JP7226059B2 - Coupling device - Google Patents

Description

The present invention relates to a coupling device.

In an electric vehicle, a hybrid vehicle, or the like, the wheels are driven by the power of a motor. If a large amount of power is transmitted to the wheel only by the motor, the size of the motor and peripheral equipment will increase. Therefore, a reduction mechanism is often combined with the motor. Patent Documents 1 and 2 describe an example of an in-wheel motor having a speed change mechanism. The in-wheel motors of Patent Literatures 1 and 2 improve efficiency by realizing a first speed change state and a second speed change state in which the torque of the output shaft is smaller than that in the first speed change state.

Japanese Unexamined Patent Application Publication No. 2012-51540 JP 2014-66320 A

By the way, electric vehicles require brakes and clutches that do not use high-pressure hydraulic pressure in place of wet multi-plate clutches. Mesh type brakes and clutches have backlash when engaged. Therefore, vibration may occur when switching between driving and regeneration of the electric vehicle.

SUMMARY OF THE INVENTION It is an object of the present invention to provide a connecting device capable of suppressing vibration.

In order to achieve the above object, the coupling device of one aspect of the present disclosure includes a first member, a second member that rotates with respect to the first member, and an axial direction parallel to the rotation axis of the second member. a movable member slidably supported by the first member; a driving member arranged next to the movable member in the axial direction; a first elastic member for pressing the movable member against the driving member; a second elastic member for pressing the movable member against the second member.

According to the connecting device of one aspect of the present disclosure, the backlash between the movable member and the second member is reduced by the second elastic member. Accordingly, the coupling device can suppress vibration.

As a desirable aspect of the connecting device, the direction of expansion and contraction of the second elastic member is parallel to the direction of expansion and contraction of the first elastic member. This makes it easy to set the elastic force of the first elastic member and the elastic force of the second elastic member.

As a desirable aspect of the connecting device, elastic force is generated in the second elastic member when the movable member is separated from the second member. This suppresses rattling of the second elastic member.

As a desirable aspect of the connecting device, the elastic force of the second elastic member in a state in which the movable member is separated from the second member is equal to that of the first elastic member in a state in which the movable member is in contact with the second member. greater than the elastic force of

Accordingly, when the driving member pushes the movable member, the first elastic member contracts before the second elastic member. After the movable member contacts the second member, the second elastic member contracts. Therefore, it is easy to set the force with which the second elastic member presses the movable member against the second member.

As a desirable aspect of the connecting device, the movable member includes a cylinder containing the second elastic member and penetrating the first elastic member, and a cylinder in contact with the second elastic member and the driving member and relative to the cylinder. and a stopper that is provided on the inner peripheral surface of the cylinder and restricts the movement of the plunger in the direction toward the driving member.

Thus, movement of the drive member pushes the plunger axially. A force applied to the plunger is transmitted to the cylinder via the second elastic member. The cylinder moves axially while the first elastic member contracts. Further movement of the drive member after the cylinder contacts the second member causes the second elastic member to contract. As a result, the cylinder is pressed against the second member by the elastic force of the second elastic member. Therefore, the backlash between the cylinder and the second member is reduced. Therefore, the coupling device can suppress vibration.

As a desirable aspect of the above coupling device, an annular rotating member that rotates with respect to the first member and a pin that protrudes from an inner peripheral surface of the rotating member are provided, and the driving member is a cam in which the pin is fitted. A groove is provided, and the cam groove is provided with an inclined portion in which one end in the circumferential direction along the circumference centered on the rotation axis of the second member is displaced from the other end in the axial direction.

This causes the pin to move within the ramp as the rotating member rotates. As a result, the drive member moves axially. The coupling device thus does not have to arrange the device for moving the drive member in the space radially inside the drive member. The coupling device can increase the radial inner space with respect to the drive member.

As a desirable aspect of the connecting device, when the movable member separated from the second member comes into contact with the second member, the pin is positioned in the middle of the inclined portion.

Accordingly, when the rotating member rotates after the movable member comes into contact with the second member, the driving member moves further. This causes the second elastic member to contract. As a result, the elastic force of the second elastic member presses the movable member against the second member. Therefore, the backlash between the movable member and the second member is reduced. Therefore, the coupling device can suppress vibration.

According to the present disclosure, it is possible to provide a coupling device capable of suppressing vibration.

FIG. 1 is a schematic diagram of an electric drive device according to an embodiment. FIG. 2 is a schematic diagram showing the first low speed mode of the embodiment. FIG. 3 is a schematic diagram showing the second low speed mode of the embodiment. FIG. 4 is a schematic diagram showing the third low speed mode of the embodiment. FIG. 5 is a schematic diagram showing the first high speed mode of the embodiment. FIG. 6 is a schematic diagram showing the second high speed mode of the embodiment. FIG. 7 is a schematic diagram showing a case where the clutch is engaged in the third high speed mode of the embodiment. FIG. 8 is a schematic diagram showing a case where the clutch is disengaged in the third high speed mode of the embodiment. FIG. 9 shows the states of the first motor, second motor, brake and clutch in the first low speed mode, second low speed mode, third low speed mode, first high speed mode, second high speed mode and third high speed mode. It is a diagram. FIG. 10 is a graph showing the relationship between motor rotation speed and output torque in the first low speed mode, second low speed mode and third low speed mode. FIG. 11 is a graph showing a region where efficiency is high in the relationship between motor rotation speed and output torque. FIG. 12 is a perspective view of the brake of the embodiment. FIG. 13 is a perspective view of the brake of the embodiment. FIG. 14 is an exploded perspective view of the brake of the embodiment. FIG. 15 is a cross-sectional view of the brake of the embodiment. 16 is an enlarged view of FIG. 15. FIG. FIG. 17 is a perspective view of the housing of the embodiment. FIG. 18 is a perspective view of a rotating member of the embodiment; FIG. 19 is a perspective view of an embodiment drive member. FIG. 20 is a side view of an embodiment drive member; FIG. 21 is a perspective view of the cylinder of the embodiment. FIG. 22 is a cross-sectional view of an embodiment brake in the engaged state. 23 is an enlarged view of FIG. 22. FIG. FIG. 24 is a graph showing changes in the elastic forces of the first elastic member and the second elastic member with respect to the rotation angle of the driving member. FIG. 25 is a perspective view of a modified driving member. FIG. 26 is a perspective view of a modified drive member. FIG. 27 is a side view of a modified drive member.

Hereinafter, the present invention will be described in detail with reference to the drawings. It should be noted that the present invention is not limited by the following modes for carrying out the invention (hereinafter referred to as embodiments). In addition, components in the following embodiments include those that can be easily assumed by those skilled in the art, those that are substantially the same, and those that fall within a so-called equivalent range. Furthermore, the constituent elements disclosed in the following embodiments can be combined as appropriate. Moreover, in the following embodiments, the same reference numerals are given to the same constituent elements as those described above, and redundant description may be omitted as appropriate.

