JP2011062011A

JP2011062011A - Electric vehicle

Info

Publication number: JP2011062011A
Application number: JP2009210532A
Authority: JP
Inventors: Makoto Yasui; 誠安井
Original assignee: NTN Corp; NTN Toyo Bearing Co Ltd
Current assignee: NTN Corp
Priority date: 2009-09-11
Filing date: 2009-09-11
Publication date: 2011-03-24

Abstract

<P>PROBLEM TO BE SOLVED: To provide an electric vehicle that immediately cuts off power transmission from an electric motor to a wheel when the electric motor fails or when ABS operates. <P>SOLUTION: A power transmission system transmits driving force of an electric motor 10 to a front wheel 2. The system has a two-way clutch 21. The clutch has a holder 28 and each roller 30 held by the holder 28, and connects the drive-side shaft and the driven-side shaft to each other by engagement of the rollers 30 by rotational control of the holder 28. The engagement and disengagement of the two-way clutch 21 are controlled by power supply and cut-off of the power supply to an electromagnetic coil 43a of an electromagnetic clutch 40, so as to immediately cut off power transmission from the electric motor 10 to the front wheel 2. <P>COPYRIGHT: (C)2011,JPO&INPIT

Description

この発明は、車両に搭載された電動機の駆動のみによって車両を走行させるようにした電気自動車に関する。 The present invention relates to an electric vehicle that causes a vehicle to travel only by driving an electric motor mounted on the vehicle.

電動機の駆動によってのみ車両を走行させるようにした電気自動車においては、車両の走行時に電動機や、その電動機を制御する制御手段が故障すると、駆動輪がロックして急制動し、操舵不能に陥り、極めて危険な状態となる。 In an electric vehicle in which the vehicle is driven only by driving the electric motor, when the electric motor or a control means for controlling the electric motor fails during driving of the vehicle, the driving wheel is locked and suddenly braked, and the steering becomes impossible. It becomes extremely dangerous.

そのような不都合を解消するため、電気自動車においては、フェイルセーフ機能が設けられている。フェイルセーフ機能を有する電気自動車として、特許文献１に記載されたものが従来から知られている。 In order to eliminate such inconvenience, an electric vehicle is provided with a fail-safe function. As an electric vehicle having a fail-safe function, one described in Patent Document 1 has been conventionally known.

上記特許文献１に記載された電気自動車においては、電動機から車輪に至る動力伝達系にクラッチを組込み、上記電動機の作動を制御する制御手段の故障を判定する判定手段を設け、その判定手段により上記制御手段が故障と判定された際に、油圧アクチュエータで上記クラッチを切り、電動機から車輪への動力伝達を遮断して、急制動を回避するようにしている。 In the electric vehicle described in Patent Document 1, a clutch is incorporated in a power transmission system from an electric motor to wheels, and a determination unit that determines a failure of a control unit that controls the operation of the electric motor is provided. When it is determined that the control means is out of order, the clutch is disengaged by the hydraulic actuator, and power transmission from the electric motor to the wheels is interrupted to avoid sudden braking.

特許第３７４７８３６号公報Japanese Patent No. 3747836

ところで、上記従来の電気自動車のように、油圧を駆動源とするアクチュエータによってドグクラッチ等のクラッチを切るようにした場合、電動機の焼き付きや、支持軸受の焼き付き等、機械的な故障が突発的に発生した場合、その故障発生からクラッチが切れるまでに多少のタイムラグが生じるため、その間に車輪がロックして操舵不能となり、車両が急停止するという問題がある。 By the way, when a clutch such as a dog clutch is disengaged by an actuator using hydraulic pressure as a drive source as in the conventional electric vehicle described above, a mechanical failure such as seizure of an electric motor or seizure of a support bearing suddenly occurs. In this case, a slight time lag occurs from the occurrence of the failure until the clutch is disengaged, and there is a problem in that the wheels are locked during that time, the steering becomes impossible, and the vehicle suddenly stops.

また、油圧を駆動源とするアクチュエータによってクラッチを制御するため、油圧ポンプや油圧シリンダ、油圧配管を必要として、構造が複雑となり、エネルギの損失も大きいという問題もある。 In addition, since the clutch is controlled by an actuator that uses hydraulic pressure as a drive source, a hydraulic pump, a hydraulic cylinder, and hydraulic piping are required, resulting in a complicated structure and a large energy loss.

ここで、一般的な純粋な電気自動車においては、多段変速機を必要とせず、１段または２段の変速機を用いるようにしているため、エンジン車やハイブリッド車に比較して部品点数が少なく、電動機から車輪への部品連結ガタが小さい。 Here, in a general pure electric vehicle, a multi-stage transmission is not required, and a single-stage or two-stage transmission is used. Therefore, the number of parts is smaller than that of an engine vehicle or a hybrid vehicle. The connection backlash from the motor to the wheel is small.

また、電動機は、発進時からのトルクがエンジンに比較して大きく、しかも、電動機のロータの慣性モーメントも大きい。 Moreover, the electric motor has a larger torque from the start than the engine, and also has a large moment of inertia of the rotor of the electric motor.

このため、電気自動車の低速発進時にアクセルペダルを強く踏み込んだ後、その踏み込みを解除すると、ペダル踏み込み時に駆動部品に生じる大きなねじれが急激に解放されて、ゆれ戻し振動が発生し、その振動が車体に伝播されてドライバに不安感を与えたり、乗り心地を悪化させるという不都合がある。 For this reason, if you depress the accelerator pedal strongly when the electric vehicle starts at a low speed and then release the depression, the large torsion that occurs in the drive parts when the pedal is depressed is suddenly released, and a back-shake vibration is generated. There is an inconvenience that it is propagated to the driver and gives anxiety to the driver and deteriorates the ride comfort.

また、アンチロック・ブレーキ・システム（ＡＢＳ）が搭載された電気自動車では、車輪に対する制動力の付与と解除が数ミリ秒の短時間で繰り返し行なわれるため、ＡＢＳの作動時、車輪と電動機とが繋がれた状態であると、その電動機の慣性力の大きいロータのイナーシャによって車輪が回り続け、ＡＢＳ制御に対する車輪の追従性が悪くなり、制動距離が長くなったり、車両がスピンして走行が不安定になるという不都合が生じる。 In addition, in an electric vehicle equipped with an anti-lock braking system (ABS), the braking force is applied to and released from the wheel repeatedly in a short time of several milliseconds. In the connected state, the wheel continues to rotate due to the inertia of the rotor having a large inertial force of the electric motor, the followability of the wheel to the ABS control is deteriorated, the braking distance becomes long, the vehicle spins and the running is disabled. The disadvantage of becoming stable arises.

この発明の課題は、電動機のみを駆動源とする電気自動車において、電動機の故障時やＡＢＳの作動時に、電動機から車輪への動力伝達を直ちに遮断することができるようにすることである。 SUMMARY OF THE INVENTION An object of the present invention is to make it possible to immediately cut off power transmission from a motor to a wheel when the motor fails or when an ABS is operated in an electric vehicle using only the motor as a drive source.

