JP3903813B2 - Electric vehicle parking vibration prevention device - Google Patents

Description

[0001]
BACKGROUND OF THE INVENTION
The present invention relates to an electric vehicle using an electric motor as a driving source for traveling, and more particularly, to an anti-parking vibration preventing device for an electric vehicle that prevents vibrations generated when parking is removed.
[0002]
[Prior art]
An electric vehicle generally includes an electric motor as a driving source for driving and a drive system that constantly drives and connects the electric motor to driving wheels. The electric motor is a shift range set by a shift lever operated by a driver and a driver. When the shift lever is set to the parking range, the parking pole is engaged with the parking lock gear provided in the drive system, and the drive is thereby driven. The system and drive wheels are parked locked. When the electric vehicle starts running, the shift lever is released from the parking range (parking is removed), and is switched to another shift range such as a drive range.
[0003]
When parking lock is performed with the electric vehicle stopped on an inclined road surface such as a slope, a moment acts on the parking lock gear due to a component along the inclined road surface of gravity acting on the vehicle, and the parking lock gear causes the parking pole to Is pressed against the drive device, there is a problem that a strong force is required to operate the shift lever when parking is removed.
[0004]
As one of the devices for solving this problem, for example, as described in Japanese Patent Application Laid-Open No. 9-286312 filed by the applicant of the present application, when the driver operates the shift lever without parking, the parking lock 2. Description of the Related Art Conventionally, a mechanical parking lock device configured to control the torque of an electric motor so as to reduce a meshing load between a gear and a parking pole is known.
[0005]
[Problems to be solved by the invention]
According to the mechanical parking lock device according to the above-mentioned proposal, since the parking pole can be easily driven by the drive device and the engagement with the parking lock gear can be easily released, the shift lever does not require a strong force. The parking lock can be easily released by operating, but excessive vibration and noise are generated in the electric motor and drive system when the parking lock is released, for example, when the electric vehicle is stopped on a slope. It cannot be prevented.
[0006]
As a result of investigating and studying the generation factors of the electric motor and drive system when the parking lock is released, the inventor of the present application conducted an investigation and research. When the parking lock is released in the situation where the vehicle is stopped, the rotor of the electric motor acts as a flywheel, so that the electric motor and the drive system have excessive vibration and noise due to the rotational vibration of the electric motor. Investigate what happens.
[0007]
The present invention has been made in view of the problem that vibration and sound are generated in the electric motor and the drive system when the parking lock is released in the electric vehicle. The main object of the present invention is the present invention. Based on the knowledge obtained as a result of the research conducted by the user, the electric motor and the drive system are prevented by the rotor of the electric motor acting as a flywheel when the parking lock is released to prevent the electric motor from rotating and vibrating. It is to prevent excessive vibration and sound from being generated.
[0008]
[Means for Solving the Problems]
  According to the present invention, the main problems described above are set by an electric motor, an electric drive device having a drive system that constantly drives and connects the electric motor to drive wheels, and a shift range setting means operated by a driver. An electric vehicle having a control device for controlling a shift range of the electric drive device according to a shift range, wherein the electric motor is used as an anti-parking vibration preventing device for an electric vehicle that prevents vibrations generated when parking is removed. A rotation detection means for detecting the rotation of the shift range, a shift range detection means for detecting the shift range of the shift range setting means, and the electric drive device after the shift range of the shift range setting means is separated from the parking range. If the rotation of the electric motor is detected until the shift range is set, the electric motor An anti-parking vibration preventing device for an electric vehicle (configuration according to claim 1), or an electric motor and driving the electric motor, characterized by comprising: An electric drive device having a drive system that is connected to the wheels and a control device that controls the shift range of the electric drive device according to the shift range set by the shift range setting means operated by the driver In an automobile, the shift range setting means is set to the parking range in an electric vehicle parking prevention vibration preventing device that prevents vibrations generated when the parking is removed.WhenThe driving force transmission path between the electric motor and the driving wheel is cut off.When the shift range setting means is set to a range other than the parking range, the driving force transmission path is returned.This is achieved by an anti-parking vibration preventing device for an electric vehicle characterized by having a blocking means (structure of claim 3).
[0009]
Further, according to the present invention, in order to effectively achieve the above-mentioned main problem, in the configuration of claim 1, the parking removal control means until the substantial rotation of the electric motor is not detected. The electric drive device is configured to be prohibited from being controlled to another shift range by the control device (configuration of claim 2).