(embodiment)
FIG. 1 is a schematic diagram of an electric drive device according to an embodiment. FIG. 2 is a schematic diagram showing the first low speed mode of the embodiment. FIG. 3 is a schematic diagram showing the second low speed mode of the embodiment. FIG. 4 is a schematic diagram showing the third low speed mode of the embodiment. FIG. 5 is a schematic diagram showing the first high speed mode of the embodiment. FIG. 6 is a schematic diagram showing the second high speed mode of the embodiment. FIG. 7 is a schematic diagram showing a case where the clutch is engaged in the third high speed mode of the embodiment. FIG. 8 is a schematic diagram showing a case where the clutch is disengaged in the third high speed mode of the embodiment. FIG. 9 shows the states of the first motor, second motor, brake and clutch in the first low speed mode, second low speed mode, third low speed mode, first high speed mode, second high speed mode and third high speed mode. It is a diagram.

As shown in FIG. 1, the electric drive device 10 of the embodiment includes a first motor 11, a second motor 12, a first planetary gear mechanism 3, a second planetary gear mechanism 4, an output shaft 15, a reduction gear It includes a mechanism 101 , an output shaft 18 , a power transmission switching device 2 and a control device 19 .

The first motor 11 and the second motor 12 are arranged, for example, inside or around the wheel 100 of the vehicle. The first motor 11 and the second motor 12 are fixed to a case attached to the wheel 100 . The case is, for example, a transmission case or a differential case. That is, the first motor 11 and the second motor 12 are in-wheel motors. The first motor 11 is connected to the first planetary gear mechanism 3 . The second motor 12 is connected to the second planetary gear mechanism 4 . In the following description, the direction along the axial direction of the first motor 11 is simply referred to as the axial direction. Directions perpendicular to the axial direction are simply referred to as radial directions. A direction along the circumference centered on the rotation axis of the first motor 11 is described as a circumferential direction.

As shown in FIG. 1 , the first planetary gear mechanism 3 includes a first sun gear 31 , a plurality of first pinion gears 33 , a first ring gear 35 and a first carrier 34 . The first sun gear 31 is connected to the shaft of the first motor 11 . First sun gear 31 includes first sun gear shaft 30 . The first sun gear shaft 30 may be fixed to the first sun gear 31 as a separate member, or may be formed integrally with the first sun gear 31 . A first sun gear shaft 30 is connected to the shaft of the first motor 11 . The first pinion gear 33 is arranged radially outside the first sun gear 31 and meshes with the first sun gear 31 . The first ring gear 35 is arranged radially outside the first pinion gear 33 and meshes with the first pinion gear 33 . The first carrier 34 is connected to the first pinion gear 33 . The first carrier 34 supports the plurality of first pinion gears 33 so that each of the first pinion gears 33 can rotate. The first carrier 34 supports the plurality of first pinion gears 33 so as to revolve around the first sun gear 31 . The first carrier 34 is connected to the output shaft 15 . Output shaft 15 is connected to wheel 100 .

As shown in FIG. 1 , the second planetary gear mechanism 4 includes a second sun gear 41 , a plurality of second pinion gears 43 , a second ring gear 45 and a second carrier 44 . The second sun gear 41 is connected to the first ring gear 35 and the shaft of the second motor 12 . Second sun gear 41 includes second sun gear shaft 40 . The second sun gear shaft 40 may be fixed to the second sun gear 41 as a separate member, or may be formed integrally with the second sun gear 41 . A second sun gear shaft 40 is connected to the shaft of the second motor 12 . The center of the second sun gear shaft 40 overlaps the center of the first sun gear shaft 30 when viewed from the axial direction. In addition, in the drawings, the second sun gear shaft 40 is shifted with respect to the first sun gear shaft 30 for the sake of convenience. The second pinion gear 43 is arranged radially outside the second sun gear 41 and meshes with the second sun gear 41 . The second ring gear 45 is arranged radially outside the second pinion gear 43 and meshes with the second pinion gear 43 . The second ring gear 45 is connected to the output shaft 15 . The second carrier 44 is connected to the second pinion gear 43 . The second carrier 44 supports the plurality of second pinion gears 43 so that each second pinion gear 43 can rotate. The second carrier 44 supports the plurality of second pinion gears 43 so as to revolve around the second sun gear 41 . The second carrier 44 rotates about the same rotation axis as that of the first motor 11 .

As shown in FIG. 1 , the speed reduction mechanism 101 includes a small gear 16 and a large gear 17 . A small gear 16 is connected to the output shaft 15 . The large gear 17 meshes with the small gear 16. - 特許庁The number of teeth of the large gear 17 is greater than the number of teeth of the small gear 16. - 特許庁A large gear 17 is connected to an output shaft 18 . Output shaft 18 is connected to wheel 100 . The output shaft 15 and the output shaft 18 are positioned on different straight lines. The reduction mechanism 101 amplifies the torque transmitted to the output shaft 15 and outputs it from the output shaft 18 .

The power transmission switching device 2 includes a brake 6 (an example of a coupling device), a clutch 7 , an actuator 5 and a housing 8 . Brake 6 and clutch 7 are driven by actuator 5 . The housing 8 is fixed to a case or the like that supports the first motor 11 and the second motor 12, for example.

The brake 6 is arranged between the housing 8 (an example of the first member) and the second carrier 44 (an example of the second member). The brake 6 is in a fastened state in which the housing 8 and the second carrier 44 are fastened, or in a separated state in which the housing 8 and the second carrier 44 are separated. In the fastened state, rotation (revolution) of the second carrier 44 is restricted. In the separated state, rotation (revolution) of the second carrier 44 is permitted.

Clutch 7 is arranged between second sun gear 41 and second carrier 44 . The clutch 7 is in the engaged state in which the second sun gear 41 and the second carrier 44 are engaged, or in the separated state in which the second sun gear 41 and the second carrier 44 are separated. In the engaged state, power is transmitted between second sun gear 41 and second carrier 44 . In the separated state, the second sun gear 41 and the second carrier 44 rotate freely with each other, and power is not transmitted between the second sun gear 41 and the second carrier 44 .

The control device 19 is a computer and includes, for example, a CPU (Central Processing Unit), a ROM (Read Only Memory), a RAM (Random Access Memory), an input interface, and an output interface. The control device 19 is, for example, an ECU (Electronic Control Unit) mounted on the vehicle. A control device 19 controls the first motor 11 , the second motor 12 and the actuator 5 .

As shown in FIG. 9, the electric drive device 10 has a first low speed mode, a second low speed mode, a third low speed mode, a first high speed mode, a second high speed mode and a third high speed mode as drive modes. The control device 19 operates in a first low speed mode, a second low speed mode, a third low speed mode, a first high speed mode, a second high speed mode and a third high speed mode based on information obtained from various sensors provided in the vehicle. switch.