上記の課題を解決するため、この発明においては、駆動源を電動機のみとし、その電動機の駆動力を車輪に伝達して車両を走行させるようにした電気自動車において、前記電動機の駆動力を車輪に伝達する動力伝達系に、保持器およびその保持器に保持された係合子を有し、前記保持器の回転制御による係合子の係合によって駆動側軸と被駆動側軸とを結合する２ウェイクラッチと、通電とその通電の遮断とにより前記保持器の回転制御を行って２ウェイクラッチの係合および係合解除を制御する電磁クラッチとを組込んだ構成を採用したのである。 In order to solve the above problems, in the present invention, in an electric vehicle in which the drive source is only an electric motor and the vehicle is driven by transmitting the driving force of the electric motor to the wheel, the driving force of the electric motor is applied to the wheel. 2 way which has a retainer and an engagement element held by the retainer in a power transmission system for transmission, and couples the driving side shaft and the driven side axis by engagement of the engagement element by rotation control of the retainer A configuration incorporating a clutch and an electromagnetic clutch for controlling the engagement and disengagement of the two-way clutch by controlling the rotation of the cage by energization and interruption of the energization is adopted.

上記の構成からなる電気自動車においては、車両の走行時に、電動機が万一故障した際には、電磁クラッチにより２ウェイクラッチを係合解除状態に切換えて、上記電動機から車輪への動力伝達を遮断する。このとき、２ウェイクラッチは、電磁クラッチによって制御されるため、上記２ウェイクラッチは瞬時に係合解除の状態に切り換えられることになる。このため、車輪がロックされて操舵不能になり、車両が急停止するようなことはない。 In the electric vehicle having the above-described configuration, when the electric motor breaks down while the vehicle is running, the two-way clutch is switched to the disengaged state by the electromagnetic clutch, and the power transmission from the electric motor to the wheels is cut off. To do. At this time, since the 2-way clutch is controlled by the electromagnetic clutch, the 2-way clutch is instantly switched to the disengaged state. For this reason, the wheel is locked and cannot be steered, and the vehicle does not suddenly stop.

ここで、電動機の故障等の異常を検出する手段として、電動機の回転軸の回転速度および車輪の回転速度を検出するセンサを設け、各センサから出力される検出信号の比較から電動機の異常を判定する方法や、電動機の回転軸の加速度および車輪の加速度を検出する加速度センサを設け、各加速度センサから出力される検出信号の比較から電動機の異常を判定する方法を採用することができる。 Here, as means for detecting an abnormality such as a failure of the motor, a sensor for detecting the rotational speed of the rotating shaft of the motor and the rotational speed of the wheel is provided, and the abnormality of the motor is determined by comparing the detection signals output from each sensor. Or an acceleration sensor that detects the acceleration of the rotating shaft of the electric motor and the acceleration of the wheel, and a method of determining an abnormality of the electric motor from comparison of detection signals output from the respective acceleration sensors can be employed.

ＡＢＳが搭載された電気自動車においては、車両走行時でのＡＢＳの作動時、電磁クラッチによって２ウェイクラッチを係合解除状態に切換える。その切換えにより、電動機と車輪は切り離された状態となるため、電動機のロータがイナーシャによって回転を続けても、その回転は車輪側に伝達されない。このため、ＡＢＳの制御にロータが影響を与えるようなことはなく、ＡＢＳ制御に対して車輪を良好に追従させることができる。 In an electric vehicle equipped with an ABS, a two-way clutch is switched to a disengaged state by an electromagnetic clutch when the ABS is operated when the vehicle is running. As a result of the switching, the electric motor and the wheel are separated from each other. Therefore, even if the rotor of the electric motor continues to rotate due to the inertia, the rotation is not transmitted to the wheel side. For this reason, the rotor does not affect the control of the ABS, and the wheel can follow the ABS control well.

ここで、２ウェイクラッチとして、以下に示すクラッチ１乃至３を採用することができる。
クラッチ１；被駆動側軸に接続される外輪の内周と、その外輪の内側に組込まれ、駆動側軸に接続される入力軸の外周の一方に円筒面を、他方にその円筒面との間で周方向の両端が狭小の楔空間を形成する複数のカム面を設け、前記外輪と入力軸間に組込まれた保持器には、各カム面と対向する位置にポケットを形成し、そのポケット内に前記外輪と入力軸の相対回転により前記円筒面とカム面に係合するローラを組込み、前記外輪と入力軸のうち、カム面が形成された側の部材と保持器との間に、ローラが中立位置に保持されるよう保持器を弾性保持するスイッチばねを組込んだローラタイプのもの。
クラッチ２；被駆動側軸に接続される外輪の内周と、その外輪の内側に組込まれ、駆動側軸に接続される入力軸の外周の一方に円筒面を、他方にその円筒面との間で周方向の両端が狭小の楔空間を形成する複数のカム面を設け、前記外輪と入力軸間に組込まれた保持器には、各カム面と対向する位置にポケットを形成し、そのポケット内に前記外輪と入力軸の相対回転により前記円筒面とカム面に係合するローラを組込み、前記外輪と入力軸のうち、カム面が形成された側の部材と保持器との間に、ローラが円筒面とカム面で形成される楔空間の一方の狭小部に押し込まれる方向の回転トルクを保持器に付与するスイッチばねを組込んだローラタイプのもの。
クラッチ３；被駆動側軸に接続される外輪の内周と、その外輪の内側に組込まれ、駆動側軸に接続される入力軸の外周それぞれに円筒面を設け、その円筒面間に第１保持器と、その第１保持器の内側に配置される第２保持器とを組込み、その両保持器の対向位置に設けられたポケット内に、その両保持器が相対回転した際に外輪と入力軸のそれぞれの円筒面に係合するスプラグを組込み、前記第２保持器を入力軸に固定し、前記第１保持器と第２保持器間に、前記スプラグが外輪の円筒面および入力軸の円筒面に係合する方向に第１保持器を周方向一方に向けて付勢するスイッチばねを組込んだスプラグタイプのもの。 Here, the following clutches 1 to 3 can be employed as the two-way clutch.
Clutch 1; a cylindrical surface on one side of the outer circumference of the input shaft connected to the driving side shaft and the inner surface of the outer ring connected to the driven side shaft and the inner side of the outer ring, and the cylindrical surface on the other side. A plurality of cam surfaces are formed between the outer ring and the input shaft, and pockets are formed at positions facing the respective cam surfaces. A roller that engages with the cylindrical surface and the cam surface by the relative rotation of the outer ring and the input shaft is incorporated in the pocket, and between the outer ring and the input shaft between the member on the side where the cam surface is formed and the cage. Roller type that incorporates a switch spring that elastically holds the cage so that the roller is held in a neutral position.
Clutch 2; a cylindrical surface on one side of the outer periphery of the input shaft connected to the driving side shaft and the inner surface of the outer ring connected to the driven side shaft and the inner side of the outer ring, and the cylindrical surface on the other side. A plurality of cam surfaces are formed between the outer ring and the input shaft, and pockets are formed at positions facing the respective cam surfaces. A roller that engages with the cylindrical surface and the cam surface by the relative rotation of the outer ring and the input shaft is incorporated in the pocket, and between the outer ring and the input shaft between the member on the side where the cam surface is formed and the cage. A roller type that incorporates a switch spring that applies rotational torque in a direction in which the roller is pushed into one narrow portion of a wedge space formed by a cylindrical surface and a cam surface.
Clutch 3; a cylindrical surface is provided on each of the inner periphery of the outer ring connected to the driven side shaft and the outer periphery of the input shaft connected to the inner side of the outer ring and connected to the driving side shaft. A retainer and a second retainer disposed inside the first retainer are assembled, and when the retainers rotate relative to each other in a pocket provided at an opposite position of the retainers, A sprag that engages with each cylindrical surface of the input shaft is incorporated, the second retainer is fixed to the input shaft, and the sprag is disposed between the first retainer and the second retainer between the cylindrical surface of the outer ring and the input shaft. Sprag type that incorporates a switch spring that urges the first cage toward one circumferential direction in a direction to engage with the cylindrical surface of the.