[0010]
  According to the present invention, in order to effectively achieve the main problem described above, in the configuration of claim 3, the blocking means is interlocked with the shift range setting means.Then, the driving force transmission path is interrupted and restored.(Structure of claim 4).
[0011]
According to the present invention, in order to effectively achieve the above main problem, in the configuration of claim 3 or 4, the drive system includes a first rotating member that rotates together with the rotor of the electric motor. A second rotating member that rotates together with the drive wheel, and the blocking means is provided between the first rotating member and the second rotating member when the shift range setting means is set to a parking range. And the second rotating member is connected to the non-rotating member, and when the shift range setting means is set to another shift range, the first rotating member and the second rotating member are connected. It is comprised so that connection with said 2nd rotation member and said non-rotation member may be cancelled | released (structure of Claim 5).
[0012]
[Action and effect of the invention]
FIG. 5 is a diagram for explaining factors that cause vibration and noise in the electric motor and the drive system when the parking lock is released. As shown in FIG. 5, when the electric vehicle 200 stops on the slope with the slope 202 having the inclination angle φ and the parking lock is performed, a part of the gravity F acting on the electric vehicle 200 is Fsinφ on the slope. Acts in the direction of retreating the electric vehicle along. Neglecting the frictional force between the driven wheel and the road surface, the force Fsinφ is carried by the frictional force Fw between the left and right drive wheels and the road surface, and therefore the same as when the electric vehicle moves backward due to the frictional force Fw. The torque Tw in the rotational direction acts on the drive wheel 204.
[0013]
As shown in FIG. 5, an electric motor 206 as a driving source for traveling and a drive system 208 for driving and connecting the electric motor to driving wheels are accommodated in a common housing 212 as an electric driving device 210, and the housing 212 is a rubber bush. , The rotation of the rotating member of the drive system 208 is restrained by the parking lock device 218 attached to the housing 212. Parking lock is achieved.
[0014]
Accordingly, as shown in FIG. 5 (A), the torque Tw in the rotational direction for reversing the electric vehicle acting on the drive wheels 204 is not transmitted to the electric motor 206 via the drive system 208 and the parking lock device 218. Therefore, the electric drive device 210 tilts around the input axis 220 of the torque Tw for the drive system 208 until the torque generated by the elastic deformation of the elastic insulator of the mount 214 is balanced with the torque Tw. The energy of the position due to the elastic deformation is stored.
[0015]
When the parking lock is released in such a situation, the rotation restriction of the rotation member of the drive system 208 performed by the housing 212 via the parking lock device 218 is released, and thereby the transmission of the torque Tw to the housing 212 is released. Therefore, as shown in FIG. 5 (B), the electric drive device 210 loses its inclination around the axis parallel to the axis 220 due to the energy at the position stored in the elastic insulator of the mount 214 (return). In the rotational direction).
[0016]
In general, the parking lock is released when the electric vehicle resumes running. When the electric vehicle resumes running on a slope, the braking force is applied to the wheels by the brake, and the wheels are substantially separated from the vehicle body. Since they are integrated, the drive wheel 204 does not roll on the road surface of the slope 202 even when the parking lock is released. Accordingly, the electric drive device 210 rotates in the return rotation direction relative to the vehicle body 216, and thus also rotates relative to the drive wheels 204. Therefore, the rotor 206A of the electric motor 206 is relative to the stator 206B. The electric drive device 210 rotates in the direction opposite to the return rotation direction.
[0017]
When the rotation angle of the electric drive device 210 in the return rotation direction is α, the above phenomenon is equivalent to the rotation of the drive wheels 204 in the reverse direction of the electric vehicle α when viewed from the electric drive device 210, and the drive system 208. When the reduction ratio of R is R, the rotor 206A of the electric motor 206 rotates by an angle Rα relative to the stator 206B, and the rotor 206A is subjected to rotational vibration and acts as a flywheel. The vibration is generated, and the vibration of the electric drive device 210 and the sound accompanying this are generated.
[0018]
Therefore, immediately after the parking lock is released, it is determined whether or not the electric motor is rotating, that is, whether or not the rotor is rotating relative to the stator. By controlling the electric motor to generate a torque that suppresses relative rotation, or when the parking lock is performed, the driving force transmission path of the drive system is interrupted, and the electric drive device is electrically driven when it rotates in the return rotation direction. By allowing the motor rotor to rotate with the stator without being constrained by the drive wheels, the electric motor rotor prevents the electric motor from rotating and vibrating when the parking lock is released. Thus, it is possible to prevent excessive vibration and noise from being generated in the electric motor and the drive system.