As shown in FIG. 9, in the first low speed mode, the first motor 11 is driven, the second motor 12 is not driven, the brake 6 is engaged, and the clutch 7 is disengaged. In the second low speed mode, the first motor 11 is not driven, the second motor 12 is driven, the brake 6 is engaged, and the clutch 7 is disengaged. In the third low speed mode, both the first motor 11 and the second motor 12 are driven, the brake 6 is engaged, and the clutch 7 is disengaged. In the first high speed mode, the first motor 11 is driven, the second motor 12 is not driven, and the brake 6 is separated. Further, in the first high speed mode, the clutch 7 is in the engaged state. In the second high speed mode, the first motor 11 is not driven, the second motor 12 is driven, and the brake 6 is separated. Further, in the second high speed mode, the clutch 7 is in the engaged state. In the third high speed mode, both the first motor 11 and the second motor 12 are driven, and the brake 6 is in the separated state. Further, in the third high speed mode, the clutch 7 is in the engaged state or the disengaged state (both are possible).

As shown in FIG. 2, torque Ta is output from the first motor 11 in the first low speed mode. No torque is output from the second motor 12 . The shaft of the second motor 12 idles. Torque Ta is input to the first sun gear 31 . In the first planetary gear mechanism 3, torque Ta is divided into torque T1 and torque T2. Torque T1 is transmitted from the first carrier 34 to the output shaft 15 . Torque T2 is transmitted to the second sun gear 41 via the first ring gear 35 . Torque T2 becomes torque T3 via the second pinion gear 43 and the second ring gear 45 . Torque T3 is transmitted to the output shaft 15 . Torque T3 merges with torque T1. Torque T4 transmitted to output shaft 15 is the sum of torque T1 and torque T3.

Let i1 be the reduction ratio (first reduction ratio) of the first planetary gear mechanism 3 . Let Zs1 be the number of teeth of the first sun gear 31 . Let Zr1 be the number of teeth of the first ring gear 35 . At this time, the first speed reduction ratio (i1) is represented by the following formula (1).

i1=Zr1/Zs1 (1)

The speed reduction ratio (second speed reduction ratio) of the second planetary gear mechanism 4 is assumed to be i2. Let Zs2 be the number of teeth of the second sun gear 41 . Let Zr2 be the number of teeth of the second ring gear 45 . At this time, the second speed reduction ratio (i2) is represented by the following formula (2).

i2=Zr2/Zs2 (2)

Let I1 be the reduction ratio (overall reduction ratio) of the electric drive device 10 in the first low-speed mode. The overall speed reduction ratio in the first low speed mode means the ratio of the number of revolutions of the first motor 11 to the number of revolutions of the output shaft 15 . At this time, the overall speed reduction ratio (I1) is expressed by the following formula (3). For example, if the first reduction ratio (i1) is 2.5 and the second reduction ratio (i2) is 1.8, the total reduction ratio (I1) is 8.

I1=i1(1+i2)+1 (3)

A torque T4 output to the output shaft 15 is represented by the following formula (4). For example, when the first speed reduction ratio (i1) is 2.5 and the second speed reduction ratio (i2) is 1.8, the torque T4 is eight times the torque Ta.

T4={i1(1+i2)+1}Ta (4)

As shown in FIG. 3, torque Tb is output from the second motor 12 in the second low speed mode. No torque is output from the first motor 11 . The shaft of the first motor 11 idles. Torque Tb is input to the second sun gear 41 . Torque Tb becomes torque T5 via the second pinion gear 43 and the second ring gear 45 . Torque T5 is transmitted to the output shaft 15 . Torque T5 is represented by the following formula (5).

T5=i2×Tb (5)

As shown in FIG. 4, in the third low speed mode, the torque Ta is output from the first motor 11 and the torque Tb is output from the second motor 12 . Torque Ta is input to the first sun gear 31 . In the first planetary gear mechanism 3, torque Ta is divided into torque T1 and torque T2. Torque T1 is transmitted from the first carrier 34 to the output shaft 15 . Torque T2 is transmitted to the second sun gear 41 via the first ring gear 35 . Torque T2 merges with torque Tb to become torque T6. Torque T6 becomes torque T7 via the second pinion gear 43 and the second ring gear 45 . Torque T7 is transmitted to the output shaft 15 . Torque T7 merges with torque T1. Torque T8 transmitted to output shaft 15 is the sum of torque T1 and torque T7. Torque T8 is represented by the following formula (6).

T8={i1(1+i2)+1}Ta+i2*Tb (6)

As shown in FIG. 5, torque Ta is output from the first motor 11 in the first high speed mode. No torque is output from the second motor 12 . The shaft of the second motor 12 idles. Torque Ta is input to the first sun gear 31 . In the first high speed mode the brake 6 is disengaged and the second carrier 44 is not fixed to the housing 8 . Thereby, the second planetary gear mechanism 4 does not receive reaction force from the housing 8 . In the first high-speed mode, the clutch 7 is in the engaged state, and the first ring gear 35, the second sun gear 41 and the second carrier 44 are integrated via the second sun gear shaft 40. As shown in FIG. As a result, the first ring gear 35, the second sun gear 41, and the second carrier 44 rotate together, and the first planetary gear mechanism 3 and the second planetary gear mechanism 4 rotate together. there is

In this state, the torque Ta input to the first sun gear 31 is divided by the first pinion gear 33 into torque Ta1 and torque Ta2. Torque Ta1 is transmitted to the output shaft 15 via the first carrier 34 . The torque Ta<b>2 is transmitted to the output shaft 15 via the first ring gear 35 and the second planetary gear mechanism 4 that rotates integrally with the first ring gear 35 . The torque Ta1 and the torque Ta2 join at the output shaft 15 to become the torque Ta. Thus, torque Ta is transmitted from the first motor 11 to the output shaft 15 in the first high speed mode. In the first high speed mode, the rotation speed of the output shaft 15 matches the rotation speed of the first motor 11 .

As shown in FIG. 6, torque Tb is output from the second motor 12 in the second high speed mode. No torque is output from the first motor 11 . The shaft of the first motor 11 idles. Torque Tb is input to the second sun gear 41 . In the second high speed mode, brake 6 is disengaged and second carrier 44 is not fixed to housing 8 . Thereby, the second planetary gear mechanism 4 does not receive reaction force from the housing 8 . In the second high-speed mode, the clutch 7 is in the engaged state, and the first ring gear 35, the second sun gear 41 and the second carrier 44 are integrated through the second sun gear shaft 40. As shown in FIG. As a result, the first ring gear 35, the second sun gear 41, and the second carrier 44 rotate together, and the first planetary gear mechanism 3 and the second planetary gear mechanism 4 rotate together. there is

In this state, torque Tb input to second sun gear 41 is divided into torque Tb1 and torque Tb2 by second sun gear shaft 40 . The torque Tb1 is transmitted to the output shaft 15 via the second planetary gear mechanism 4 that rotates integrally with the first ring gear 35 . Torque Tb2 is transmitted to the output shaft 15 via the first ring gear 35 and the first carrier 34 . The torque Tb1 and the torque Tb2 join at the output shaft 15 to become the torque Tb. Thus, torque Tb is transmitted from the second motor 12 to the output shaft 15 in the second high speed mode. In the second high speed mode, the rotation speed of the output shaft 15 matches the rotation speed of the second motor 12 .