上記いずれの２ウェイクラッチの採用においても、ローラあるいはスプラグからなる係合子が、入力軸の一方向の回転を外輪に伝達する係合状態から入力軸の他方向の回転を外輪に伝達する係合状態に切り換わるまでは回転方向ガタとなり、そのガタが大きいため、アクセルペダルを強く踏み込んだ後、その踏み込みが解除されて、部品の捩じれが解放される際、その捩じれの解放を上記回転方向ガタにより吸収することができ、ゆれ戻し振動の車両への伝達を抑制することができる。 In any of the above-described two-way clutches, the engagement element including the roller or the sprag is engaged so that the rotation of the input shaft in one direction is transmitted to the outer ring from the engagement state in which the rotation of the input shaft is transmitted to the outer ring. Until it switches to the state, the backlash is large and the backlash is large.Therefore, after the accelerator pedal is depressed strongly, the depression is released and the twisting of the part is released. Therefore, it is possible to suppress the transmission of the shakeback vibration to the vehicle.

上記２ウェイクラッチは、電動機と、その電動機の回転を変速して車輪に伝達する変速機との間に組込むようにしてもよく、電動機の回転を変速して車輪に伝達する変速機と、その変速機から出力される駆動力を左右のアクスルに伝達するディファレンシャルとの間、あるいは、電動機の回転を左右のアクスルに伝達するディファレンシャルとアクスルとの間に組込むようにしてもよい。さらに、左右一対のアクスルとそのアクスルのそれぞれに接続された車輪との間に組込むようにしてもよい。 The two-way clutch may be incorporated between the electric motor and a transmission that shifts the rotation of the electric motor and transmits it to the wheels. The driving force output from the machine may be incorporated between the differential that transmits the driving force to the left and right axles, or between the differential that transmits the rotation of the electric motor to the left and right axles and the axle. Further, it may be incorporated between a pair of left and right axles and wheels connected to each of the axles.

この発明に係る電気自動車において、電磁クラッチとして、保持器に回り止めされ、かつ、軸方向に移動自在に支持されたアーマチュアと、前記外輪または入力軸に固定されてアーマチュアと軸方向で対向するロータと、静止部材に支持されて通電によりロータにアーマチュアを吸着させる電磁石とからなるものを採用することができる。 In the electric vehicle according to the present invention, as an electromagnetic clutch, an armature that is prevented from rotating by a cage and supported so as to be movable in the axial direction, and a rotor that is fixed to the outer ring or the input shaft and faces the armature in the axial direction And an electromagnet that is supported by a stationary member and that attracts the armature to the rotor by energization can be employed.

上記のように、この発明においては、電動機から車輪への動力伝達系に２ウェイクラッチを組込み、その２ウェイクラッチの係合および係合解除を電磁クラッチによって制御するようにしたので、電動機の故障時に、電動機から車輪への動力伝達を直ちに遮断することができる。このため、車輪がロックされて操舵不能になり、車両が急停止するのを防止することができる。 As described above, in the present invention, since the two-way clutch is incorporated in the power transmission system from the motor to the wheels, and the engagement and disengagement of the two-way clutch are controlled by the electromagnetic clutch, the failure of the motor Sometimes, power transmission from the motor to the wheels can be interrupted immediately. For this reason, it is possible to prevent the vehicle from being suddenly stopped due to the wheels being locked and being unable to steer.

また、２ウェイクラッチの制御が油圧を用いることのない電気的な制御であるため、構成の簡素化を図ることができる。 Further, since the control of the two-way clutch is electrical control that does not use hydraulic pressure, the configuration can be simplified.

さらに、ＡＢＳによる車輪の制動時に２ウェイクラッチを係合解除させることによって、電動機のロータがＡＢＳ制御に影響を与えるのを防止することができる。 Further, by disengaging the two-way clutch during braking of the wheels by ABS, it is possible to prevent the rotor of the electric motor from affecting the ABS control.

この発明に係る電気自動車の実施の形態を示す概略平面図Schematic plan view showing an embodiment of an electric vehicle according to the present invention 図１の電気自動車に組込まれた動力断続装置の縦断正面図1 is a longitudinal front view of a power interrupting device incorporated in the electric vehicle of FIG. 図２のIII−III線に沿った断面図Sectional view along line III-III in FIG. 図２のIV−IV線に沿った断面図Sectional view along line IV-IV in FIG. 動力断続装置における２ウェイクラッチの中立状態を示す断面図Sectional drawing which shows the neutral state of the 2-way clutch in a power interruption device ２ウェイクラッチの一方向への係合状態を示す断面図Sectional drawing which shows the engagement state to one direction of 2 way clutch ２ウェイクラッチの他方向への係合状態を示す断面図Sectional drawing which shows the engagement state to the other direction of a 2-way clutch 動力断続装置における２ウェイクラッチの他の例を示す断面図Sectional drawing which shows the other example of the 2 way clutch in a power interruption device 図８のIX−IX線に沿った断面図Sectional view along line IX-IX in FIG. 図８のX−X線に沿った断面図Sectional view along line XX in FIG. 図８に示す２ウェイクラッチのスタンバイ状態を示す断面図Sectional drawing which shows the standby state of the 2-way clutch shown in FIG. 図８に示す２ウェイクラッチの一方向への係合状態を示す断面図Sectional drawing which shows the one-way engagement state of the 2-way clutch shown in FIG. 図８に示す２ウェイクラッチの他方向への係合状態を示す断面図Sectional drawing which shows the engagement state to the other direction of the 2-way clutch shown in FIG. 動力断続装置における２ウェイクラッチのさらに他の例を示す断面図Sectional drawing which shows the further another example of the 2-way clutch in a power interruption device 図１４のXV−XV線に沿った断面図Sectional view along line XV-XV in FIG. 図１４に示す２ウェイクラッチの他方向への係合状態を示す断面図Sectional drawing which shows the engagement state to the other direction of the 2-way clutch shown in FIG. （ａ）乃至（ｃ）は、動力断続装置の他の組込み例を示す概略平面図(A) thru | or (c) is a schematic plan view which shows the other example of a power interruption device incorporating.

以下、この発明の実施の形態を図面に基いて説明する。図１に示すように、電気自動車における車体１の前部には左右一対の前輪２が設けられ、また、後部には左右一対の後輪３が設けられている。 Embodiments of the present invention will be described below with reference to the drawings. As shown in FIG. 1, a pair of left and right front wheels 2 is provided at the front of a vehicle body 1 in an electric vehicle, and a pair of left and right rear wheels 3 is provided at the rear.

車体１の前部には、電動機１０が搭載され、その電動機１０の回転は変速機１１により変速され、その変速機１１の出力軸の回転はフロントディファレンシャル１２から左右一対のアクスル４に伝達され、前輪２が回転するようになっている。 An electric motor 10 is mounted on the front of the vehicle body 1, and the rotation of the electric motor 10 is changed by the transmission 11. The rotation of the output shaft of the transmission 11 is transmitted from the front differential 12 to the pair of left and right axles 4. The front wheel 2 rotates.

