JP5568229B2 - Electric motor drive device - Google Patents

Description

  The present invention relates to an electric motor driving device that includes an electric motor as a power source, and that decelerates the output of the electric motor and transmits it to a wheel.

As an electric motor drive device used for a drive device of an electric vehicle and a hybrid vehicle, a device as described in, for example, Japanese Patent Application Laid-Open No. 2006-22879 (Patent Document 1) is conventionally known. The electric motor drive device described in Patent Literature 1 includes an electric motor, a first reduction unit that reduces the output of the electric motor at a high reduction ratio, and a second reduction unit that reduces the output of the electric motor at a reduction speed ratio. And first and second interrupting means that are provided in the first and second deceleration units, respectively, and selectively disconnect the first and second deceleration units. The electric motor drive device includes a first shaft that transmits output torque of the electric motor, and a second shaft that is arranged in parallel to the first shaft, and the first reduction portion is connected to the first shaft. A first gear arranged to rotate integrally and a second gear arranged to rotate relative to the second shaft. In addition, the second speed reducing unit includes a third gear arranged to be rotatable relative to the first shaft and a fourth gear arranged to be rotatable integrally with the second shaft. The first interrupting means is a two-way overrunning clutch that interrupts between the second shaft and the second gear, and the second interrupting means interrupts between the first shaft and the third gear. It is a multi-plate friction clutch.
JP 2006-22879 A

  However, the above-described conventional electric motor driving device has the following problems. That is, it is difficult to provide two separate clutches for the second shaft and the first shaft, respectively, due to vehicle space constraints. In addition, there is a problem that the electric motor driving device is increased in size.

  In view of the above circumstances, an object of the present invention is to provide an electric motor drive device that can satisfy a space constraint of a vehicle.

For this purpose, an electric motor drive device according to the present invention includes a motor that rotationally drives a motor-side rotating member, a speed reduction unit that decelerates the rotation of the motor-side rotating member and transmits the rotation to the wheel side, and interrupts rotation transmission of the speed reduction unit Alternatively, a connection / disconnection part is provided. The speed reduction part is arranged in parallel to the first shaft including a tubular outer rotating shaft disposed coaxially with the motor-side rotating member and an inner rotating shaft inserted through the outer rotating shaft, and disposed on the wheel side. A second shaft that transmits rotation, a first reduction part that transmits the rotation of the inner rotation shaft to the second shaft by decelerating the rotation of the inner rotation shaft, and a second reduction that differs from the first reduction ratio in rotation of the outer rotation shaft A second speed reduction portion that decelerates at a ratio and transmits it to the second shaft. The first speed reduction portion includes a first drive gear provided on the inner rotation shaft, and the second speed reduction portion is provided on the outer rotation shaft. The connecting / disconnecting portion includes a first clutch that connects the motor-side rotating member and the inner rotating shaft, a second clutch that connects the motor-side rotating member and the outer rotating shaft, and a predetermined low speed. When in the rotation region, the first clutch is engaged and the second clutch Released, and an actuator unit for engaging the second clutch while releasing the first clutch when in a predetermined high rotation range, the radial dimension of the disengaging portion diameter of the first driving gear and the second drive gear greater than dimension, the actuator unit includes a relatively large disengaging portion of the radial dimension, a first shaft end section of the reduction unit which accommodates the relatively small first drive gear and the second drive gear of the radial dimension It is arrange | positioned in the radial direction level | step-difference part between.

  According to the present invention, since the first shaft has a double shaft structure including the outer rotating shaft and the inner rotating shaft, two clutches can be arranged on the first shaft, and the vehicle space is restricted. It will be advantageous. Therefore, it contributes to miniaturization of the electric motor drive device.

  Although the present invention is not limited to one embodiment, the motor, the connecting / disconnecting portion, and the speed reducing portion may be arranged in the order of the motor, the connecting / disconnecting portion, and the speed reducing portion in the axial direction of the first shaft. . According to such an embodiment, the arrangement layout is aligned in the order of the motor, the connecting / disconnecting portion, and the speed reducing portion. Therefore, the electric motor drive device can be easily mounted in an existing vehicle space.

  Preferably, the speed reduction unit further includes a third speed reduction unit that reduces the rotation of the first shaft at a third speed reduction ratio different from the first speed reduction ratio and the second speed reduction ratio and transmits the rotation to the second shaft. According to such an embodiment, since the first to third reduction units having different reduction ratios are provided, the electric motor is operated at a low driving speed, a medium driving speed, and a high driving speed, respectively. Can be operated at a good rotational speed, and energy efficiency is further improved.