[0019]
According to the configuration of the first aspect, the rotation of the electric motor is detected after the shift range of the shift range setting means is separated from the parking range and before the electric drive device is set to another shift range. Since the electric motor is controlled so that the driving torque in the reverse rotation direction is generated by the control means when parking is removed, the rotor of the electric motor is prevented from acting as a flywheel when the parking lock is released. It is possible to effectively prevent the electric motor and the drive system from generating excessive vibration and sound by preventing the electric motor from rotating and vibrating.
[0020]
  According to the third aspect of the present invention, when the shift range setting means is set to the parking range, the driving force transmission path between the electric motor and the drive wheels is blocked by the blocking means.When the shift range setting means is set to a range other than the parking range, the driving force transmission path is restored by the blocking means.Therefore, when the shift range setting means is switched from the parking range to another range, the torque transmitted from the drive wheels to the rotor of the electric motor through the drive system can be reduced, and accordingly when the parking lock is released. InIsIt is possible to reduce the amount of rotation of the rotor of the electric motor acting as a wheel and to effectively prevent the generation of excessive vibration and sound in the electric motor and drive system by reducing the rotational vibration of the electric motor. it can.
[0021]
Further, according to the configuration of the second aspect, the parking removal control means prohibits the electric drive device from being controlled to another shift range by the control device until no substantial rotation of the electric motor is detected. It is possible to prevent excessive vibration and sound from being generated in the electric motor and drive system, and to move the electric drive device to another shift range in a situation where vibration and sound are not generated in the electric motor and drive system. Can be switched.
[0022]
  Further, according to the configuration of claim 4, the blocking means is interlocked with the shift range setting means.To shut off and restore the driving force transmission pathTherefore, by setting the shift range setting means to the parking range, the driver operates the shut-off means in synchronism with it reliably to drive the driving force transmission path.Shut off and returnIt is possibleIn addition, a special synchronous drive device that drives the shut-off means in synchronization with the shift range setting means is unnecessary.The
[0023]
According to the fifth aspect of the present invention, the drive system has the first rotating member that rotates together with the rotor of the electric motor, and the second rotating member that rotates together with the drive wheel, and the blocking means is the shift range setting means. Is set to the parking range, the connection between the first rotating member and the second rotating member is released and the second rotating member is connected to the non-rotating member. When the shift range setting means is set to the parking range, the first rotation member and the second rotation member are connected and the connection between the second rotation member and the non-rotation member is released. The driving force transmission path between the rotor of the electric motor and the driving wheel can be blocked and the rotation of the driving wheel can be restricted, and when the shift range setting means is set to another shift range, the rotor of the electric motor It is possible to release the rotation restraint of the drive wheel to drive connecting the wheel.
[0024]
[Preferred embodiment of the problem solving means]
According to one preferable aspect of the present invention, in the structure according to any one of the first to fifth aspects, the electric drive device is configured to be supported from the vehicle body via an elastically deformable member. 1).
[0025]
According to another preferred aspect of the present invention, in the preferred aspect 1, the drive system is configured to include a reduction gear device (preferred aspect 2).
[0026]
According to another preferred aspect of the present invention, in the configuration according to any one of claims 1 to 4, when the shift range setting means is set to the parking range, the electric vehicle has a rotor or drive of the electric motor. It is comprised so that it may have a parking lock device which prevents rotation of the rotation member of a system (preferred mode 3).
[0027]
According to another preferred aspect of the present invention, in the configuration of claim 1, the rotation detecting means is configured to detect relative rotation of the rotor with respect to the stator of the electric motor (preferred aspect 4).
[0028]
According to another preferred aspect of the present invention, in the configuration of the preferred aspect 4 described above, the parking removal control means controls the driving torque of the electric motor based on the relative rotational acceleration of the rotor with respect to the stator of the electric motor. Constructed (preferred embodiment 5).
[0029]
According to another preferred embodiment of the present invention, in the configuration of claim 3 or 5, the blocking means is configured to be a dog clutch (preferred embodiment 6).
[0030]
DETAILED DESCRIPTION OF THE INVENTION
The present invention will now be described in detail with reference to a few preferred embodiments with reference to the accompanying drawings.