変速機１１として、ここでは、電動機１０の回転を１段に変速するようにしたものが採用されているが、２段に変速するようにした変速機を採用するようにしてもよい。 Here, the transmission 11 is configured to shift the rotation of the electric motor 10 to one stage. However, a transmission configured to shift to two stages may be employed.

電動機１０と変速機１１との間には、電動機１０から変速機１１への駆動力の伝達と遮断の切換えを行なう動力断続装置２０が組込まれている。 Between the electric motor 10 and the transmission 11, a power interrupting device 20 that incorporates driving force transmission from the electric motor 10 to the transmission 11 and switching between interruptions is incorporated.

図２に示すように、動力断続装置２０は、２ウェイクラッチ２１と、その２ウェイクラッチ２１の係合および係合解除を制御する電磁クラッチ４０とからなる。 As shown in FIG. 2, the power interrupting device 20 includes a two-way clutch 21 and an electromagnetic clutch 40 that controls engagement and disengagement of the two-way clutch 21.

図２および図３に示すように、２ウェイクラッチ２１は、外輪２２の内側に入力軸２３を組み込んで軸受２４により相対的に回転自在に支持し、その入力軸２３の一端部に設けられた大径のカムリング部２５の外周に、上記外輪２２の内周に形成された円筒面２６との間で周方向の両端が狭小の楔空間を形成する複数のカム面２７を周方向に等間隔に設け、上記外輪２２と入力軸２３間に組込まれた保持器２８には上記カム面２７と対向する位置にポケット２９を形成し、各ポケット２９内に係合子としてのローラ３０を組込み、上記入力軸２３と保持器２８の相対回転によりローラ３０を円筒面２６とカム面２７に係合させて、入力軸２３の回転を外輪２２に伝達するようにしている。 As shown in FIGS. 2 and 3, the two-way clutch 21 incorporates an input shaft 23 inside the outer ring 22 and is relatively rotatably supported by a bearing 24, and is provided at one end of the input shaft 23. A plurality of cam surfaces 27 are formed at equal intervals in the circumferential direction on the outer periphery of the large-diameter cam ring portion 25 and between the cylindrical surfaces 26 formed on the inner periphery of the outer ring 22 in the circumferential direction. The retainer 28 assembled between the outer ring 22 and the input shaft 23 is formed with a pocket 29 at a position facing the cam surface 27, and a roller 30 as an engagement element is incorporated in each pocket 29. By rotating the input shaft 23 and the cage 28 relative to each other, the roller 30 is engaged with the cylindrical surface 26 and the cam surface 27 so that the rotation of the input shaft 23 is transmitted to the outer ring 22.

ここで、入力軸２３の他端部には、図１に示す電動機１０の回転軸の回転が伝達される入力リング３１が嵌合され、その入力リング３１と入力軸２３とはスプライン３２の嵌合とされて一体に回転するようになっている。 Here, an input ring 31 to which rotation of the rotating shaft of the electric motor 10 shown in FIG. 1 is transmitted is fitted to the other end of the input shaft 23, and the input ring 31 and the input shaft 23 are fitted with a spline 32. It is designed to rotate together.

また、カムリング部２５の軸方向の一端面には円形の凹部３３が形成され、その凹部３３内にスイッチばね３４が組込まれている。スイッチばね３４は周方向の一部が切り離された円形状をなし、その切り離し部の両端には一対の押圧片３５が外向きに設けられている。 A circular recess 33 is formed on one end surface of the cam ring portion 25 in the axial direction, and a switch spring 34 is incorporated in the recess 33. The switch spring 34 has a circular shape in which a part in the circumferential direction is cut off, and a pair of pressing pieces 35 are provided outward at both ends of the cut-off portion.

一対の押圧片３５は、凹部３３の周壁に形成された切欠部３６から保持器２８の一端部に形成された切欠き３７内に挿入されて、その切欠部３６および切欠き３７の周方向の両端部を相反する方向に押圧し、その押圧によって、ローラ３０が円筒面２６およびカム面２７に係合解除される中立位置に保持器２８が弾性保持されている。 The pair of pressing pieces 35 is inserted into a notch 37 formed at one end of the retainer 28 from a notch 36 formed on the peripheral wall of the recess 33, and the notch 36 and the notch 37 are arranged in the circumferential direction. The cage 28 is elastically held in a neutral position where both ends are pressed in opposite directions and the roller 30 is disengaged from the cylindrical surface 26 and the cam surface 27 by the pressing.

図２に示すように、電磁クラッチ４０は、アーマチュア４１と、そのアーマチュア４１と軸方向で対向するロータ４２と、そのロータ４２と軸方向で対向して、通電によりロータ４２にアーマチュア４１を吸着させる電磁石４３からなる。 As shown in FIG. 2, the electromagnetic clutch 40 has an armature 41, a rotor 42 that faces the armature 41 in the axial direction, and faces the rotor 42 in the axial direction, and attracts the armature 41 to the rotor 42 by energization. It consists of an electromagnet 43.

図２および図４に示すように、アーマチュア４１は環状をなしている。このアーマチュア４１は、外輪２２の開口側の端部内に嵌合されて外輪２２に回り止めされた非磁性体からなるロータガイド３８内に組込まれて保持器２８の他端部に形成された内向きフランジ２８ａと軸方向で対向している。 As shown in FIGS. 2 and 4, the armature 41 has an annular shape. The armature 41 is incorporated in a rotor guide 38 made of a non-magnetic material that is fitted into an end of the outer ring 22 on the opening side and is prevented from rotating around the outer ring 22, and is formed at the other end of the cage 28. It faces the orientation flange 28a in the axial direction.

また、アーマチュア４１は、内向きフランジ２８ａの内周部に形成された筒部２８ｂにスライド自在に嵌合され、その内周部に設けられた突片４１ａと筒部２８ｂに形成された切欠部２８ｃの係合により保持器２８に対して回り止めされている。 The armature 41 is slidably fitted into a cylindrical portion 28b formed on the inner peripheral portion of the inward flange 28a, and a projecting piece 41a provided on the inner peripheral portion and a notch portion formed in the cylindrical portion 28b. It is prevented from rotating with respect to the retainer 28 by the engagement of 28c.

図２に示すように、ロータ４２は、吸着板部４２ａの外周部と内周部に同方向に向く円筒部４２ｂ、４２ｃを設けた構成とされ、上記外周円筒部４２ｂがロータガイド３８に嵌合されて、そのロータガイド３８に固定されている。 As shown in FIG. 2, the rotor 42 has a configuration in which cylindrical portions 42 b and 42 c facing in the same direction are provided on the outer peripheral portion and the inner peripheral portion of the suction plate portion 42 a, and the outer peripheral cylindrical portion 42 b is fitted to the rotor guide 38. Combined and fixed to the rotor guide 38.

電磁石４３は、電磁コイル４３ａと、その電磁コイル４３ａを保持するコア４３ｂからなる。この電磁石４３は、静止部材としての支持リング４４に支持され、一方、静止リング４４は外輪２２との間に組込まれた軸受４５および入力リング３１との間に組込まれた軸受４６によって、外輪２２および入力リング３１に対して相対的に回転自在に支持されている。 The electromagnet 43 includes an electromagnetic coil 43a and a core 43b that holds the electromagnetic coil 43a. The electromagnet 43 is supported by a support ring 44 serving as a stationary member, while the stationary ring 44 is supported by a bearing 45 incorporated between the outer ring 22 and a bearing 46 incorporated between the input ring 31 and the outer ring 22. The input ring 31 is rotatably supported.

