the piston 66 is driven by the piston drive mechanism 64, and the wet clutch 3 is engaged. As described above, the clutch case 7 rotates in one direction in the circumferential direction at a lower speed than the input shaft 4 at the time of low rotation input, that is, when the wet clutch 3 is not engaged. When the wet clutch 3 is engaged in this state, the input shaft 4, the clutch hub 62, and the clutch case 7 rotate integrally in one direction in the circumferential direction, and the clutch case 7 is passed through the high-speed gear 72 and the second connecting gear 16. High-speed rotation is transmitted to the output shaft 6. That is, the driving force of the electric motor 2 is transmitted to the output shaft 6 as high-speed rotation.

When the driving force of the electric motor 2 is transmitted to the output shaft 6 as high-speed rotation, the rotational speed of the output shaft 6 in the circumferential direction increases. When the rotation speed of the output shaft 6 increases, the rotation speed of the output shaft 6 becomes faster than the rotation speed of the outer ring 24 of the two-way clutch 8 rotating integrally with the low speed gear 32. That is, in FIG. 4B, the output shaft 6 rotates relative to the outer ring 24 of the bidirectional clutch 8 in the circumferential direction. Then, in the first claw member 26, the claw portion 48 is pushed outward in the radial direction by the tooth portion 30 against the urging force of the spring 50, becomes a non-meshing state with the tooth portion 30, and moves toward the other side in the circumferential direction of the output shaft 6. Allows rotation of. Therefore, as shown in FIG. 4C, in the two-way clutch 8, both the first claw member 26 and the second claw member 28 are in a non-meshing state with the tooth portion 30, and the outer ring 24 is transferred to the output shaft 6. The driving force is not transmitted. That is, the driving force from the electric motor 2 is transmitted from the input shaft 4 to the output shaft 6 via the high-speed transmission mechanism unit 18, that is, the friction engagement device 12.

In high-speed running after shifting from the low-speed transmission mechanism unit 17 to the high-speed transmission mechanism unit 18, the two-way clutch 8 that is always connected to the low-speed gear 32 is in an idling state, and the output shaft is passed through the two-way clutch 8. No torque is transmitted to 6.

Next, the operation of the drive device 1 when the vehicle moves backward will be described.
When the vehicle moves backward, the input shaft 4 connected to the electric motor 2 rotates in the other direction in the circumferential direction. When the vehicle moves backward, the wet clutch 3 of the friction engagement device 12 is controlled to be in a non-engaged state, and the rotation of the input shaft 4 is a two-way clutch as low speed rotation via the first connecting gear 14 and the low speed gear 32. It is transmitted to the output shaft 6 via the two-way clutch 8. At this time, in the two-way clutch 8, as shown in FIG. 4A, both the first claw member 26 and the second claw member 28 are engaged with the tooth portion 30. Therefore, when the outer ring 24 of the two-way clutch 8 rotates in one direction in the circumferential direction in FIG. 4A, the output shaft 6 is displaced by the engagement between the second claw member 28 and the tooth portion 30 of the enlarged diameter portion 6a of the output shaft 6. It rotates integrally with the outer ring 24 in one direction in the circumferential direction. When the vehicle moves backward, the driving force from the electric motor 2 is transmitted to the output shaft 6.

As described above, according to the drive device 11 of the present embodiment, the structure can be simplified, the increase in the arrangement space can be suppressed, and the weight can be reduced, as in the first embodiment.

Next, the drive device according to the second embodiment of the present invention will be described.
Unlike the first embodiment, the drive device according to the second embodiment of the present invention has the same axis as the input shaft into which the driving force from the electric motor is input and the output shaft in which the driving force is output to the driving unit. It is a type arranged on a line. In the description of each embodiment of the second embodiment, the same reference numerals are used with reference to FIGS. 1 to 5 for the same configurations as those of the first embodiment, and detailed description of these configurations will be omitted. ..

First, the drive device 101 according to the first embodiment of the second embodiment will be described.
FIG. 6 is a skeleton diagram showing the configuration of the drive device 101 according to the first embodiment of the second embodiment.
FIG. 7 is an enlarged cross-sectional view showing a main part of the two-way clutch 108 and the planetary gear mechanism 127 of the drive device 101 according to the present embodiment, and shows a state seen from one side in the axial direction.
As shown in FIG. 6, the drive device 101 according to the present embodiment has an input shaft 104 connected to the drive shaft of the electric motor 2 and an output shaft 106 arranged on the same axis as the input shaft 104. ing. The driving force of the electric motor 2 is transmitted from the input shaft 104 to the output shaft 106 via the transmission. The transmission includes a two-way clutch 108, a planetary gear mechanism 127, and a friction engagement device 12.