[0031]
First embodiment
FIG. 1 is a schematic configuration diagram showing a first embodiment of a parking vibration preventing apparatus according to the present invention applied to a front-wheel drive electric vehicle.
[0032]
In FIG. 1, reference numeral 10 denotes an electric drive device, and the electric drive device 10 includes an electric motor 12 and a drive system 14. The electric motor 12 is integrated with the rotary shaft 16, rotates with the rotary shaft 16, a motor housing 20 that rotatably supports the rotary shaft 16 and the rotor 18, and is fixed to the motor housing 20 and cooperates with the rotor 18. The motor housing 20 is fixed to and accommodated in the housing 26 of the electric drive device 10 by a motor mount 24.
[0033]
In the illustrated embodiment, the housing 26 is fixed to the vehicle body B by mounts 28 and 30 that are spaced apart from each other on both sides of the rotary shaft 16. The mounts 28 and 30 have insulators 36 and 38 made of substantially cylindrical rubber bushes each having an axis 32 and 34 parallel to the rotation shaft 16, respectively. It is suppressed that it is transmitted to.
[0034]
In the illustrated embodiment, the drive system 14 includes a reduction gear device 40 and a differential gear device 42, and the reduction gear device 40 includes a counter gear pair 44 and a final gear pair 46. The counter gear pair 44 includes an output gear 48 fixed to the rotating shaft 16 of the electric motor 12 and an input gear 52 fixed to the intermediate shaft 50, and the final gear pair 46 includes an output gear 54 fixed to the intermediate shaft 50. The input gear 56 is provided in the differential gear device 42.
[0035]
The differential gear device 42 is a pair of input pinion gears 58 supported rotatably around an axis parallel to the plane of rotation of the input gear 56, and supported and input around an axis perpendicular to the axis of the input pinion gear 58. A pair of output pinion gears 60 and 62 that mesh with the pinion gear 58 are provided. In the illustrated embodiment, the output pinion gear 60 is fixed to the inner end of an output shaft 64 that is rotatably supported about an axis parallel to the rotating shaft 16 of the electric motor 12, and the outer end of the output shaft 64 is It is connected to the left drive wheel 68 through a pair of constant velocity joints 66. Similarly, the output pinion gear 62 is fixed to the inner end of the output shaft 70 rotatably supported around an axis line aligned with the axis line of the output shaft 64, and the outer end of the output shaft 70 is connected to a pair of constant velocity joints 72. And connected to the right drive wheel 74.
[0036]
In the illustrated embodiment, a parking lock gear 76 is fixed to the intermediate shaft 50, and a parking lock device 78 is provided close to the parking lock gear 76 in the housing 26 of the electric drive device 10. . The parking lock device 78 includes a parking pole 80 and a driving device 82 that drives the parking pole 80.
[0037]
The driving device 82 is connected to a shift lever 84 that is operated by a driver through a cable 82 </ b> A, and is driven in conjunction with the shift lever 84. When the shift lever 84 is set to the parking range, the parking pawl 80 is engaged with the parking lock gear 76 by the driving device 82, whereby the electric driving device 10 is brought into the parking lock state. When the shift lever 84 is released from the parking range when the electric vehicle starts running (parking is removed), the parking pawl 80 is released from the parking lock gear 76 by the driving device 82, whereby the electric driving device 10 is in the parking lock state. Is released.
[0038]
The electric motor 12 is controlled by the electronic control unit 88 according to the control routine shown in FIG. 2 according to the shift range set by the shift lever 84 and the accelerator set amount set by the accelerator pedal 86 operated by the driver. As a result, the driving torque of the electric motor 12 when the electric vehicle is running is controlled. Further, the electric motor 12 is controlled by the electronic control unit 88 according to the control routine shown in FIG. 2 according to the rotation state of the electric motor 12 when the driver performs the parking removal operation, thereby releasing the parking lock. The vibration of the electric drive device 10 at the time is suppressed.
[0039]
A signal indicating the shift range SR is input to the electronic control unit 88 from a shift position sensor 90 that detects the shift range set by the shift lever 84, and an accelerator sensor 92 that detects the accelerator set amount set by the accelerator pedal 86. Thus, a signal indicating the accelerator set amount AS is input. In addition, a signal indicating the rotational position of the electric motor 12 (the relative rotational position of the rotor 18 with respect to the stator 22) θ is input to the electronic control unit 88 from a rotational position sensor 94 provided on the rotational shaft 16 of the electric motor 12.