実施の形態で示す電気自動車は上記の構造からなり、車両の前進発進に際しては、電動機１０を駆動し、電磁クラッチ４０の電磁コイル４３ａに通電する。 The electric vehicle shown in the embodiment has the above-described structure, and drives the electric motor 10 to energize the electromagnetic coil 43a of the electromagnetic clutch 40 when the vehicle starts moving forward.

電磁コイル４３ａに対する通電により、ロータ４２にアーマチュア４１が吸着され、そのアーマチュア４１およびロータ４２を介して外輪２２に保持器２８が結合される。 By energizing the electromagnetic coil 43 a, the armature 41 is attracted to the rotor 42, and the cage 28 is coupled to the outer ring 22 via the armature 41 and the rotor 42.

一方、電動機１０の駆動により、その電動機１０の回転が入力軸２３に伝達されて入力軸２３が図５の矢印で示す方向に回転する。このとき、保持器２８は外輪２２に結合されているため、入力軸２３と保持器２８は相対的に回転し、その相対回転により、図６に示すように、ローラ３０が円筒面２６およびカム面２７に係合する。 On the other hand, by driving the electric motor 10, the rotation of the electric motor 10 is transmitted to the input shaft 23, and the input shaft 23 rotates in the direction indicated by the arrow in FIG. At this time, since the retainer 28 is coupled to the outer ring 22, the input shaft 23 and the retainer 28 rotate relative to each other, and as a result of the relative rotation, as shown in FIG. Engage with surface 27.

そのため、入力軸２３の回転はローラ３０を介して外輪２２に伝達され、その外輪２２の回転は変速機１１により変速され、その変速機１１から出力される回転がフロントディファレンシャル１２から左右一対のアクスル４に伝達されて前輪２が回転し、車両が前進走行する。 Therefore, the rotation of the input shaft 23 is transmitted to the outer ring 22 via the roller 30, the rotation of the outer ring 22 is changed by the transmission 11, and the rotation output from the transmission 11 is transmitted from the front differential 12 to the pair of left and right axles. 4 is transmitted to the front wheel 2 and the vehicle travels forward.

一般に、車両の発進は低速発進とされるが、アクセルペダルを誤って強く踏み込むことがあり、その急発進による驚きによりペダルの踏み込みが直ちに解除される場合がある。このとき、入力軸２３は大きな捩じれが生じた後にその捩じれが急激に解放されることになる。 In general, the vehicle is started at a low speed, but the accelerator pedal may be accidentally depressed strongly, and the depression of the pedal may be released immediately due to the surprise caused by the sudden start. At this time, the input shaft 23 is abruptly released after a large twist occurs.

このとき、ローラ３０は、図６に示す前進走行の係合位置から図７に示す後退走行の係合位置に切り換わり、その係合位置が切り換わるまでは回転方向のガタであって、その回転方向ガタが大きいため、入力軸２３の捩じれの解放を上記回転方向ガタによって吸収することができる。したがって、ゆれ戻し振動の車両への伝達を抑制し、ドライバに不安感を与えたり、乗り心地を悪化させるというようなことはない。 At this time, the roller 30 is switched from the forward travel engagement position shown in FIG. 6 to the reverse travel engagement position shown in FIG. 7 until the engagement position is changed. Since the rotation direction backlash is large, release of twisting of the input shaft 23 can be absorbed by the rotation direction backlash. Therefore, the transmission of the shake-back vibration to the vehicle is suppressed, so that the driver does not feel uneasy or does not deteriorate the riding comfort.

車両の高速走行時、電動機１０が万一故障した際には、電磁クラッチ４０の電磁コイル４３ａに対する通電を解除する。 When the electric motor 10 breaks down while the vehicle is traveling at high speed, the energization of the electromagnetic coil 43a of the electromagnetic clutch 40 is released.

なお、電動機１０の故障の判断に際しては、図１に示すように、電動機１０の回転軸の回転速度を検出するセンサＳ_１および前輪２の回転速度を検出するセンサＳ_２を設け、各センサＳ_１、Ｓ_２から出力される検出信号の比較から電動機１０の異常を判断することができる。なお、電動機１０の回転軸の加速度および前輪２の加速度を検出する加速度センサを設け、各加速度センサから出力される検出信号の比較から電動機１０の異常を判定することもできる。 Note that when the determination of failure of the electric motor 10, as shown in FIG. 1, the sensor S ₂ for detecting the rotational speed of the sensor S ₁ and the front wheel 2 for detecting the rotational speed of the rotary shaft of the electric motor 10 is provided, each sensor S _1, it is possible to determine the abnormality of the electric motor 10 from the comparison of the detection signal output from the S _2. An acceleration sensor that detects the acceleration of the rotating shaft of the electric motor 10 and the acceleration of the front wheel 2 can be provided, and abnormality of the electric motor 10 can be determined from comparison of detection signals output from the respective acceleration sensors.

上記のように、高速走行中での電動機１０の故障時に、電磁コイル４３ａに対する通電を解除すると、スイッチばね３４の復元弾性により、保持器２８が入力軸２３に対して回転されて、図５に示すように、ローラ３０が中立位置に戻され、２ウェイクラッチ２１は直ちに係合解除状態となって、外輪２２と入力軸２３との結合を解除する状態となる。 As described above, when the energization of the electromagnetic coil 43a is canceled at the time of failure of the electric motor 10 during high speed traveling, the cage 28 is rotated with respect to the input shaft 23 by the restoring elasticity of the switch spring 34. As shown, the roller 30 is returned to the neutral position, and the two-way clutch 21 is immediately disengaged and the coupling between the outer ring 22 and the input shaft 23 is released.

このため、前輪２がロックして操舵不能になるようなことはない。また、車両が急停止することがなく、ドライバはパニックに陥ることなく、自分の意思で停止する等の操作が可能となる。 For this reason, the front wheel 2 is not locked and cannot be steered. In addition, the vehicle does not stop suddenly, and the driver can perform an operation such as stopping the vehicle without his own panic.

また、停止後に、車両を人手により押して道路の脇に移動させる場合においても、電動機１０と前輪２は切り離されているため、電動機１０が抵抗となることがなく、車両を道路脇までスムーズに移動させることができる。 In addition, after stopping, when the vehicle is manually moved to the side of the road, since the electric motor 10 and the front wheel 2 are separated, the electric motor 10 does not become a resistance, and the vehicle moves smoothly to the side of the road. Can be made.

ここで、電気自動車にＡＢＳが搭載されている場合において、そのＡＢＳの作動時は、電磁クラッチ４０の電磁コイル４３ａに対する通電を解除する。その通電の解除によって２ウェイクラッチ２１は、上記と同様に係合解除状態に切換わり、電動機１０と前輪２とは切り離された状態となる。このため、電動機１０のロータがイナーシャによって回転し続けたとしても、その回転は前輪２側に伝達されない。このため、ＡＢＳの制御に電動機１０のロータが影響を与えるようなことがなく、ＡＢＳ制御に対して前輪２を良好に追従させることができる。 Here, when the ABS is mounted on the electric vehicle, energization of the electromagnetic coil 43a of the electromagnetic clutch 40 is released when the ABS is activated. By releasing the energization, the two-way clutch 21 is switched to the disengaged state in the same manner as described above, and the electric motor 10 and the front wheel 2 are disconnected. For this reason, even if the rotor of the electric motor 10 continues to rotate due to the inertia, the rotation is not transmitted to the front wheel 2 side. For this reason, the rotor of the electric motor 10 does not affect the ABS control, and the front wheel 2 can follow the ABS control well.