As shown in FIG. 7, in the third high speed mode, the torque Ta is output from the first motor 11 and the torque Tb is output from the second motor 12 . As described above, in the third high speed mode, the brake 6 is in the disengaged state, and the clutch 7 is in the engaged state or the disengaged state (whichever is acceptable).

As shown in FIG. 7 , when the clutch 7 is engaged in the third high speed mode, the first ring gear 35 , the second sun gear 41 and the second carrier 44 are integrated via the second sun gear shaft 40 . As a result, the first ring gear 35, the second sun gear 41, and the second carrier 44 rotate together, and the first planetary gear mechanism 3 and the second planetary gear mechanism 4 rotate together. there is In this state, the torque Ta output from the first motor 11 is divided by the first pinion gear 33 into torque Ta1 and torque Ta2. Torque Ta1 is transmitted to the output shaft 15 via the first carrier 34 . The torque Ta<b>2 is transmitted to the output shaft 15 via the first ring gear 35 and the second planetary gear mechanism 4 that rotates integrally with the first ring gear 35 . Torque Tb output from the second motor 12 is divided into torque Tb1 and torque Tb2 by the second sun gear 41 . The torque Tb1 is transmitted to the output shaft 15 via the second planetary gear mechanism 4 that rotates integrally with the first ring gear 35 . Torque Tb2 is transmitted to the output shaft 15 via the first ring gear 35 and the first carrier 34 . Torque Ta 1 , torque Ta 2 , torque Tb 1 and torque Tb 2 join at output shaft 15 to become torque T 9 , which is transmitted to output shaft 15 .

On the other hand, when the clutch 7 is disengaged in the third high speed mode, as shown in FIG. do not have. As a result, the second planetary gear mechanism 4 does not transmit power. Therefore, the torque Tb output from the second motor 12 is transmitted to the first ring gear 35 but not transmitted to the second ring gear 45 . The torque Ta output from the first motor 11 is also transmitted to the first carrier 34 but not transmitted to the second ring gear 45 . The torque Ta output from the first motor 11 and the torque Tb output from the second motor 12 join at the first pinion gear 33 to become torque T9, which is transmitted to the output shaft 15.

As described above, in the third high speed mode, the torque Ta and the torque Tb join to form the torque T9 regardless of whether the clutch 7 is in the engaged state or the disengaged state. Torque T9 is represented by the following formula (7). In the third high speed mode, the ratio of the rotation speed of the second motor 12 to the rotation speed of the first motor 11 is constant. In the third high speed mode, the rotation speed of the output shaft 15 depends on the ratio of the rotation speed of the second motor 12 to the rotation speed of the first motor 11 .

T9=Ta1+Ta2+Tb1+Tb2=Ta+Tb (7)

FIG. 10 is a graph showing the relationship between motor rotation speed and output torque in the first low speed mode, second low speed mode and third low speed mode. FIG. 11 is a graph showing a region where efficiency is high in the relationship between motor rotation speed and output torque. Output torque means torque output to the output shaft 15 . FIG. 11 shows the relationship between motor rotation speed and output torque in a general motor.

As shown in FIG. 10, the relationship between the motor rotation speed and the output torque in the first low speed mode, the second low speed mode and the third low speed mode are different. A region R indicated by a dashed line in FIG. 11 is a region where the efficiency of the motor tends to be high. In the electric driving device 10 of the embodiment, the drive mode can be switched among the first low speed mode, the second low speed mode, the third low speed mode, the first high speed mode, the second high speed mode and the third high speed mode. The area corresponding to the area R becomes relatively large. Therefore, the efficiency of the electric drive device 10 is likely to be improved.

As shown in FIG. 9, the electric drive device 10 has a parking mode. In parking mode, the first motor 11 and the second motor 12 are stopped. Also, the brake 6 is in the engaged state and the clutch 7 is in the engaged state. As a result, the first planetary gear mechanism 3 and the second planetary gear mechanism 4 are fastened to the housing 8 and cannot rotate. Therefore, the electric drive device 10 can lock the rotation of the output shaft 15 .

The in-wheel motors disclosed in Patent Documents 1 and 2 described above combine two motors and a plurality of planetary gear mechanisms, and are capable of switching between a low speed mode with a large reduction ratio and a high speed mode with a small reduction ratio. ing. In the in-wheel motors disclosed in Patent Documents 1 and 2, the high-speed mode is entered when one element of the planetary gear mechanism and the fixed member are not fastened. Even if only one motor drives in this state, the planetary gear mechanism cannot receive the reaction force. Therefore, the in-wheel motors disclosed in Patent Documents 1 and 2 above need to drive two motors in the high speed mode.

On the other hand, in the electric drive device 10 of the embodiment, the clutch 7 engages the second sun gear 41 and the second carrier 44, so that even when the brake 6 is in the disengaged state, operation with one motor is possible. and The electric drive device 10 can drive only one of the first motor 11 and the second motor 12 to drive the vehicle when the required running power is small during high-speed running. In this manner, the electric drive device 10 can select the optimum number of motors according to the driving state even during high-speed running, and thus can improve efficiency.

FIG. 12 is a perspective view of the brake of the embodiment. FIG. 13 is a perspective view of the brake of the embodiment. FIG. 14 is an exploded perspective view of the brake of the embodiment. FIG. 15 is a cross-sectional view of the brake of the embodiment. 16 is an enlarged view of FIG. 15. FIG. FIG. 17 is a perspective view of the housing of the embodiment. FIG. 18 is a perspective view of a rotating member of the embodiment; FIG. 19 is a perspective view of an embodiment drive member. FIG. 20 is a side view of an embodiment drive member; FIG. 21 is a perspective view of the cylinder of the embodiment. FIG. 22 is a cross-sectional view of an embodiment brake in the engaged state. 23 is an enlarged view of FIG. 22. FIG. FIG. 24 is a graph showing changes in the elastic forces of the first elastic member and the second elastic member with respect to the rotation angle of the driving member.

As shown in FIG. 12, the actuator 5 has a motor 51, a shaft 52 and a gear 53. As shown in FIG. A gear 53 is fixed to the shaft 52 and rotated together with the shaft 52 by the motor 51 .