In this embodiment, the input shaft 104 is formed in a columnar shape. A two-way clutch 108 and a friction engagement device 12 are provided coaxially with the input shaft 104 on the outer peripheral portion of the input shaft 104. The bidirectional clutch 108 and the friction engaging device 12 are provided side by side in the axial direction in this order from one side in the axial direction to the other side in the axial direction.

In this embodiment, the input shaft 104 constitutes the inner ring of the two-way clutch 108. Specifically, the portion 104a of the input shaft 104 constitutes the inner ring of the two-way clutch 108. As shown in FIG. 7, a plurality of tooth portions 30 are formed on the outer peripheral portion of the portion 104a of the input shaft 104 in the circumferential direction. The configuration of the tooth portion 30 is the same as that of the first embodiment. The outer ring 124 of the two-way clutch 108 is provided with a plurality of first claw members 26 and second claw members 28 having the same configurations as those of the first embodiment. A gear 125 is formed on the outer peripheral portion of the outer ring 124 over the circumferential direction.

The drive device 101 of this embodiment includes a planetary gear mechanism 127 whose sun gear is the outer ring 124 of the two-way clutch 108. The planetary gear mechanism 127 includes a sun gear which is an outer ring 124 of a two-way clutch 108, a plurality of planetary gears 129 that mesh with the sun gear, a planetary carrier 131 that supports the plurality of planetary gears 129 so as to rotate, and a ring gear that meshes with the plurality of planetary gears 129. It is equipped with 133. The ring gear 133 is fixed to, for example, the transmission case 135 so as not to rotate.

The two-way clutch 108 drives the electric motor 2 from the input shaft 104 to the planetary carrier 131 via the planetary gear 129 by engaging the first claw member 26 or the second claw member 28 with the tooth portion 30 of the input shaft 104. Transmit power. The planetary carrier 131 is connected to the output shaft 106.

The friction engagement device 12 is a wet clutch 3 having the same configuration as that of the first embodiment, the clutch hub 62 is fixed to the input shaft 104, and the clutch case 7 is connected to the planetary carrier 131 of the planetary gear mechanism 127. There is. The wet clutch 3 is switched between the engaged state and the non-engaged state by the piston drive mechanism 64 (see FIG. 2) similar to the first embodiment. The wet clutch 3 integrally connects the input shaft 104 and the planetary carrier 131 in the engaged state.

The driving force of the electric motor 2 transmitted from the input shaft 104 to the output shaft 106 via the transmission is transmitted to the differential gear mechanism 23, which is the driving mechanism of the drive wheels 22, as in the first embodiment.

Next, the operation of the drive device 101 according to this embodiment will be described. The following description of the operation will be described in FIG. 6 in a state where one side in the axial direction is the front and the drive device 101 is viewed from the front.

When the vehicle (not shown) starts from a stopped state and moves forward, the inner ring of the input shaft 104, that is, the two-way clutch 108 connected to the electric motor 2 rotates in one direction in the circumferential direction in FIG. 7. At this time, the wet clutch 3 is controlled to be in an idling state, that is, in a non-engaged state. Further, in the two-way clutch 108, as in the first embodiment, the rotation speed of the outer ring 124 is slower than the predetermined rotation speed R1, and the magnitude of the centrifugal force acting on the second claw member 28 is a predetermined magnitude. In a state smaller than F1, that is, in a state where the vehicle is stopped or the vehicle speed is in the low speed range, the first claw member 26 and the second claw member 28 both mesh with the tooth portion 30 of the input shaft 104. There is. Therefore, in FIG. 7, when the inner ring of the input shaft 104, that is, the two-way clutch 108 rotates in one direction in the circumferential direction, the two-way clutch 108 is a planet from the inner ring of the input shaft 104 due to the engagement between the first claw member 26 and the tooth portion 30. The torque of the electric motor 2 is transmitted to the outer ring 124, which is the sun gear of the gear mechanism 127, and the outer ring 124 rotates in one direction in the circumferential direction.