図２乃至図４では、外輪２２の内周に円筒面２６を形成し、カムリング部２５の外周にカム面２７を設けたが、カムリング部２５の外周に円筒面を形成し、外輪２２の内周にカム面を設けるようにしてもよい。この場合、外輪２２と保持器２８の相互間にスイッチばね３４を組み込んで、ローラ３０が中立位置に保持されるよう保持器２８を弾性保持する。また、電磁石４３のロータ４２を入力軸２３で支持するようにする。 2 to 4, the cylindrical surface 26 is formed on the inner periphery of the outer ring 22 and the cam surface 27 is provided on the outer periphery of the cam ring portion 25, but the cylindrical surface is formed on the outer periphery of the cam ring portion 25, A cam surface may be provided around the circumference. In this case, a switch spring 34 is incorporated between the outer ring 22 and the cage 28 to elastically hold the cage 28 so that the roller 30 is held in the neutral position. Further, the rotor 42 of the electromagnet 43 is supported by the input shaft 23.

図８乃至図１３は、動力断続装置２０を形成する２ウェイクラッチ２１の他の例を示す。この例では、スイッチばね３４の両端に設けられた一対の押圧片３５の長さを相違させ、その短い方の押圧片３５ａを凹部３３周壁に形成された切欠部３６の周方向で対向する端面の一方に係合させ、長い方の押圧片３５ｂを保持器２８の一端部に形成された周方向に長い長孔３９の他端面に係合させて、ローラ３０が、車両前進時の係合位置に配置されるスタンバイ状態に保持器２８を弾性保持している点で図２に示す２ウェイクラッチ２１と相違している。 8 to 13 show another example of the two-way clutch 21 that forms the power interrupting device 20. In this example, the lengths of the pair of pressing pieces 35 provided at both ends of the switch spring 34 are made different, and the shorter pressing pieces 35a are opposed to each other in the circumferential direction of the notch 36 formed in the peripheral wall of the recess 33. The longer pressing piece 35b is engaged with the other end surface of the long hole 39 formed in one end of the retainer 28 in the circumferential direction, and the roller 30 is engaged when the vehicle moves forward. This is different from the two-way clutch 21 shown in FIG. 2 in that the cage 28 is elastically held in the standby state arranged at the position.

このため、図２に示す２ウェイクラッチ２１と同一の部品には同一の符号を付して説明を省略する。 For this reason, the same components as those of the 2-way clutch 21 shown in FIG.

上記のように、２ウェイクラッチ２１のローラ３０が、車両前進時の係合位置に配置されるスタンバイ状態に保持器２８を弾性保持することにより、車両の前進発進のために電動機１０を駆動すると、２ウェイクラッチ２１は１ウェイクラッチモードになっているため、電動機１０から入力軸２３に伝達される回転により、図１２に示すように、ローラ３０は円筒面２６およびカム面２７に直ちに係合し、入力軸２３の回転はローラ３０を介して外輪２２に伝達される。 As described above, when the roller 30 of the two-way clutch 21 elastically holds the retainer 28 in a standby state that is disposed at the engagement position when the vehicle moves forward, the electric motor 10 is driven to advance the vehicle forward. Since the 2-way clutch 21 is in the 1-way clutch mode, the roller 30 is immediately engaged with the cylindrical surface 26 and the cam surface 27 as shown in FIG. 12 by the rotation transmitted from the electric motor 10 to the input shaft 23. The rotation of the input shaft 23 is transmitted to the outer ring 22 via the roller 30.

また、外輪２２の回転は、変速機１１からフロントディファレンシャル１２を介して前輪２に直ちに伝達されることになる。このため、車両を違和感なく発進させることができる。 Further, the rotation of the outer wheel 22 is immediately transmitted from the transmission 11 to the front wheel 2 via the front differential 12. For this reason, the vehicle can be started without a sense of incongruity.

また、高速走行中に電動機１０が故障して、その電動機１０がロックしても、２ウェイクラッチ２１は１ウェイクラッチモードになって、外輪２２は入力軸２３に対して、図１２の点線で示す矢印の方向に相対回転し得るため、前輪２がロックするようなことがなく、車両はそのまま惰性で走行する。 Further, even if the motor 10 breaks down during high-speed traveling and the motor 10 is locked, the 2-way clutch 21 is in the 1-way clutch mode, and the outer ring 22 is shown in FIG. Since the vehicle can relatively rotate in the direction of the arrow shown, the front wheel 2 is not locked and the vehicle travels as it is.

このため、ドライバはパニックに陥ることなく、自分の意思で停止する等の操作が可能となり、その車両の停止後、手押しによって車両を道路脇までスムーズに移動させることができる。 For this reason, the driver can perform an operation such as stopping by his / her own intention without falling into a panic, and after the vehicle stops, the vehicle can be smoothly moved to the side of the road by hand.

ここで、車両の前進発進において、アクセルペダルの急激な踏み込みによる急加速後にペダルの踏み込みが直ちに解除される場合、ゆれ戻しによる振動が発生しようとするが、２ウェイクラッチ２１は１ウェイクラッチモードであって、一方向にしか振動を伝達しないため、ゆれ戻しの振動を効果的に減衰することができる。 Here, in the forward start of the vehicle, when the depression of the pedal is released immediately after the rapid acceleration due to the sudden depression of the accelerator pedal, vibration due to the swingback is likely to occur, but the 2-way clutch 21 is in the 1-way clutch mode. In addition, since vibration is transmitted only in one direction, vibration of shaking back can be effectively damped.

電気自動車にＡＢＳが搭載されている場合において、そのＡＢＳの作動時は、電動機１０の回転速度を前輪２の平均速度よりも大きく下げるようにする。このように、電動機１０の回転速度を前輪２の平均速度よりも大きく下げることにより、２ウェイクラッチ２１の外輪２２は入力軸２３に対してフリー回転する状態にあるため、ＡＢＳ制御により前輪２が回転変動しながら制動することによって、その前輪２は電動機１０と切り離されているため、ＡＢＳ制御に影響を及ぼさない。 When an ABS is mounted on an electric vehicle, the rotational speed of the electric motor 10 is greatly reduced from the average speed of the front wheels 2 when the ABS is operated. As described above, since the outer wheel 22 of the two-way clutch 21 is free to rotate with respect to the input shaft 23 by lowering the rotational speed of the electric motor 10 to be larger than the average speed of the front wheel 2, the front wheel 2 is controlled by the ABS control. By braking while changing the rotation, the front wheel 2 is disconnected from the electric motor 10 and thus does not affect the ABS control.

以上のような走行モードにおいては、電磁石４３の電磁コイル４３ａに対しての通電は必要としない。 In the traveling mode as described above, it is not necessary to energize the electromagnetic coil 43a of the electromagnet 43.

車両を後退走行させる場合は、電動機１０を逆方向に回転させ、電磁クラッチ４０の電磁コイル４３ａに通電する。 When the vehicle is traveling backward, the electric motor 10 is rotated in the reverse direction, and the electromagnetic coil 43a of the electromagnetic clutch 40 is energized.