[0040]
The electronic control unit 88 includes a CPU, a ROM, a RAM, and an input / output port device, which are connected to each other via a bidirectional common bus, and a drive current is output to the electric motor 12. And a drive circuit that performs the same. The rotational position sensor 94 may be a resolver for controlling the driving torque of the electric motor 12.
[0041]
Next, the control routine of the electric motor in the illustrated embodiment will be described with reference to the flowchart shown in FIG. The control according to the flowchart shown in FIG. 2 is started by closing an ignition switch not shown in the figure, and is repeatedly executed at predetermined time intervals.
[0042]
First, at step 10, a signal indicating the shift range SR is read, and at step 20, it is determined whether or not the shift range SR is a parking range. If an affirmative determination is made in step 20, it is determined in step 30 whether or not an operation for removing the parking has been performed by the driver. If a negative determination is made, step 30 is repeatedly executed.
[0043]
When it is determined in step 30 that the parking removal operation has been performed, in step 40, a signal indicating the rotational position θ is read from the rotational position sensor 94, and in step 50, for example, rotation of the current cycle is performed. By determining whether or not the absolute value of the deviation Δθ between the position θn and the rotational position θn-1 of the previous cycle is greater than or equal to a reference value Δθc (a positive constant), whether the electric motor 12 is rotating, that is, the stator Whether or not the rotor 18 is rotating relative to 22 is determined.
[0044]
If it is determined in step 50 that the electric motor 12 is rotating, it is determined in step 60 whether or not the electric motor 12 is rotating forward, that is, in a rotation direction corresponding to the forward direction of the automobile. If an affirmative determination is made, in step 70, the electric motor 12 is controlled so that a reverse rotation torque is generated in the electric motor 12, and a negative determination, that is, a determination that the electric motor 12 is reversely rotated is made. If it has been performed, the electric motor 12 is controlled in step 80 so that a positive rotation torque is generated in the electric motor 12. When step 70 or 80 is completed, the process returns to step 40.
[0045]
In this case, the control voltage for causing the electric motor 12 to generate reverse or forward torque may be controlled based on the rotational position deviation Δθ. For example, as the second-order differential value of the rotational position θ, the rotor 18 The rotational angular acceleration may be calculated, and the control voltage for the electric motor 12 may be controlled based on the rotational angular acceleration.
[0046]
If it is determined in step 50 that the electric motor 12 is not rotating, the count value N of the counter is incremented by 1 in step 90, and the count value N is increased to Nc (eg, about 3 positive values) in step 100. If the determination is negative, the process returns to step 40. If it is determined in step 100 that the count value N is Nc, the electric motor 12 is considered to be stationary, and the process proceeds to step 110.
[0047]
In step 110, a signal indicating the accelerator set amount AS is read from the accelerator sensor 92. In step 120, the voltage drive current corresponding to the accelerator set amount AS is applied in the energization direction corresponding to the shift range SR. The electric motor 12 is supplied to the electric motor 12, whereby the driving torque of the electric motor 12 is controlled in the direction corresponding to the shift range SR and the magnitude corresponding to the accelerator set amount AS. If it is determined in step 20 that the shift range SR is a range other than the parking range, for example, the drive range, the processing for removing the parking (steps 30 to 100) has already been completed. move on. Further, the control of the normal driving torque of the electric motor 12 in step 120 does not form the gist of the present invention, and may be executed in any manner known in the art.
[0048]
Thus, according to the illustrated first embodiment, for example, when the electric vehicle stops on a slope, the energy at the position due to elastic deformation is stored in the insulators 36 and 38 of the mounts 28 and 30, and the electric drive device is used when the parking is removed. Even if the rotor 10 of the electric motor 12 rotates relative to the vehicle body B and the rotor 18 of the electric motor 12 rotates relative to the stator 22, the electric motor 12 is controlled to generate torque that suppresses the rotation. Therefore, it is possible to effectively prevent the electric driving device 10 from vibrating and generating sound due to the rotational vibration of the electric motor 12.