As shown in FIG. 17, the housing 8 is an annular member. The housing 8 includes external teeth 81 provided on the outer peripheral surface, internal teeth 82 provided on the inner peripheral surface, and notches 85 . The plurality of external teeth 81 are arranged at regular intervals in the circumferential direction. The external teeth 81 mesh with teeth provided on a member supporting the housing 8 (for example, a case supporting the first motor 11 and the second motor 12). Rotation of the housing 8 is thereby restricted. The plurality of internal teeth 82 are arranged at regular intervals in the circumferential direction. Gear 53 of actuator 5 shown in FIG. 12 is arranged in notch 85 .

As shown in FIG. 15, the brake 6 (an example of a coupling device) includes a rotating member 60, a pin 62, a driving member 61, a movable member 63, a holding member 66, a first stopper 64, and a second stopper. 65 , a first elastic member 67 and a second elastic member 68 .

As shown in FIG. 13, the rotating member 60 is an annular member. The rotating member 60 is arranged inside the housing 8 . The rotating member 60 rotates around a rotation axis Z shown in FIG. The rotation axis Z is parallel to the rotation axis of the second carrier 44 (the rotation axis of the first motor 11). As shown in FIG. 18 , the rotating member 60 includes a body portion 601 and gears 602 . A pin 62 is attached to the body portion 601 .

The gear 602 is an external gear and is arranged on the outer circumference of the body portion 601 . Gear 602 is arranged to overlap pin 62 . At least a portion of gear 602 overlaps pin 62 when viewed radially. This prevents the pin 62 from coming off. For example, after the pin 62 is inserted into the body portion 601 , the gear 602 is press-fitted into the body portion 601 . The pin 62 protrudes from the inner peripheral surface of the body portion 601 .

The gear 602 is arranged so as to overlap the notch 85 of the housing 8 shown in FIG. The gear 602 is exposed from the housing 8 when viewed from the radial direction. Gear 602 meshes with gear 53 of actuator 5 shown in FIG. As gear 53 rotates, gear 602 rotates.

As shown in FIG. 13, the driving member 61 is an annular member. As shown in FIG. 15, the drive member 61 is arranged axially next to the movable member 63 . As shown in FIG. 19 , the drive member 61 includes a body portion 611 , teeth 612 and cam grooves 615 . The body portion 611 is arranged inside the rotating member 60 . At least part of the body portion 611 faces the inner peripheral surface of the rotating member 60 . The teeth 612 are arranged on the outer circumference of the body portion 611 . The plurality of teeth 612 are arranged at regular intervals in the circumferential direction. Teeth 612 mesh with internal teeth 82 of housing 8 . Therefore, the drive member 61 does not rotate relative to the housing 8 . On the other hand, the drive member 61 is axially movable with respect to the housing 8 .

As shown in FIG. 19, the cam grooves 615 are provided in the body portion 611 . The cam groove 615 is a hole penetrating the body portion 611 in the radial direction. The cam groove 615 is an elongated hole. As shown in FIG. 20, the cam groove 615 has an inclined portion 618 in which one end 618a in the circumferential direction is axially displaced from the other end 618b. As shown in FIG. 20, when viewed from the radial direction, a straight line passing through one end 618a and the other end 618b (a straight line along the longitudinal direction of the inclined portion 618) forms an angle with the rotation axis Z of less than 90°. . In this embodiment, the cam groove 615 is composed only of the inclined portion 618 . The cam groove 615 may include a portion where both ends in the circumferential direction are not shifted in the axial direction.

Pin 62 fits into cam groove 615 . Since the pin 62 is held by the rotating member 60 , it moves with the rotating member 60 . The pin 62 moves relative to the cam groove 615 . When the pin 62 moves within the inclined portion 618 , the driving member 61 moves in the axial direction due to the reaction force that the inner wall of the inclined portion 618 receives from the pin 62 .

As shown in FIG. 15, the movable member 63 is arranged inside the housing 8 . As shown in FIG. 16, the movable member 63 includes a cylinder 631, a plunger 632, and a third stopper 633.

As shown in FIG. 16, the cylinder 631 includes a body portion 631a, first teeth 631b, and second teeth 631c. The body portion 631a is a substantially cylindrical member. At least part of the body portion 631 a is arranged inside the housing 8 . The first tooth 631b is arranged at the tip in the axial direction of the body portion 631a. The plurality of first teeth 631b are arranged at regular intervals in the circumferential direction. The first tooth 631 b faces the recess 441 of the second carrier 44 . When the movable member 63 moves axially, the first tooth 631b fits into the recess 441. As shown in FIG. The first tooth 631b tapers toward the tip. The width (length in the circumferential direction) of the first tooth 631b decreases toward the tip. That is, the side surface of the first tooth 631b is a tapered surface that is inclined so that the tip thereof is farther from the adjacent first tooth 631b than the root.

As shown in FIG. 16, the second tooth 631c is arranged on the outer circumference of the body portion 631a. As shown in FIG. 21, the plurality of second teeth 631c are arranged at regular intervals in the circumferential direction. The second tooth 631c meshes with the inner tooth 82 of the housing 8 shown in FIG. Therefore, the cylinder 631 does not rotate relative to the housing 8 . On the other hand, the cylinder 631 is axially movable with respect to the housing 8 .

As shown in FIG. 16, the plunger 632 is arranged inside the cylinder 631 . Plunger 632 is an annular member. The plunger 632 extends along the inner peripheral surface of the body portion 631 a of the cylinder 631 . Plunger 632 is axially movable. The plunger 632 contacts the axial end of the movable member 63 .

As shown in FIG. 16, the third stopper 633 is attached to the inner peripheral surface of the cylinder 631 . The third stopper 633 is, for example, a retaining ring. The third stopper 633 contacts the plunger 632 . The third stopper 633 restricts movement of the plunger 632 in a direction approaching the driving member 61 .

The holding member 66 is a member that holds the first elastic member 67 . The holding member 66 includes a body portion 661 , a bottom portion 662 and a flange portion 663 . The body portion 661 has a cylindrical shape along the cylinder 631 . The bottom surface portion 662 extends radially inward from one end of the main body portion 661 . The flange portion 663 extends radially outward from the other end of the body portion 661 .

As shown in FIG. 16, the first stopper 64 is attached to the inner peripheral surface of the housing 8. As shown in FIG. The first stopper 64 is, for example, a retaining ring. The first stopper 64 contacts the rotating member 60 . In the axial direction, the first stopper 64, the gear 602 of the rotating member 60, and the teeth 612 of the driving member 61 are arranged in this order. The first stopper 64 restricts movement of the rotating member 60 in a direction away from the movable member 63 .