When the outer ring 124 of the two-way clutch 108 rotates in one direction in the circumferential direction, the rotation of the outer ring 124 is transmitted to the planetary carrier 131 via the plurality of planetary gears 129, and the planetary carrier 131 rotates in one direction in the circumferential direction. At this time, the rotation of the outer ring 124 is decelerated and transmitted to the planetary carrier 131. In this way, the torque of the electric motor 2 is transmitted from the planetary carrier 131 to the output shaft 106 as low-speed rotation, and the output shaft 106 rotates in one direction in the circumferential direction. The driving force transmitted from the electric motor 2 transmitted to the output shaft 106 is transmitted to the differential gear 23, which is the driving mechanism of the drive wheel 22, via the output gear 120 fitted to the output shaft 106.

As described above, when the vehicle starts and travels in a low speed range, the driving force from the electric motor 2 is transmitted from the input shaft 104 to the output shaft 106 via the two-way clutch 108 and the planetary gear mechanism 127. That is, the two-way clutch 108 and the planetary gear mechanism 127 constitute the low-speed speed change mechanism unit 117.

Next, the operation of the drive device 101 when the speed change device of the drive device 101 shifts from a low speed state to a high speed state will be described.
As the vehicle accelerates, the rotational speed of the sun gear of the planetary gear mechanism 127, that is, the outer ring 124 of the two-way clutch 108 exceeds the predetermined rotational speed R1, and the magnitude of the centrifugal force acting on the second claw member 28 is a predetermined magnitude. When it exceeds F1, the spring 60 urging the second claw member 28 is greatly compressed by the claw portion 58, and the entire claw portion 58 is located radially outward from the tooth portion 30. In this state, in the two-way clutch 108, the first claw member 26 maintains the meshed state with the tooth portion 30, but the second claw member 28 is in the non-engaged state with the tooth portion 30.

In this state, the wet clutch 3 is controlled to switch from the non-engaged state to the engaged state. Specifically, the piston 66 (see FIG. 2) is driven by the piston drive mechanism 64, and the wet clutch 3 is engaged. When the wet clutch 3 is engaged, the input shaft 104 and the planetary carrier 131 rotate integrally in one direction in the circumferential direction, and high-speed rotation is transmitted from the clutch hub 62 to the planetary carrier 131 via the clutch case 7. At this time, the rotation of the input shaft 104 is not decelerated and is transmitted to the planetary carrier 131 at a constant velocity. In this way, the driving force of the electric motor 2 is transmitted to the output shaft 104 as high-speed rotation. That is, the wet clutch 3 constitutes the high-speed speed change mechanism unit 118.

In high-speed running after shifting from a low-speed state to a high-speed state, the input shaft 104 and the planetary carrier 131 rotate in one direction in the circumferential direction at a constant speed. At this time, the outer ring 124 of the sun gear, that is, the two-way clutch 108 rotates in one direction in the circumferential direction at a speed faster than that of the planetary carrier 131 due to the input of rotation from the planetary carrier 131 via the planetary gear 129. That is, the outer ring 124 also rotates the input shaft 104 at a high speed in one direction in the circumferential direction. Then, in the first claw member 26, the claw portion 48 is pushed radially outward by the tooth portion 30 against the urging force of the spring 50, and is in a non-meshing state with the tooth portion 30, and the outer ring 124 is in a non-meshing state with respect to the input shaft 104 of the outer ring 124. Allows relative rotation in one direction in the circumferential direction. That is, the driving force is not transmitted from the input shaft 104 to the outer ring 124 via the two-way clutch 108.

When the vehicle moves backward, the inner ring of the input shaft 104, that is, the two-way clutch 108 connected to the electric motor 2 rotates in the other direction in the circumferential direction in FIG. 7. At this time, the wet clutch 3 is controlled to be in an idling state, that is, in a non-engaged state. Further, in the two-way clutch 108, the first claw member 26 and the second claw member 28 are both engaged with the tooth portion 30 of the input shaft 104. Therefore, when the inner ring of the input shaft 104, that is, the two-way clutch 108 rotates in the other direction in the circumferential direction in FIG. 7, the two-way clutch 108 is a planet from the input shaft 104 which is the inner ring due to the engagement between the second claw member 28 and the tooth portion 30. The torque of the electric motor 2 is transmitted to the outer ring 124, which is the sun gear of the gear mechanism 127, and the outer ring 124 rotates in the other direction in the circumferential direction. When the outer ring 124 of the two-way clutch 108 rotates in the other direction in the circumferential direction, the rotation of the outer ring 124 is transmitted to the planetary carrier 131 via the plurality of planetary gears 129, the planetary carrier 131 rotates in the other direction in the circumferential direction, and the output shaft 106 rotates. Rotate in the other direction. When the vehicle moves backward, the driving force from the electric motor 2 is transmitted to the output shaft 106 in this way.