  Preferably, the first clutch is provided coaxially with the motor side rotation member and rotates integrally therewith, a first shaft side friction element that rotates integrally with the inner rotation shaft, and a first shaft side friction element. Or a first pressure member that presses one of the first motor side friction elements against the other and fastens them, and the second clutch is provided coaxially with the motor side rotation member and rotates integrally therewith. A friction element, a second shaft side friction element that rotates integrally with the outer rotation shaft, and a second pressure member that presses one of the second shaft side friction element or the second motor side friction element against the other and fastens them. Have. According to this embodiment, it is possible to switch the power transmission path for transmitting from the electric motor to the wheel side via the inner rotating shaft or the outer rotating shaft by the switching operation of the friction element. Therefore, when the 2-way clutch is used as in the electric motor driving device of Patent Document 1, it is possible to eliminate the shock that occurs due to the switching between the first and second reduction gears.

Preferably, the first pressure member and the second pressure member are one surface and the other surface of a common pressure disk, and the first motor side friction element and the first shaft side friction element are arranged on one surface side of the pressure disk. is, the second motor side friction element and the second shaft side friction element are arranged on the other surface side of the pressure disk, the actuator unit Before moving the pressure disk to the one surface side and the other side. According to this embodiment, since the first clutch is arranged on one side of the pressure disk and the second clutch is arranged on the other side of the pressure disk, the common pressure disk is moved by one actuator to move the first clutch. It becomes possible to switch between 1 and the 2nd deceleration part. Therefore, it is possible to further reduce the size of the electric motor drive device, which becomes more advantageous due to vehicle space constraints.

  As described above, the present invention has the first shaft including the tubular outer rotating shaft disposed coaxially with the motor-side rotating member and the inner rotating shaft inserted through the outer rotating shaft. It is possible to arrange the one clutch and the second clutch together. Therefore, it is possible to reduce the size of the electric motor driving device and realize an electric motor driving device that is advantageous in terms of vehicle space constraints.

  Hereinafter, embodiments of the present invention will be described in detail based on examples shown in the drawings.

  FIG. 1 is an exploded cross-sectional view of a main part showing an electric motor driving apparatus according to a first embodiment. The electric motor drive device 1 according to the first embodiment includes a motor 11, a connection / disconnection part 21, and a speed reduction part 31. The motor 11 includes a stator 13 fixed to the motor casing 12, a rotor 14 disposed at a position facing the inside of the stator 13 via a gap opened in the radial direction, and a rotor fixedly connected to the inside of the rotor 14. 14 is a radial gap motor including a motor output shaft 15 that rotates integrally with the motor 14.

  The motor casing 12 is coupled to the casing 32 on one axial end side of the motor 11. The motor output shaft 15 is rotatably supported by the motor casing 12 at both ends, and one end of the motor output shaft 15 is coupled to one end of the motor side rotating member 22. The other end of the motor-side rotation member 22 protrudes from the motor casing 12 and is connected to the center plate 23 of the connection / disconnection part 21. The center plate 23 is provided coaxially with the motor-side rotation member 22 and rotates integrally with the motor-side rotation member 22.

  The connecting / disconnecting portion 21 includes a first clutch C <b> 1 and a second clutch C <b> 2 disposed inside the casing 32. The center plate 23 has a disk shape with friction materials on both sides and has a center hole. A first clutch disk 25 having a friction material and a first pressure disk 27 are sequentially arranged on one side of the center plate 23. The first clutch disk 25 is attached to the inner rotary shaft 33i, and these rotate integrally. The center plate 23, the first clutch disk 25, and the first pressure disk 27 function as the first clutch C1. On the other surface side of the center plate 23, a second clutch disk 24 having a friction material and a second pressure disk 26 are sequentially arranged. The second clutch disk 24 is attached to the outer rotary shaft 33o, and these rotate integrally. The center plate 23, the second clutch disk 24, and the second pressure disk 26 function as the second clutch C2. The connecting / disconnecting part 21 releases or fastens the first clutch C1 and the second clutch C2 as will be described later, and interrupts or connects the rotation transmission of the speed reducing part 31.

  The speed reduction part 31 includes a first speed reduction part G1 and a second speed reduction part G2 arranged inside the casing 32. The first reduction gear G1 decelerates the rotation of the motor side rotation member 22 at a predetermined first reduction ratio and transmits it to the wheel side (not shown). The second speed reduction part G2 decelerates the rotation of the motor side rotating member 22 at a second speed reduction ratio that is smaller than the first speed reduction ratio, and transmits it to the wheel side. When the rotation speed of the motor side rotation member 22 is the same, the rotation speed decelerated by the second reduction part G2 is larger than the rotation speed reduced by the first reduction part G1.