As shown in FIG. 16, the second stopper 65 is attached to the inner peripheral surface of the housing 8. As shown in FIG. The second stopper 65 is, for example, a retaining ring. The second stopper 65 contacts the holding member 66 . In the axial direction, the second stopper 65, the flange portion 663 of the holding member 66, and the second teeth 631c of the cylinder 631 are arranged in this order. The second stopper 65 restricts movement of the holding member 66 in the direction away from the driving member 61 .

The first elastic member 67 is a member for pressing the movable member 63 against the driving member 61 . The first elastic member 67 applies force to the movable member 63 toward the driving member 61 . The first elastic member 67 is, for example, a coil spring. One end of the first elastic member 67 contacts the cylinder 631 . The other end of the first elastic member 67 contacts the bottom surface portion 662 of the holding member 66 . The cylinder 631 passes through the first elastic member 67 . The first elastic member 67 expands and contracts in the axial direction.

The second elastic member 68 is a member for pressing the movable member 63 against the second carrier 44 . The second elastic member 68 is arranged inside the cylinder 631 . The second elastic member 68 is, for example, a coil spring. One end of the second elastic member 68 contacts the plunger 632 . The other end of the second elastic member 68 contacts the cylinder 631 . The second elastic member 68 expands and contracts in the axial direction. The stretching direction of the second elastic member 68 is the same as the stretching direction of the first elastic member 67 . For example, the spring constant of the second elastic member 68 is greater than the spring constant of the first elastic member 67 .

As shown in FIG. 15, when the pin 62 is at one end 618a of the inclined portion 618 (cam groove 615), the first tooth 631b of the cylinder 631 is not fitted in the recess 441 of the second carrier 44. As shown in FIG. Therefore, the second carrier 44 can freely rotate with respect to the housing 8 in the state shown in FIG. That is, the brake 6 is in the separated state.

The horizontal axis in FIG. 24 is the movement distance of the driving member 61. In FIG. 24, the moving distance of the driving member 61 in the state shown in FIG. 15 is assumed to be zero. As shown in FIG. 24, elastic forces are generated in the first elastic member 67 and the second elastic member 68 in the state of FIG. That is, preload is applied to the first elastic member 67 and the second elastic member 68 . The elastic force F1 of the first elastic member 67 in the state shown in FIG. 15 is equal to the reaction force that the plunger 632 receives from the driving member 61. The elastic force F3 of the second elastic member 68 in the state shown in FIG. 15 is greater than the elastic force F1. Since one end of the second elastic member 68 contacts the cylinder 631 and the other end of the second elastic member 68 contacts the third stopper 633 , the elastic force F3 is canceled by the cylinder 631 . Therefore, in the state shown in FIG. 15 , the elastic force of the second elastic member 68 does not affect the operation of the first elastic member 67 . The reaction force that the plunger 632 receives from the driving member 61 can be set by adjusting only the elastic force of the first elastic member 67 . Therefore, it is easy to set the reaction force that the plunger 632 receives from the driving member 61 .

When the rotating member 60 rotates from the state shown in FIG. 15, the pin 62 moves inside the inclined portion 618 . This causes the driving member 61 to move in the axial direction. Drive member 61 pushes plunger 632 . The force applied to plunger 632 is transmitted to cylinder 631 via second elastic member 68 . Since the elastic force of the second elastic member 68 is greater than the elastic force of the first elastic member 67 , the first elastic member 67 contracts before the second elastic member 68 . The cylinder 631 moves in the axial direction while the first elastic member 67 contracts. Then, the first tooth 631 b of the cylinder 631 contacts the bottom surface of the recess 441 of the second carrier 44 . This prevents the cylinder 631 from moving in the axial direction. The second carrier 44 is fastened to the housing 8 by fitting the cylinder 631 into the recess 441 . Thereby, the rotation of the second carrier 44 is restricted. That is, the brake 6 is in the engaged state.

The pin 62 is in the middle of the inclined portion 618 when the first tooth 631 b of the cylinder 631 contacts the bottom surface of the recess 441 of the second carrier 44 . After the first tooth 631b of the cylinder 631 contacts the bottom surface of the recess 441 of the second carrier 44, when the drive member 61 moves further, the plunger 632 is pushed further in the axial direction. The plunger 632 moves relative to the cylinder 631 and pushes the second elastic member 68 . Therefore, the second elastic member 68 contracts. As a result, the elastic force of the second elastic member 68 presses the first tooth 631 b of the cylinder 631 against the bottom surface of the recess 441 of the second carrier 44 . Since backlash between the first tooth 631b of the cylinder 631 and the recess 441 of the second carrier 44 is reduced, vibration is suppressed. Further movement of the driving member 61 causes the pin 62 to be positioned at the other end 618b of the inclined portion 618, as shown in FIG. A gap is formed between the plunger 632 and the third stopper 633 in the state shown in FIGS.

In FIG. 24, A1 is the moving distance of the driving member 61 when the first tooth 631b of the cylinder 631 contacts the bottom surface of the recess 441 of the second carrier 44. In FIG. The movement distance of the driving member 61 when the pin 62 is positioned at the other end 618b of the inclined portion 618 is A2.

In the state shown in FIG. 22, the first elastic member 67 and the second elastic member 68 are compressed. The cylinder 631 is pushed toward the drive member 61 by the elastic force F2 (see FIG. 24) of the first elastic member 67 . The cylinder 631 is pushed toward the second carrier 44 by the elastic force F4 (see FIG. 24) of the second elastic member 68 . When the drive member 61 moves away from the second carrier 44 from the state shown in FIG. After that, the cylinder 631 moves in the axial direction due to the elastic force of the first elastic member 67 and is separated from the concave portion 441 of the second carrier 44 . As described above, the first tooth 631b tapers toward the tip. As a result, when the first tooth 631b is pressed against the inner wall of the recess 441, the inner wall of the recess 441 receives a reaction force in the axial direction (the direction in which the first tooth 631b comes out of the recess 441). Therefore, the cylinder 631 is easily separated from the recess 441 .

As shown in FIG. 22, the elastic force F3 of the second elastic member 68 when the cylinder 631 is separated from the second carrier 44 is equal to the elastic force F3 of the first elastic member 67 when the cylinder 631 is in contact with the second carrier 44. Larger than F2. That is, the minimum elastic force of the second elastic member 68 is greater than the maximum elastic force of the first elastic member 67 .

Note that the brake 6 is merely an example of a coupling device. Housing 8 is just one example of a first member. The second carrier 44 is just one example of a second member. For example, the coupling device may fasten the housing 8 and other configurations of the second planetary gear mechanism 4 or fasten the housing 8 and other configurations of the first planetary gear mechanism 3 . The clutch 7 may have the same structure as the brake 6 described above. Clutch 7 is also an example of a coupling device. Also, the coupling device does not necessarily have to be used in the electric drive device 10 . The connecting device can be widely applied to devices capable of connecting and disconnecting the first member and the second member.