Next, the drive device 201 according to the second embodiment of the second embodiment will be described.
FIG. 8 is a skeleton diagram showing the configuration of the drive device 201 according to the second embodiment of the second embodiment.
FIG. 9 is an enlarged cross-sectional view showing a main part of the two-way clutch and the planetary gear mechanism 227 of the drive device 201 according to the present embodiment, and shows a state seen from one side in the axial direction.
As shown in FIG. 8, the drive device 201 according to the present embodiment has the input shaft 204 connected to the drive shaft of the electric motor 2 and the same axis as the input shaft 204, as in the first embodiment. It has an arranged output shaft 206. The driving force of the electric motor 2 is transmitted from the input shaft 204 to the output shaft 206 via the transmission. The transmission includes a two-way clutch 208, a planetary gear mechanism 227, and a friction engagement device 12.

In this embodiment, the input shaft 204 is formed in a cylindrical shape. A two-way clutch 208 and a friction engagement device 12 are provided coaxially with the input shaft 204 on the inner peripheral portion of the input shaft 204. The bidirectional clutch 208 and the friction engaging device 12 are provided side by side in the axial direction in this order from one side in the axial direction to the other side in the axial direction.

In this embodiment, the input shaft 204 constitutes the outer ring of the two-way clutch 208. As shown in FIG. 9, a plurality of first claw members 26 and second claw members 28 having the same configuration as that of the first embodiment are provided on the inner peripheral portion of the input shaft 204. A plurality of tooth portions 30 are formed on the outer peripheral portion of the inner ring 237 of the bidirectional clutch 208 over the circumferential direction. The configuration of the tooth portion 30 is the same as that of the first embodiment. A gear 239 is formed on the inner peripheral portion of the inner ring 237 of the two-way clutch 208 over the circumferential direction.

The drive device 201 of this embodiment includes a planetary gear mechanism 227 whose ring gear is the inner ring 237 of the two-way clutch 208. The planetary gear mechanism 227 includes a ring gear which is an inner ring 237 of the two-way clutch 208, a plurality of planetary gears 229 that mesh with the ring gear, a planetary carrier 231 that supports the plurality of planetary gears 229 so as to rotate, and a sun gear that meshes with the plurality of planetary gears 229. It is equipped with 241. The sun gear 241 is fixed to, for example, a transmission case 135 so as not to rotate.

In the two-way clutch 208, when the first claw member 26 or the second claw member 28 meshes with the tooth portion 30 of the inner ring 237, the electric motor 2 is transferred from the input shaft 204, which is an outer ring, to the planetary carrier 231 via the planetary gear 229. Transmits the driving force of. The planetary carrier 231 is connected to the output shaft 206.

The friction engagement device 12 is a wet clutch 3 having the same configuration as that of the first embodiment, the clutch case 7 is connected to the input shaft 204, and the clutch hub 62 is connected to the planetary carrier 231 of the planetary gear mechanism 227. There is. The wet clutch 3 is switched between the engaged state and the non-engaged state by the piston drive mechanism 64 (see FIG. 2) similar to the first embodiment. The wet clutch 3 integrally connects the input shaft 204 and the planetary carrier 231 in the engaged state.

The driving force of the electric motor 2 transmitted from the input shaft 204 to the output shaft 206 via the transmission is transmitted to the differential gear mechanism 23, which is the driving mechanism of the drive wheels 22, as in the first embodiment.

Next, the operation of the drive device 201 according to this embodiment will be described. In the following description of the operation, in FIG. 8, the operation in a state where one side in the axial direction is the front and the drive device 201 is viewed from the front will be described.