  For this reason, the speed reduction unit 31 includes a first shaft 33 extending coaxially with the motor-side rotation member 22 and a second shaft 34 extending parallel to the first shaft 33. The first shaft 33 is a double shaft including a tubular outer rotating shaft 33o and an inner rotating shaft 33i inserted through the outer rotating shaft 33o. Both ends of the inner rotation shaft 33 i protrude from the outer rotation shaft 33 o, respectively, and one end thereof is rotatably supported by the other end of the motor-side rotation member 22 via the rolling bearing 62. The other end of the inner rotating shaft 33 i is rotatably supported by the casing 32 via a rolling bearing 63. One end of the outer rotating shaft 33o is rotatably supported by a center hole of the center plate 23 via a rolling bearing 64. The other end of the outer rotary shaft 33o is rotatably supported by the casing 32 via a rolling bearing 65.

  A first drive gear 41 is formed at the other end of the inner rotation shaft 33i. A second drive gear 42 is formed at the other end of the outer rotating shaft 33o. A first driven gear 71 and a second driven gear 72 are fixed to a portion of the second shaft 34 that is far from the connecting / disconnecting portion 21 in the axial direction. The radius of these gears 41, 42, 71, 72 is the smallest in the first drive gear 41 and increases in the order of the second drive gear 42, the second driven gear 72, and the first driven gear 71. The first drive gear 41 always meshes with the first driven gear 71, and these gears 41 and 71 function as the first reduction gear portion G1. The second drive gear 42 always meshes with the second driven gear 72, and these gears 42 and 72 function as the second reduction gear portion G2.

  One end of the first shaft 33 sequentially passes through the second pressure disk 26, the second clutch disk 24, the center plate 23, the first clutch disk 25, and the first pressure disk 27, and reaches the motor-side rotating member 22. On the other hand, one end of the second shaft 34 is adjacent to the connecting / disconnecting portion 21 without penetrating the connecting / disconnecting portion 21 and is rotatably supported by the casing 32 via the rolling bearing 66. The other end of the second shaft 34 on the side far from the connecting / connecting portion 21 is rotatably supported by the casing 32 via a rolling bearing 67. The rolling bearing 67 is in the same axial position as the rolling bearing 63.

  Further, the distance between the first shaft 33 and the second shaft 34 is substantially equal to the radial dimension of the connecting / disconnecting portion 21. Thereby, the layout of the speed reduction part 31 in the electric motor drive device 1 is optimized, and the electric motor drive device 1 can be easily attached to the vehicle.

  That is, the connecting / disconnecting portion 21 includes a first clutch C1 that connects the motor-side rotating member 22 and the inner rotating shaft 33i, and a second clutch C2 that connects the motor-side rotating member 22 and the outer rotating shaft 33o. The two clutches C1 and C2 are disposed on the first shaft 33.

  A second driven gear 72 is disposed at a position far from the connecting / disconnecting portion 21 of the second shaft 34, and a first driven gear 71 is disposed at a position farther away. Further, a pinion 35 having a smaller diameter than that of the second driven gear 72 is formed at a portion of the second shaft 34 close to the connecting / disconnecting portion 21. The pinion 35 always meshes with a ring gear 53 attached to the differential gear case 52.

  The radial dimension of the connecting / disconnecting portion 21 is substantially the same as that of the motor 11. Thereby, the layout of the connecting / disconnecting portion 21 in the electric motor drive device 1 is optimized, and the attachment of the electric motor drive device 1 to the vehicle is facilitated.

  A differential gear device 51 is attached to the inside of the casing 32. The differential gear device 51 will be described. In the differential gear case 52, a pinion mate shaft 54 is disposed in parallel with the rotation surface of the ring gear 53, and is rotatably supported on the shaft 54 to be paired with a pair of pinions. Mate gears 55 and 56 are provided in the differential gear case 52. In the differential gear case 52, a pair of side gears 57, 58 that are between the pinion mate gears 55, 56 and mesh with these are arranged rotatably. One side gear 57 has a center hole that is serrated with one drive shaft (not shown). The other side gear 58 is serrated with the other drive shaft (not shown) at its center hole. For this reason, the casing 32 and the differential gear case 52 have holes 32h and 52h through which the drive shaft passes, respectively, on one side and the other side. One and the other drive shafts are drivingly coupled to left and right wheels (not shown).

  An actuator unit 28 is attached to the casing 32 adjacent to the connecting / disconnecting portion 21 and the speed reducing portion 31. The actuator unit 28 includes two actuators 28a and 28b. One actuator 28a is connected to the first pressure disk 27 via a link member 29a. The other actuator 28b is connected to the second pressure disk 26 via a link member 29b.