[0049]
In particular, according to the illustrated embodiment, after the parking is removed, the rotational control of the electric motor 12 is attenuated by the torque control of the electric motor 12, and it is continuously determined Nc times whether the electric motor 12 is not rotating. In the situation where the rotor 18 is at the peak of its rotational vibration, it is prevented that the electric motor 12 is erroneously determined not to rotate, whereby the rotational vibration of the electric motor 12 is sufficiently attenuated and substantially reduced. It is possible to reliably determine that it has become stationary.
[0050]
Further, according to the illustrated embodiment, the normal electric motor 12 in steps 110 and 120 is determined unless the determination that the electric motor 12 is not rotating in steps 50, 90, and 100 is continuously performed Nc times. Since torque control is not started, it is possible to reliably prevent normal torque control of the electric motor 12 from being started when the rotational vibration of the electric motor 12 is not sufficiently attenuated.
[0051]
Further, according to the illustrated embodiment, the above steps 20 to 100 need only be added to the routine of normal torque control when the electric vehicle is running, and the detection of the rotation of the electric motor 12 is normally incorporated in the electric vehicle. Therefore, it is not necessary to incorporate a special device in the electric drive device 10 or to modify the structure of the electric drive device 10, so that a substantial cost increase is caused. Thus, it is possible to prevent the electric drive device 10 from vibrating and generating noise when the parking is removed.
[0052]
Second embodiment
FIG. 3 is a schematic structural view similar to FIG. 1 showing a second embodiment of the parking vibration preventing apparatus according to the present invention applied to a front-wheel drive electric vehicle. 3, the same members as those shown in FIG. 1 are denoted by the same reference numerals as those shown in FIG.
[0053]
In the second embodiment, a separation shaft 100 is provided that is aligned with the output shaft 16 of the electric motor 12 and is rotatably supported by the housing 26 at a position spaced from the output shaft 16. A first gear 102 and a second gear 104 for a dog clutch are fixed to opposite ends of the output shaft 16 and the separation shaft 100, respectively, and the output gear 48 of the counter pair 44 is the other end of the separation shaft 100. It is fixed to. A dog clutch 106 is provided at a position close to the gears 102 and 104.
[0054]
The dog clutch 106 includes a ring gear 108 having inner peripheral teeth that can mesh with the gears 102 and 104, and a reciprocating rod 110 disposed radially outside the ring gear 108. The reciprocating rod 110 is an axis of the gears 102 and 104. Is supported by the housing 26 so as to be capable of reciprocating along. The head portion 110A of the reciprocating rod 110 allows the ring gear 108 to rotate with the gears 102 and 104, and prevents the ring gear 108 from moving in the axial direction relative to the head portion 110A. It is engaged with the provided circumferential groove.
[0055]
The reciprocating rod 110 is connected to a shift lever 84 by a cable 112 and is driven in conjunction with the shift lever 84. In particular, when the shift lever 84 is set to the parking range, the reciprocating rod 110 moves against the spring force of the compression coil spring 116 elastically mounted between the spring seat 114 of the housing 26 and the head portion 110A in FIG. When viewed from the left (parking position), the ring gear 108 meshes only with the gear 102, but when the shift lever 84 is set to a shift range other than the parking range, the reciprocating rod 110 moves to the compression coil spring 116. Driven to the right (normal position) as viewed in FIG. 3 by the spring force, the ring gear 108 meshes with both the gears 102 and 104.
[0056]
In the second embodiment, the parking lock device 78 is driven in conjunction with the shift lever 84 in the same manner as in the first embodiment described above. Therefore, the parking lock device 78 is interlocked with the dog clutch 106. Driven. That is, when the shift lever 84 is set to the parking range, the parking lock device 78 is brought into the parking lock state, the dog clutch 106 is moved to the parking position, and when the shift lever 84 is set to a range other than the parking range, the parking lock is set. The lock device 78 is brought into the parking lock release state and the dog clutch 106 is moved to the normal position.
[0057]
Thus, according to the second embodiment shown in the figure, when the shift lever 84 is set to the parking range, the parking lock device 78 is brought into the parking lock state and the dock clutch 106 is moved to the parking position, and the first gear. Since the engagement of the gear 102 and the second gear 104 with the ring gear 108 is released, the drive force transmission path of the reduction gear device 40 of the drive system 14 is cut off, so that the insulators 36 and 38 of the mounts 28 and 30 are elastic Even if the electric drive device 10 is rotated in the return direction with respect to the vehicle body B by the energy at the position saved by the deformation, the rotor 18 of the electric motor 12 is not driven to rotate relative to the stator 22, and therefore the rotor 18 is It is prevented from acting as a flywheel, and thus the rotational vibration of the electric motor 12 is prevented. The electric drive device 10 is vibration sound is generated due to it can be effectively prevented.