When the vehicle (not shown) starts from a stopped state and moves forward, the outer ring of the input shaft 204, that is, the two-way clutch 208 connected to the electric motor 2 rotates in the other direction in the circumferential direction in FIG. At this time, the wet clutch 3 is controlled to be in an idling state, that is, in a non-engaged state. Further, in the two-way clutch 208, as in the first embodiment, the rotation speed of the outer ring is slower than the predetermined rotation speed R1, and the magnitude of the centrifugal force acting on the second claw member 28 is a predetermined magnitude F1. In a smaller state, that is, in a stopped state of the vehicle or in a state where the speed of the vehicle is in the low speed range, the first claw member 26 and the second claw member 28 both mesh with the tooth portion 30 of the inner ring 237. Therefore, in FIG. 9, when the outer ring of the input shaft 204, that is, the two-way clutch 208 rotates to the other in the circumferential direction, the two-way clutch 208 is a planet from the outer ring of the input shaft 204 due to the engagement between the first claw member 26 and the tooth portion 30. The torque of the electric motor 2 is transmitted to the inner ring 237, which is the ring gear of the gear mechanism 227, and the inner ring 237 rotates in the other direction in the circumferential direction.

When the inner ring 237 of the two-way clutch 208 rotates in the other direction in the circumferential direction, the rotation of the inner ring 237 is transmitted to the planetary carrier 231 via the plurality of planetary gears 229, and the planetary carrier 231 rotates in the other direction in the circumferential direction. At this time, the rotation of the inner ring 237 is decelerated and transmitted to the planetary carrier 231. In this way, the torque of the electric motor 2 is transmitted from the planetary carrier 231 to the output shaft 206 as low-speed rotation, and the output shaft 206 rotates in the other direction in the circumferential direction. The driving force transmitted from the electric motor 2 transmitted to the output shaft 206 is transmitted to the differential gear 23 which is the driving mechanism of the drive wheel 22 via the output gear 220 fitted to the output shaft 206.

As described above, when the vehicle starts and travels in a low speed range, the driving force from the electric motor 2 is transmitted from the input shaft 204 to the output shaft 206 via the two-way clutch 208 and the planetary gear mechanism 227. That is, the two-way clutch 208 and the planetary gear mechanism 227 constitute the low-speed speed change mechanism unit 217.

Next, the operation of the drive device 201 when the speed change device of the drive device 201 shifts from the low speed state to the high speed state will be described.
When the vehicle accelerates, the rotational speed of the outer ring of the input shaft 204, that is, the bidirectional clutch 208 exceeds the predetermined rotational speed R1, and the magnitude of the centrifugal force acting on the second claw member 28 exceeds the predetermined magnitude F1. The spring 60 urging the second claw member 28 is greatly compressed by the claw portion 58, and the entire claw portion 58 is located radially outward of the tooth portion 30. In this state, in the two-way clutch 208, the first claw member 26 maintains the meshed state with the tooth portion 30, but the second claw member 28 is in the non-engaged state with the tooth portion 30.

In this state, the wet clutch 3 is controlled to switch from the non-engaged state to the engaged state. Specifically, the piston 66 (see FIG. 2) is driven by the piston drive mechanism 64, and the wet clutch 3 is engaged. When the wet clutch 3 is engaged, the outer ring of the input shaft 204, that is, the bidirectional clutch 208 and the planetary carrier 231 rotate integrally in the other direction in the circumferential direction, and high-speed rotation from the clutch case 7 via the clutch hub 62 is the planetary carrier. It is transmitted to 231. At this time, the rotation of the input shaft 204 is not decelerated and is transmitted to the planetary carrier 231 at a constant velocity. In this way, the driving force of the electric motor 2 is transmitted to the output shaft 206 as high-speed rotation. That is, the wet clutch 3 constitutes the high-speed transmission mechanism unit 218.

In high-speed running after shifting from a low-speed state to a high-speed state, the outer ring of the input shaft 204, that is, the two-way clutch 208 and the planetary carrier 231 rotate at a constant speed in the other direction in the circumferential direction. At this time, the inner ring 237 of the ring gear, that is, the two-way clutch, rotates in the other direction in the circumferential direction at a speed faster than that of the planetary carrier 231 by the input of rotation from the planetary carrier 231 via the planetary gear 229. That is, the inner ring 237 also rotates the input shaft 204 at a high speed in the other direction in the circumferential direction. Then, in the first claw member 26, the claw portion 48 is pushed radially outward by the tooth portion 30 against the urging force of the spring 50, and is in a non-meshing state with the tooth portion 30, so that the inner ring 237 is in a non-meshing state with respect to the input shaft 204 of the inner ring 237. Allows relative rotation to the other in the circumferential direction. That is, the driving force is not transmitted from the input shaft 204 to the inner ring 237 via the two-way clutch 208.