一方、電動機１０の駆動により、その電動機１０の回転が入力軸２３に伝達されて入力軸２３が図１１の矢印で示す方向に回転する。このとき、保持器２８は外輪２２に結合されているため、入力軸２３と保持器２８は相対的に回転し、その相対回転により、図１３に示すように、ローラ３０が円筒面２６およびカム面２７に係合する。 On the other hand, by driving the electric motor 10, the rotation of the electric motor 10 is transmitted to the input shaft 23, and the input shaft 23 rotates in the direction indicated by the arrow in FIG. At this time, since the retainer 28 is coupled to the outer ring 22, the input shaft 23 and the retainer 28 rotate relative to each other, and as a result of the relative rotation, as shown in FIG. Engage with surface 27.

そのため、入力軸２３の回転はローラ３０を介して外輪２２に伝達され、その外輪２２の回転は変速機１１により変速され、その変速機１１から出力される回転がフロントディファレンシャル１２から左右一対のアクスル４に伝達されて前輪２が回転し、車両が後退走行する。 Therefore, the rotation of the input shaft 23 is transmitted to the outer ring 22 via the roller 30, the rotation of the outer ring 22 is changed by the transmission 11, and the rotation output from the transmission 11 is transmitted from the front differential 12 to the pair of left and right axles. 4 is transmitted to the front wheel 2 and the vehicle travels backward.

図１４乃至図１６は、動力断続装置２０を形成する２ウェイクラッチ２１のさらに他の例を示す。この例では、係合子としてスプラグ５０を用いている。 14 to 16 show still another example of the two-way clutch 21 that forms the power interrupting device 20. In this example, a sprag 50 is used as an engagement element.

図１４乃至図１６に示すように、外輪２２の内周に形成された円筒面２６と入力軸２３のカムリング部２５の外周に形成された円筒面２７ａ間に、第１保持器５１と、その内側に第２保持器５２とを組込み、両保持器５１、５２に形成されて径方向で対向するポケット５３、５４内にスプラグ５０を組込んでいる。第１保持器５１のポケット５３内には、第１保持器５１の回転方向と同方向に向けてスプラグ５０を付勢する一対の弾性片５６が組込まれている。 As shown in FIGS. 14 to 16, between the cylindrical surface 26 formed on the inner periphery of the outer ring 22 and the cylindrical surface 27a formed on the outer periphery of the cam ring portion 25 of the input shaft 23, the first cage 51 and its A second cage 52 is incorporated inside, and sprags 50 are incorporated in pockets 53 and 54 formed in both cages 51 and 52 and facing each other in the radial direction. A pair of elastic pieces 56 for urging the sprag 50 in the same direction as the rotation direction of the first holder 51 is incorporated in the pocket 53 of the first holder 51.

スプラグ５０は両保持器５１、５２の相対回転により傾動して、外輪２２および入力軸２３の円筒面２６、２７ａに係合するようになっている。この場合、スプラグ５０は、図１５および図１６に示すように時計方向および反時計方向の両方向に係合可能とされている。このスプラグ５０の採用は、係合子としてローラ３０を用いた場合に比較して、同スペース内に本数が多く入るため、コンパクトでも大きな許容トルクが得られる。 The sprag 50 is tilted by the relative rotation of the cages 51 and 52 and is engaged with the cylindrical surfaces 26 and 27 a of the outer ring 22 and the input shaft 23. In this case, the sprag 50 can be engaged in both the clockwise direction and the counterclockwise direction as shown in FIGS. 15 and 16. The use of the sprags 50 provides a large allowable torque even if it is compact because the number of the sprags 50 is larger than that in the case where the rollers 30 are used as the engagement elements.

図１４の場合、第２保持器５２を入力軸２３に固定し、その第２保持器５２と第１保持器５１間にスイッチばね５５を組み込んで、両保持器５１、５２のポケット５３，５４の位相が周方向の一方へずれる方向に第１保持器５１を周方向に付勢している。これによってスプラグ５０は、図１５に示すように傾斜し、１ウェイクラッチを構成している。 In the case of FIG. 14, the second retainer 52 is fixed to the input shaft 23, and a switch spring 55 is incorporated between the second retainer 52 and the first retainer 51, so that the pockets 53, 54 of both retainers 51, 52 are included. The first cage 51 is urged in the circumferential direction in a direction in which the phase of the first shifts in the circumferential direction. As a result, the sprag 50 is inclined as shown in FIG. 15 to form a one-way clutch.

ここで、第１保持器５１の端部には内向きフランジ５１ａが形成され、その内向きフランジ５１ａの内周部に設けられた筒部５１ｂに電磁クラッチ４０のアーマチュア４１がスライド自在に嵌合され、かつ、回り止めされている。 Here, an inward flange 51a is formed at the end of the first cage 51, and the armature 41 of the electromagnetic clutch 40 is slidably fitted to a cylindrical portion 51b provided on the inner peripheral portion of the inward flange 51a. And is prevented from rotating.

上記の構成からなる２ウェイクラッチ２１においては、電磁コイル４３ａに電流が流れていないとき、図１５に示すように、１ウエイクラッチの状態にあり、入力軸２３が同図の矢印で示す方向に回転すると、その回転はスプラグ５０を介して外輪２２に伝達され、外輪２２が入力軸２３と同方向に回転する。 In the two-way clutch 21 configured as described above, when no current is flowing through the electromagnetic coil 43a, the two-way clutch 21 is in a one-way clutch state as shown in FIG. 15, and the input shaft 23 is in the direction indicated by the arrow in FIG. When rotating, the rotation is transmitted to the outer ring 22 via the sprag 50, and the outer ring 22 rotates in the same direction as the input shaft 23.

電磁コイル４３ａに通電すると、ロータ４２にアーマチュア４１が吸着されて外輪２２と第１保持器５１がアーマチュア４１およびロータ４２を介して一体化される。 When the electromagnetic coil 43 a is energized, the armature 41 is attracted to the rotor 42, and the outer ring 22 and the first retainer 51 are integrated via the armature 41 and the rotor 42.

この状態で、入力軸２３を図１５に示す矢印と逆方向に回転すると、第２保持器５２が第１保持器５１に対して相対回転し、その相対回転によりスプラグ５０が入力軸２３の回転方向と逆方向に傾動して、図１６に示すように、外輪２２の円筒面２６および入力軸２３の円筒面２７ａに係合し、入力軸２３の回転を外輪２２に伝達する。 In this state, when the input shaft 23 is rotated in the direction opposite to the arrow shown in FIG. 15, the second cage 52 rotates relative to the first cage 51, and the sprag 50 rotates the input shaft 23 by the relative rotation. As shown in FIG. 16, it tilts in the direction opposite to the direction and engages with the cylindrical surface 26 of the outer ring 22 and the cylindrical surface 27 a of the input shaft 23, and transmits the rotation of the input shaft 23 to the outer ring 22.

なお、図１４乃至図１６で示すスプラグタイプの２ウェイクラッチでは、スイッチばね５５により、第１保持器５１を周方向の一方に向けて付勢して、スプラグ５０を円筒面２６、２７ａのそれぞれに係合させるようにしたが、上記スイッチばね５５により、スプラグ５０が円筒面２６、２７ａのそれぞれに対して係合解除される中立位置に第１保持器５１を弾性保持するようにしてもよい。 In the sprag type two-way clutch shown in FIG. 14 to FIG. 16, the first retainer 51 is urged toward one of the circumferential directions by the switch spring 55, and the sprag 50 is moved to each of the cylindrical surfaces 26 and 27a. The first retainer 51 may be elastically held at a neutral position where the sprag 50 is disengaged from the cylindrical surfaces 26 and 27a by the switch spring 55. .