[0058]
In particular, according to the illustrated embodiment, the dog clutch 106 is connected to the shift lever 84 by the mechanical coupling means together with the parking lock device 78 and is driven in conjunction with the shift lever 84. No special synchronous drive device for driving in conjunction with the parking lock device 78 and the parking lock device 78 is required, and the dog clutch 106 can be reliably driven in synchronization with the parking lock device 78.
[0059]
Third embodiment
FIG. 4 is a schematic structural view similar to FIGS. 1 and 3 showing a third embodiment of a parking vibration preventing apparatus according to the present invention applied to a front-wheel drive electric vehicle. In FIG. 4, the same members as those shown in FIG. 1 or 3 are given the same reference numerals as those shown in FIG.
[0060]
In the third embodiment, as in the case of the second embodiment described above, the first gears for the dog clutch are respectively provided at the opposing ends of the separation shaft 100 spaced from the output shaft 16. 102 and the second gear 104 are fixed, and a sector gear 120 is disposed at a position close to the second gear 104. The sector gear 120 is fixedly supported by the housing 26 so as to be able to mesh with the ring gear 108. The reciprocating rod 110 is reciprocated by a hydraulic cylinder device 122, and the hydraulic cylinder device 122 is controlled by a hydraulic circuit 124.
[0061]
The hydraulic circuit 124 is controlled by the electronic control unit 88 according to the shift range set by the shift lever 84. In the illustrated embodiment, when the shift lever 84 is set to the parking range, the ring gear 108 of the dog clutch 106 is moved to the parking position that meshes with the second gear 104 and the sector gear 120, and the shift lever 84 is outside the parking range. In this range, the ring gear 108 is moved to the normal position where it engages with the first gear 102 and the second gear 104.
[0062]
As can be seen from a comparison between FIG. 3 and FIG. 4, the parking lock gear 76 and the parking lock device 78 in the first and second embodiments described above are not provided. Although not shown in the figure, a synchronizer such as a synchromesh is provided between the second gear 104 and the sector gear 120, and the electronic control device 88 sets the shift lever 84 to the parking range. Then, when the rotational speed of the electric motor 12 becomes equal to or lower than a preset reference value, the hydraulic cylinder device 122 is controlled via the hydraulic circuit 124 to move the ring gear 108 from the normal position to the parking position.
[0063]
Thus, according to the illustrated third embodiment, when the shift lever 84 is set to the parking range, the first gear 102, the second gear 104, and the ring gear 108, as in the second embodiment described above. And the drive force transmission path of the drive system 14 is cut off, thereby preventing the rotor 18 of the electric motor 12 from rotating as a spring wheel relative to the stator 22 when the parking lock is released. Thus, it is possible to effectively prevent the electric drive device 10 from vibrating and generating sound due to the rotational vibration of the electric motor 12.
[0064]
In particular, according to the illustrated embodiment, the dog clutch 106 moves the ring gear 108 to a parking position that meshes with the second gear 104 and the sector gear 120 when the shaft lever 84 is set to the parking range, and the shift lever is in a range other than the parking range. Since the ring gear 108 is moved to the normal position that meshes with the first gear 102 and the second gear 104, the parking lock device 78 in the first and second embodiments described above is unnecessary. Further, a device for driving the dog clutch 106 in synchronization with the parking lock device 78 is also unnecessary.
[0065]
Although the present invention has been described in detail with respect to specific embodiments, the present invention is not limited to the above-described embodiments, and various other embodiments are possible within the scope of the present invention. It will be apparent to those skilled in the art.
[0066]
For example, in the first embodiment described above, the rotation of the electric motor 12 is detected by the rotation position sensor 94 attached to the electric motor. However, the rotation of the electric motor can be detected arbitrarily. It may be performed by means, or may be performed in the drive system 14.
[0067]
In the first and second embodiments described above, the reduction gear that forms part of the drive system 14 is controlled by controlling the meshing of the first gear 102 and the second gear 104 with the ring gear 108. Although the drive force transmission path in the device 40 is selectively cut off, the cut off of the drive force transmission path between the electric motor 12 and the drive wheels 68 and 74 is optional in the art. It may be achieved by the following means.