When the vehicle moves backward, the outer ring of the input shaft 204, that is, the two-way clutch 208 connected to the electric motor 2 rotates in one direction in the circumferential direction in FIG. At this time, the wet clutch 3 is controlled to be in an idling state, that is, in a non-engaged state. Further, in the two-way clutch 208, the first claw member 26 and the second claw member 28 are both engaged with the tooth portion 30 of the inner ring 237. Therefore, in FIG. 9, when the outer ring of the input shaft 204, that is, the two-way clutch 208 rotates in one direction in the circumferential direction, the two-way clutch 208 is planetary from the input shaft 204, which is the outer ring, due to the engagement between the second claw member 28 and the tooth portion 30. The torque of the electric motor 2 is transmitted to the inner ring 237, which is the ring gear of the gear mechanism 227, and the inner ring 237 rotates in one direction in the circumferential direction. When the inner ring 237 of the two-way clutch 208 rotates in one direction in the circumferential direction, the rotation of the inner ring 237 is transmitted to the planetary carrier 231 via a plurality of planetary gears 229, the planetary carrier 231 rotates in one direction in the circumferential direction, and the output shaft 206 rotates in one direction. Rotate in one direction. When the vehicle moves backward, the driving force from the electric motor 2 is transmitted to the output shaft 6 in this way.

As described above, according to the drive devices 101 and 201 according to each embodiment of the second embodiment, the structure can be simplified, the increase in the arrangement space can be suppressed, and the weight can be reduced as in the first embodiment. Can be planned.

Although each embodiment of the present invention has been described above, the present invention is not limited to the above embodiment and can be appropriately modified. For example, the present invention can also be applied to a vehicle whose drive source is an engine.

1, 11, 101, 201 Drive device 2 Electric motor 3 Wet clutch 4, 104, 204 Input shaft 6, 106, 206 Output shaft 7 Clutch case 8, 108, 208 Two-way clutch 12 Friction engagement device 14 First connecting gear 16 2nd coupling gear 17, 117, 217 Low speed transmission mechanism parts 18, 118, 218 High speed transmission mechanism parts 24, 124, 224 Outer ring 26 1st claw member 28 2nd claw member 30 Tooth part 62 Clutch hub 127, 227 Planetary gear mechanism 129, 229 Planetary gear 131, 231 Planetary carrier 133 Ring gear 237 Inner ring 241 Sun gear

Claims (10)