Drive member 61 does not necessarily have to be moved by rotating member 60 and pin 62 . The method of moving the driving member 61 is not limited to the method described above. For example, the drive member 61 may be axially moved by a linear motion mechanism or the like. Also, the number of pins 62 is not necessarily three, and may be four or more, or may be two or less. Also, when the first tooth 631 b of the cylinder 631 fits into the recess 441 of the second carrier 44 , the first tooth 631 b may contact the side of the recess 441 instead of the bottom of the recess 441 .

As described above, the coupling device (brake 6) includes a first member (housing 8), a second member (second carrier 44) that rotates with respect to the first member, and a second member (second carrier). 44), a movable member 63 supported by the first member so as to be slidable in the axial direction parallel to the rotation axis Z, a driving member 61 arranged next to the movable member 63 in the axial direction, and driving the movable member 63. A first elastic member 67 for pressing against the member 61 and a second elastic member 68 for pressing the movable member 63 against the second member (second carrier 44) are provided.

In electric vehicles or hybrid electric vehicles, there is a demand for brakes and clutches that do not use high-pressure hydraulic pressure in place of multi-disc clutches. When a mesh type brake and clutch are used, compared with a wet type multiple disc clutch, hydraulic pressure is not used, so the device can be simplified and the drag torque in the disengaged state can be reduced. However, in mesh type brakes and clutches, there is backlash in the engaged state. Therefore, vibration may occur when switching between driving and regeneration of the electric drive device 10 (when the direction of torque is reversed).

In contrast, in the coupling device (brake 6) of the present embodiment, the second elastic member 68 reduces the backlash between the movable member 63 and the second member (second carrier 44). Therefore, the coupling device (brake 6) can suppress vibration. Further, when the driving member 61 moves away from the movable member 63, the first elastic member 67 automatically separates the movable member 63 from the second member (second carrier 44).

Furthermore, according to the connecting device (brake 6), the radially inner space with respect to the driving member 61 and the movable member 63 tends to be widened. For example, the constituent members of the above-described first planetary gear mechanism 3 or second planetary gear mechanism 4 can be arranged in the inner space in the radial direction. Therefore, the coupling device (brake 6) can reduce the axial length of the electric drive device 10. As shown in FIG.

In the coupling device (brake 6 ) of this embodiment, the direction of expansion and contraction of the second elastic member 68 is parallel to the direction of expansion and contraction of the first elastic member 67 . This makes it easy to set the elastic force of the first elastic member 67 and the elastic force of the second elastic member 68 .

In the coupling device (brake 6) of this embodiment, elastic force is generated in the second elastic member 68 when the movable member 63 is separated from the second member (second carrier 44). As a result, rattling of the second elastic member 68 is suppressed.

In the coupling device (brake 6) of this embodiment, the elastic force F3 of the second elastic member 68 when the movable member 63 is separated from the second member (second carrier 44) 2 carrier 44) is greater than the elastic force F2 of the first elastic member 67 in contact with the carrier 44).

Accordingly, when the driving member 61 pushes the movable member 63 , the first elastic member 67 contracts before the second elastic member 68 . After the movable member 63 contacts the second member (second carrier 44), the second elastic member 68 contracts. Therefore, it is easy to set the force with which the second elastic member 68 presses the movable member 63 against the second member (second carrier 44).

In the coupling device (brake 6) of this embodiment, the movable member 63 includes a cylinder 631, a plunger 632, and a stopper (third stopper 633). The cylinder 631 incorporates the second elastic member 68 and passes through the first elastic member 67 . The plunger 632 contacts the second elastic member 68 and the driving member 61 and is movable with respect to the cylinder 631 . A stopper (third stopper 633 ) is provided on the inner peripheral surface of the cylinder 631 and restricts the movement of the plunger 632 in the direction toward the driving member 61 .

As a result, when the drive member 61 moves, the plunger 632 is pushed in the axial direction. The force applied to plunger 632 is transmitted to cylinder 631 via second elastic member 68 . The cylinder 631 moves in the axial direction while the first elastic member 67 contracts. After the cylinder 631 contacts the second member (second carrier 44), the second elastic member 68 contracts when the drive member 61 moves further. As a result, the elastic force of the second elastic member 68 presses the cylinder 631 against the second member (second carrier 44). Therefore, the backlash between the cylinder 631 and the second member (second carrier 44) is reduced. Therefore, the coupling device (brake 6) can suppress vibration.

If the third stopper 633 were not provided, the elastic force of the first elastic member 67 acting on the cylinder 631 and the elastic force of the second elastic member 68 acting on the cylinder 631 would be balanced. Therefore, the reaction force from the driving member 61 is not applied to the cylinder 631 . Also, since the first elastic member 67 contracts by the elastic force of the second elastic member 68, the cylinder 631 may move in the axial direction. Therefore, there is a possibility that the disconnected state is switched to the fastened state unintentionally. In order to transmit the reaction force from the driving member 61 to the cylinder 631, it is conceivable to make the elastic force of the first elastic member 67 larger than the elastic force of the second elastic member 68. However, since the cylinder 631 moves in the axial direction after only the second elastic member 68 has contracted, the movable member 63 is no longer pressed against the second member (second carrier 44), and vibration is no longer suppressed.

On the other hand, in this embodiment, when the second elastic member 68 contacts the third stopper 633 , both elastic forces of the second elastic member 68 in two directions act on the cylinder 631 . Therefore, the elastic force of the second elastic member 68 is canceled by the cylinder 631 . Therefore, the elastic force of the second elastic member 68 does not affect the operation of the first elastic member 67 . The reaction force that the plunger 632 receives from the driving member 61 can be set by adjusting only the elastic force of the first elastic member 67 . Therefore, it is easy to set the reaction force that the plunger 632 receives from the driving member 61 . Further, by setting the elastic force of the second elastic member 68 to be sufficiently larger than the elastic force of the first elastic member 67, fine dimensional control or individual differences between the first elastic member 67 and the second elastic member 68 can be controlled. No management required. This reduces the cost of manufacturing the coupling device (brake 6).

The coupling device (brake 6 ) of this embodiment includes an annular rotating member 60 that rotates with respect to the first member, and a pin 62 that protrudes from the inner peripheral surface of the rotating member 60 . The drive member 61 has a cam groove 615 in which the pin 62 fits. The cam groove 615 has an inclined portion 618 in which one end 618a in the circumferential direction along the circumference of the second member (second carrier 44) around the rotation axis Z is shifted from the other end 618b in the axial direction. .

This causes the pin 62 to move within the ramp 618 as the rotating member 60 rotates. As a result, the driving member 61 moves axially. The coupling device (brake 6 ) thus does not require a device for moving the drive member 61 to be arranged in the space radially inside the drive member 61 . The connecting device (brake 6 ) can widen the radially inner space with respect to the driving member 61 .