[0068]
In the second embodiment described above, the reciprocating rod 110 of the dog clutch 106 is mechanically connected to the shift lever 84 by the cable 112 and is driven in conjunction with the shift lever 84. However, as long as the reciprocating rod 110 is driven in synchronism with the parking lock device 78, the reciprocating rod 110 may be modified to be driven by a hydraulic cylinder device or the like, for example, as in the third embodiment described above.
[0069]
Further, in each of the above-described embodiments, the electric vehicle is a front-wheel drive electric vehicle, and the differential gear unit 42 is housed in the housing 26. However, the electric vehicle to which the present invention is applied is a rear-wheel drive. The differential gear device may be disposed outside the housing 26.
[Brief description of the drawings]
FIG. 1 is a schematic configuration diagram showing a first embodiment of an anti-parking vibration preventing device according to the present invention applied to a front-wheel drive electric vehicle.
FIG. 2 is a flowchart showing a control routine of the electric motor in the first embodiment.
FIG. 3 is a schematic configuration diagram showing a second embodiment of the anti-parking vibration preventing device according to the present invention applied to a front-wheel drive electric vehicle.
FIG. 4 is a schematic configuration diagram showing a third embodiment of the parking-out vibration preventing device according to the present invention applied to a front-wheel drive electric vehicle.
FIG. 5 is a diagram for explaining factors that cause vibration and noise in the electric motor and the drive system when the parking lock is released.
[Explanation of symbols]
10: Electric drive
12 ... Electric motor
14 ... Drive system
18 ... Rotor
22 ... Stator
26 ... Housing
28, 30 ... Mount
40. Reduction gear device
42. Differential gear unit
68 ... Left drive wheel
74 ... Right drive wheel
76 ... Parking lock gear
78 ... Parking lock device
84 ... Shift lever
86 ... Accelerator pedal
88 ... Electronic control unit
90 ... Shift position sensor
92 ... Accelerator sensor
94: Rotation position sensor
102. First gear
104 ... Second gear
106 ... Dog clutch
108: Ring gear
120 ... Sector gear
122 ... Hydraulic cylinder device
124 ... Hydraulic circuit

Claims (5)

An electric drive device having an electric motor and a drive system that always connects the electric motor to drive wheels, and a shift range of the electric drive device according to a shift range set by a shift range setting means operated by a driver An electric vehicle having a control device for controlling the rotation of the electric motor, the rotation detecting means for detecting the rotation of the electric motor, and an anti-parking vibration preventing device for the electric vehicle that prevents vibrations generated when parking is removed. A shift range detecting means for detecting a shift range of the setting means; and the electric drive device after the shift range of the shift range setting means is separated from the parking range and before the electric drive device is set to another shift range. When the rotation of the motor is detected, the electric motor is controlled to generate a driving torque in the reverse rotation direction. Parking vent vibration preventing device for an electric vehicle and having a parking vent time control means for causing. 2. The control unit according to claim 1, wherein the parking-out control unit prohibits the electric drive device from being controlled to another shift range by the control device until no substantial rotation of the electric motor is detected. An anti-vibration vibration preventing device for an electric vehicle as described. An electric drive device having an electric motor and a drive system for drivingly connecting the electric motor to drive wheels, and a shift range of the electric drive device according to a shift range set by a shift range setting means operated by a driver in the electric vehicle and a control for controlling devices in the parking vent vibration preventing device for an electric vehicle to prevent vibration generated during the parking vent, wherein a shift range setting means Ru is set to the parking range and the electric motor electricity and having a blocking means for blocking the driving force transmission path, the shift range setting means attempting to bring the driving force transmission path to be set to the range other than the parking range between the drive wheel Anti-vibration device for car parking. 4. The anti-parking vibration preventing device for an electric vehicle according to claim 3, wherein the blocking means blocks and returns the driving force transmission path in conjunction with the shift range setting means. The drive system has a first rotating member that rotates together with the rotor of the electric motor, and a second rotating member that rotates together with the drive wheel, and the shutting means is configured such that the shift range setting means is set to a parking range. Then, the connection between the first rotating member and the second rotating member is released and the second rotating member is connected to the non-rotating member, and the shift range setting means sets to another shift range. 5. If connected, said 1st rotation member and said 2nd rotation member will be connected, and connection with said 2nd rotation member and said non-rotation member will be cancelled | released. Anti-parking vibration prevention device for electric vehicles.

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