図１に示す実施の形態においては、電動機１０と変速機１１の間に動力断続装置２０を組込むようにしたが、動力断続装置２０の組込み位置はこれに限定されるものではない。 In the embodiment shown in FIG. 1, the power interrupting device 20 is incorporated between the electric motor 10 and the transmission 11, but the assembly position of the power interrupting device 20 is not limited to this.

図１７（ａ）乃至（ｃ）は、動力断続装置２０の組込みの他の例を示す。（
ａ）では、変速機１１とフロントディファレンシャル１２との間に動力断続装置２０を組込んでいる。 FIGS. 17A to 17C show other examples of incorporation of the power interrupting device 20. (
In a), a power interrupting device 20 is incorporated between the transmission 11 and the front differential 12.

（ｂ）は、左右一対のアクスル４のそれぞれとフロントディファレンシャル１２との間に動力断続装置２０を組込んでいる。 (B) incorporates a power interrupt device 20 between each of the pair of left and right axles 4 and the front differential 12.

（ｃ）は、左右一対のアクスル４と前輪２間のそれぞれに動力断続装置２０を組込んでいる。 (C) incorporates a power interrupting device 20 between each of the pair of left and right axles 4 and the front wheel 2.

２前輪（車輪）
４アクスル
１０電動機
１１変速機
１２フロントディファレンシャル（ディファレンシャル）
２１２ウェイクラッチ
２２外輪
２３入力軸
２６円筒面
２７カム面
２７ａ円筒面
２８保持器
２９ポケット
３０ローラ（係合子）
３４スイッチばね
４０電磁クラッチ
４１アーマチュア
４２ロータ
４３電磁石
５０スプラグ（係合子）
５１第１保持器
５２第２保持器
５３ポケット
５４ポケット
５５スイッチばね 2 Front wheels
4 Axle 10 Electric motor 11 Transmission 12 Front differential (differential)
21 Two-way clutch 22 Outer ring 23 Input shaft 26 Cylindrical surface 27 Cam surface 27a Cylindrical surface 28 Cage 29 Pocket 30 Roller (engagement element)
34 Switch spring 40 Electromagnetic clutch 41 Armature 42 Rotor 43 Electromagnet 50 Sprag (engagement element)
51 First Cage 52 Second Cage 53 Pocket 54 Pocket 55 Switch Spring

Claims

In an electric vehicle in which the drive source is only an electric motor and the vehicle is driven by transmitting the driving force of the electric motor to wheels,
The power transmission system that transmits the driving force of the electric motor to the wheels has a retainer and an engagement member held by the retainer, and the driven side shaft and the driven body are engaged by engagement of the engagement member by rotation control of the retainer. A combination of a two-way clutch that couples the side shaft and an electromagnetic clutch that controls rotation of the retainer by energization and interruption of the energization to control engagement and disengagement of the 2-way clutch. A featured electric car.

The two-way clutch is incorporated on the inner circumference of the outer ring connected to the driven side shaft and on the inner side of the outer ring, and one of the outer circumferences of the input shaft connected to the driving side shaft has a cylindrical surface and the other is the cylinder. Provided with a plurality of cam surfaces that form a narrow wedge space at both ends in the circumferential direction between the surface and the cage built between the outer ring and the input shaft, pockets are formed at positions facing each cam surface A roller that engages with the cylindrical surface and the cam surface by relative rotation of the outer ring and the input shaft in the pocket, and a member on the side of the outer ring and the input shaft on which the cam surface is formed, and a cage, The electric vehicle according to claim 1, wherein the electric vehicle is of a roller type incorporating a switch spring for elastically holding the cage so that the roller is held in a neutral position.

The two-way clutch is incorporated on the inner circumference of the outer ring connected to the driven side shaft and on the inner side of the outer ring, and one of the outer circumferences of the input shaft connected to the driving side shaft has a cylindrical surface and the other is the cylinder. Provided with a plurality of cam surfaces that form a narrow wedge space at both ends in the circumferential direction between the surface and the cage built between the outer ring and the input shaft, pockets are formed at positions facing each cam surface A roller that engages with the cylindrical surface and the cam surface by relative rotation of the outer ring and the input shaft in the pocket, and a member on the side of the outer ring and the input shaft on which the cam surface is formed, and a cage, The roller is of a roller type incorporating a switch spring for applying to the cage a rotational torque in a direction in which the roller is pushed into one narrow portion of the wedge space formed by the cylindrical surface and the cam surface. The electric vehicle described in 1.

The two-way clutch is provided with a cylindrical surface on each of the inner periphery of the outer ring connected to the driven side shaft and the outer periphery of the input shaft connected to the driving side shaft. When the first cage and the second cage arranged inside the first cage are assembled, the two cages are relatively rotated in the pockets provided at the opposite positions of the two cages. A sprag that engages with the cylindrical surface of each of the outer ring and the input shaft is built in, the second retainer is fixed to the input shaft, and the sprag is between the first retainer and the second retainer. 2. The electric vehicle according to claim 1, further comprising a sprag type incorporating a switch spring for urging the first cage toward one circumferential direction in a direction engaging with the cylindrical surface of the input shaft.

The electromagnetic clutch is supported by a stationary member, an armature that is prevented from rotating by the cage and is supported so as to be movable in the axial direction, a rotor that is fixed to the outer ring or the input shaft and faces the armature in the axial direction, and The electric vehicle according to claim 1, further comprising an electromagnet that attracts the armature to the rotor when energized.

The electric vehicle according to any one of claims 1 to 5, wherein the two-way clutch is incorporated between the electric motor and a transmission that shifts the rotation of the electric motor and transmits it to a wheel.

2. The two-way clutch is incorporated between a transmission that shifts the rotation of the electric motor and transmits it to a wheel, and a differential that transmits a driving force output from the transmission to left and right axles. 6. The electric vehicle according to any one of items 5.

The electric vehicle according to any one of claims 1 to 5, wherein the two-way clutch is incorporated between a differential for transmitting rotation of the electric motor to left and right axles and the axle.

The electric vehicle according to any one of claims 1 to 5, wherein the two-way clutch is incorporated between a pair of left and right axles and a wheel connected to each of the axles.

A sensor for detecting the rotational speed of the rotating shaft of the electric motor and the rotational speed of the wheel is provided, and an abnormality of the electric motor is determined from a comparison of detection signals output from the sensors, and when the abnormality is determined, the electromagnetic coil of the electromagnet is detected. The electric vehicle according to any one of claims 5 to 9, wherein energization is interrupted to disengage the two-way clutch.

An acceleration sensor for detecting the acceleration of the rotating shaft of the electric motor and the acceleration of the wheel is provided, and an abnormality of the electric motor is determined from a comparison of detection signals output from the respective acceleration sensors, and when the abnormality is determined, the electromagnetic coil of the electromagnet The electric vehicle according to any one of claims 5 to 9, wherein energization is interrupted to disengage the two-way clutch.

The electricity according to any one of claims 5 to 11, wherein when the wheel is braked by ABS control, energization of the electromagnetic coil of the electromagnet is interrupted to activate the two-way clutch when the ABS is operated. Car.