In the connecting device (brake 6) of this embodiment, when the movable member 63 separated from the second member (second carrier 44) comes into contact with the second member (second carrier 44), the pin 62 moves toward the inclined portion 618. Located in the middle.

Accordingly, when the rotating member 60 rotates after the movable member 63 comes into contact with the second member (second carrier 44), the driving member 61 moves further. As a result, the second elastic member 68 contracts. As a result, the elastic force of the second elastic member 68 presses the movable member 63 against the second member (second carrier 44). Therefore, the backlash between the movable member 63 and the second member (second carrier 44) is reduced. Therefore, the coupling device (brake 6) can suppress vibration.

(Modification)
FIG. 25 is a perspective view of a modified driving member. FIG. 26 is a perspective view of a modified drive member. FIG. 27 is a side view of a modified drive member. The same reference numerals are given to the same components as those described in the above-described embodiment, and overlapping descriptions are omitted.

A modified brake 6 (an example of a coupling device) includes a driving member 61A shown in FIGS. 25 to 27 . The driving member 61A includes a cam groove 615A. The cam groove 615A is provided in the body portion 611 . The cam groove 615A is a hole penetrating the body portion 611 in the radial direction. The cam groove 615A is an elongated hole. As shown in FIG. 25, the cam groove 615A has a flat portion 616 and an inclined portion 617. As shown in FIG. Flat portion 616 is connected to inclined portion 617 .

As shown in FIG. 27, in the flat portion 616, the axial position of one end 616a in the circumferential direction is the same as the axial position of the other end 616b. That is, in the flat portion 616, one end 616a in the circumferential direction is not shifted in the axial direction with respect to the other end 616b. When viewed from the radial direction, a straight line passing through one end 616a and the other end 616b (a straight line along the longitudinal direction of the flat portion 616) makes an angle with the rotation axis Z of 90°.

As shown in FIG. 27, in the inclined portion 617, one end 617a in the circumferential direction is axially displaced from the other end 617b. When viewed from the radial direction, the angle formed by the straight line passing through the one end 617a and the other end 617b (the straight line along the longitudinal direction of the inclined portion 617) with respect to the rotation axis Z is less than 90°.

The pin 62 shown in FIG. 18 fits into the cam groove 615A. The pin 62 moves relative to the cam groove 615A. Even if the pin 62 moves within the flat portion 616, the driving member 61A does not move in the axial direction. When the pin 62 moves in the inclined portion 617, the drive member 61A moves in the axial direction due to the reaction force that the inner wall of the inclined portion 617 receives from the pin 62. As shown in FIG.

When the pin 62 is on the flat portion 616 , the first tooth 631 b of the cylinder 631 is not fitted in the recess 441 of the second carrier 44 . Therefore, the second carrier 44 can freely rotate with respect to the housing 8 . That is, the brake 6 is in the separated state. As rotating member 60 rotates, pin 62 moves to ramp 617 . As the pin 62 moves within the ramp 617, the drive member 61A moves axially. The pin 62 is in the middle of the inclined portion 617 when the first tooth 631 b of the cylinder 631 contacts the bottom surface of the recess 441 of the second carrier 44 . The moving distance of the drive member 61A when the first tooth 631b of the cylinder 631 comes into contact with the bottom surface of the recess 441 of the second carrier 44 is A1 in FIG. The moving distance of the driving member 61A when the pin 62 is positioned at the other end 617b of the inclined portion 617 is A2 in FIG.

10 Electric drive device 100 Wheel 101 Reduction mechanism 11 First motor 12 Second motors 15, 18 Output shaft 16 Small gear 17 Large gear 19 Control device 2 Power transmission switching device 3 First planetary gear mechanism 30 First sun gear shaft 31 First Sun gear 33 First pinion gear 34 First carrier 35 First ring gear 4 Second planetary gear mechanism 40 Second sun gear shaft 41 Second sun gear 43 Second pinion gear 44 Second carrier (second member)
441 recess 45 second ring gear 5 actuator 51 motor 52 shaft 53 gear 6 brake (coupling device)
60 Rotating member 601 Main body 602 Gears 61, 61A Driving member 611 Main body 612 Teeth 615 Cam groove 616 Flat part 616a One end 616b Other end 617, 618 Inclined part 617a, 618a One end 617b, 618b Other end 62 Pin 63 Movable member 631 Cylinder 631a Body portion 631b First tooth 631c Second tooth 632 Plunger 633 Third stopper (stopper)
64 First stopper 65 Second stopper 66 Holding member 661 Body portion 662 Bottom portion 663 Flange portion 67 First elastic member 68 Second elastic member 7 Clutch 8 Housing (first member)
81 external teeth 82 internal teeth Z rotating shaft

Claims (7)

a first member;
a second member that rotates relative to the first member;
a movable member supported by the first member so as to be slidable in an axial direction parallel to the rotation axis of the second member;
a driving member arranged next to the movable member in the axial direction;
a first elastic member for pressing the movable member against the drive member;
a second elastic member for pressing the movable member against the second member;
with
The movable member is
a cylinder containing the second elastic member and passing through the first elastic member;
a plunger in contact with the second elastic member and the drive member and movable with respect to the cylinder;
a stopper provided on the inner peripheral surface of the cylinder for restricting movement of the plunger in a direction approaching the driving member;
have
Coupling device. an annular rotating member that rotates with respect to the first member;
a pin protruding from the inner peripheral surface of the rotating member;
with
The driving member has a cam groove in which the pin fits,
The cam groove has an inclined portion in which one end in the circumferential direction along the circumference centered on the rotation axis of the second member is displaced from the other end in the axial direction.
2. The coupling device according to claim 1. a first member;
a second member that rotates relative to the first member;
a movable member supported by the first member so as to be slidable in an axial direction parallel to the rotation axis of the second member;
a driving member arranged next to the movable member in the axial direction;
a first elastic member for pressing the movable member against the drive member;
a second elastic member for pressing the movable member against the second member;
with
an annular rotating member that rotates with respect to the first member;
a pin protruding from the inner peripheral surface of the rotating member;
with
The driving member has a cam groove in which the pin fits,
The cam groove has an inclined portion in which one end in the circumferential direction along the circumference centered on the rotation axis of the second member is displaced from the other end in the axial direction.
Coupling device. When the movable member separated from the second member comes into contact with the second member, the pin is positioned in the middle of the inclined portion.
4. A coupling device according to claim 2 or claim 3. The connecting device according to any one of claims 1 to 4 , wherein the expansion and contraction direction of the second elastic member is parallel to the expansion and contraction direction of the first elastic member. The coupling device according to any one of claims 1 to 5 , wherein elastic force is generated in the second elastic member when the movable member is separated from the second member. 7. The elastic force of the second elastic member when the movable member is separated from the second member is greater than the elastic force of the first elastic member when the movable member is in contact with the second member. 4. The coupling device according to .

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