The input shaft on the drive source side and
An output shaft that transmits the driving force of the driving source to the driving wheel side,
A drive device for a vehicle having a speed change mechanism for transmitting the driving force from the input shaft to the output shaft.
The speed change mechanism
A first speed change mechanism unit that decelerates the rotation of the input shaft and transmits it to the output shaft.
It is composed of a second speed change mechanism unit capable of transmitting the rotation of the input shaft to the output shaft unit at a speed faster than that of the first speed change mechanism unit.
The first speed change mechanism unit includes a two-way clutch capable of selectively transmitting the rotation of the input shaft in the direction in which the vehicle moves forward and the rotation in the direction in which the vehicle moves backward to the output shaft.
The second speed change mechanism unit is provided with a clutch mechanism capable of transmitting the rotation of the input shaft in the forward direction to the output shaft by frictionally engaging with the drive device. The input axis and the output axis are arranged in parallel, and the input axis and the output axis are arranged in parallel.
The first speed change mechanism unit includes a first gear provided on the input shaft and rotating integrally with the input shaft, and a second gear provided on the output shaft and meshing with the first gear.
The two-way clutch is provided between the second gear and the output shaft.
The second transmission mechanism unit is provided on the input shaft and rotates integrally with the input shaft, and meshes with a third gear having a diameter larger than that of the first gear and the third gear provided on the output shaft. Equipped with a 4th gear with a smaller diameter than the 2nd gear
The drive device according to claim 1, wherein the clutch mechanism is provided between the fourth gear and the output shaft. The input axis and the output axis are arranged in parallel, and the input axis and the output axis are arranged in parallel.
The first speed change mechanism unit includes a first gear provided on the input shaft and rotating integrally with the input shaft, and a second gear provided on the output shaft and meshing with the first gear.
The two-way clutch is provided between the second gear and the output shaft.
The second speed change mechanism unit is provided on the output shaft and rotates integrally with the output shaft, meshes with a third gear having a diameter smaller than that of the second gear and the third gear provided on the input shaft, and the second gear is provided. Equipped with a 4th gear with a larger diameter than 1 gear,
The drive device according to claim 1, wherein the clutch mechanism is provided between the fourth gear and the input shaft. A plurality of tooth portions are formed on the outer peripheral portion of the output shaft at predetermined intervals in the circumferential direction.
The two-way clutch
When the outer ring that rotates integrally with the second gear is held by the outer ring so as to be swingable in the radial direction and swings inward in the radial direction to mesh with the tooth portion, the vehicle of the output shaft with respect to the outer ring. Is held by the outer ring so as to be swingable in the radial direction with the first claw member that locks the relative rotation in the backward direction, and swings inward in the radial direction to mesh with the tooth portion, and the outer ring is engaged with the outer ring. It has a second claw member that locks the relative rotation of the output shaft in the direction in which the vehicle moves forward.
The second claw member swings outward in the radial direction due to the centrifugal force acting by the rotation of the outer ring, and when the centrifugal force exceeds a predetermined magnitude, the second claw member is in a non-meshing state with the tooth portion. The driving device according to claim 2 or 3. When the second speed change mechanism unit is engaged when the second claw member is in a non-meshing state due to centrifugal force, the first claw member is in a non-meshing state, so that the first speed change mechanism 4. The drive device according to claim 4, wherein the second speed change mechanism unit serves as the main transmission mechanism for the driving force. The input axis and the output axis are arranged on the same axis line, and the input axis and the output axis are arranged on the same axis.
The first speed change mechanism unit includes a planetary gear mechanism including a sun gear, a plurality of planetary gears that mesh with the sun gear, a planetary carrier that supports the plurality of planetary gears on their rotations, and a ring gear that meshes with the plurality of planetary gears. Prepare,
The output shaft is connected to the planetary carrier and
The two-way clutch is provided between the input shaft and the planetary gear mechanism.
The drive device according to claim 1, wherein the clutch mechanism is provided between the input shaft and the planetary carrier. The input shaft constitutes the inner ring of the two-way clutch.
A plurality of tooth portions are formed on the outer peripheral portion of the input shaft at predetermined intervals in the circumferential direction.
The sun gear constitutes the outer ring of the two-way clutch.
The two-way clutch is held by the outer ring so as to be swingable in the radial direction, and when it swings inward in the radial direction and meshes with the tooth portion, the output shaft with respect to the outer ring moves in the direction in which the vehicle advances. When the first claw member that locks the relative rotation of the outer ring and the outer ring are held so as to be swingable in the radial direction and swing inward in the radial direction to mesh with the tooth portion, the output shaft of the output shaft with respect to the outer ring The drive device according to claim 6, further comprising a second claw member that locks the relative rotation of the vehicle in the reverse direction. The input shaft is formed in a cylindrical shape and constitutes the outer ring of the two-way clutch.
The ring gear constitutes the inner ring of the two-way clutch.
A plurality of tooth portions are formed on the outer peripheral portion of the ring gear at predetermined intervals in the circumferential direction.
The two-way clutch is held by the outer ring so as to be swingable in the radial direction, and when it swings inward in the radial direction and meshes with the tooth portion, the output shaft with respect to the outer ring moves in the direction in which the vehicle moves backward. When the first claw member that locks the relative rotation of the outer ring and the outer ring are held so as to be swingable in the radial direction and swing inward in the radial direction to mesh with the tooth portion, the output shaft of the output shaft with respect to the outer ring The drive device according to claim 6, further comprising a second claw member that locks the relative rotation of the vehicle in a forward direction. The second claw member swings outward in the radial direction due to the centrifugal force acting by the rotation of the outer ring, and when the centrifugal force exceeds a predetermined magnitude, the second claw member is in a non-meshing state with the tooth portion. The drive according to claim 7 or 8. When the second speed change mechanism unit is engaged when the second claw member is in a non-meshing state due to centrifugal force, the first claw member is in a non-meshing state, so that the first speed change mechanism 9. The drive device according to claim 9, wherein the second speed change mechanism unit serves as a main transmission mechanism for the driving force.

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