  The actuator unit 28 has a radial direction between the connecting / disconnecting portion 21 having a large radial dimension around the first shaft 33 and the first shaft 33 side of the speed reducing portion 31 that accommodates the relatively small-diameter gears 41, 42. It is arranged at the step part. Thereby, the layout of the actuator unit 28 in the electric motor drive device 1 is optimized, and the electric motor drive device 1 can be easily attached to the vehicle.

  The operation of the electric motor driving apparatus 1 having the above configuration will be described. When the motor 11 is energized and the motor-side rotating member 22 is rotationally driven, the center plate 23 rotates together with the motor-side rotating member 22. When the number of rotations of the differential gear device 51 is in a predetermined low-speed rotation region, the actuator unit 28 engages the first clutch C1 and releases the second clutch C2, and the motor 11 is driven to rotate by the first reduction gear G1. Decelerate and transmit to the differential gear device 51. Thereby, even if the rotation speed of the differential gear apparatus 51 exists in a low speed area | region, the rotation speed of the motor 11 can be made into the area | region where driving | operation efficiency is high.

  On the other hand, when the rotational speed of the differential gear device 51 is in a predetermined high-speed rotation region, the actuator unit 28 releases the first clutch C1 and engages the second clutch C2 to rotate the motor 11 for the second rotation. The speed is reduced by the speed reduction unit G2 and transmitted to the differential gear device 51. Thereby, when the rotational speed of the differential gear device 51 is in a high speed region, the rotational speed of the motor 11 can be made a region with high operating efficiency.

  Specifically, when the number of rotations of the differential gear device 51 is in a low speed rotation region less than a predetermined number of rotations, the actuator 28a moves the first pressure disk 27 in the axial direction, and the first pressure disk 27 is moved to the first clutch. The disk 25 is pressed against the center plate 23. As a result, the first clutch disk 25 and the center plate 23 rotate together, and the first clutch C1 transmits rotational torque. Then, the inner rotation shaft 33i rotates integrally with the first clutch disk 25, and the first drive gear 41 rotates. The rotational speed of the first shaft 33 is decelerated by the first driven gear 71 and transmitted to the second shaft 34. The rotational torque of the second shaft 34 is input from the pinion 35 to the ring gear 53 and transmitted to the differential gear device 51. At this time, the outer rotating shaft 33o is rotated by the second driven gear 72, but the second pressure disk 26 is located away from the center plate 23 and does not press the second clutch disk 24. The second clutch disk 24 rotates together with the outer rotation shaft 33o, but rotates away from the center plate 23. That is, the second clutch C2 does not transmit rotational torque.

  On the other hand, when the rotational speed of the differential gear device 51 is in a high-speed rotation region that is equal to or higher than a predetermined rotational speed, the actuator 28b moves the second pressure disk 26 in the axial direction, and the second pressure disk 26 is moved to the second clutch disk. 24 is pressed against the center plate 23. As a result, the second clutch disk 24 and the center plate 23 rotate together, and the second clutch C2 transmits rotational torque. Then, the outer rotation shaft 33o rotates integrally with the second clutch disk 24, and the second drive gear 42 rotates. The rotational speed of the first shaft 33 is decelerated by the second driven gear 72 and transmitted to the second shaft 34. The rotational torque of the second shaft 34 is input from the pinion 35 to the ring gear 53 and transmitted to the differential gear device 51. At this time, the inner rotary shaft 33i is rotated by the first driven gear 71, but the first pressure disk 27 is located away from the center plate 23 and does not press the first clutch disk 25. The first clutch disk 25 rotates together with the inner rotation shaft 33i, but rotates away from the center plate 23. That is, the first clutch C1 does not transmit rotational torque.

  Since the two clutches C1 and C2 are friction clutches having a friction material, it is possible to smoothly switch between the low speed region and the high speed region by switching the clutches C1 and C2. Therefore, when the 2-way clutch is used as in the electric motor driving device of Patent Document 1, it is possible to eliminate the shock that occurs due to the switching between the first and second reduction gears.

  FIG. 2 is an exploded cross-sectional view of a main part showing the electric motor driving apparatus according to the second embodiment. Since the basic configuration of the second embodiment is the same as that of the first embodiment, the same members are denoted by the same reference numerals and the description thereof is omitted, and different configurations will be described.

  The electric motor drive device 2 according to the second embodiment is different from the electric motor drive device 1 in that the rotation of the first shaft 33 is different from the speed reduction ratio of the first speed reduction portion G1 and the speed reduction ratio of the second speed reduction portion G2. It further has a third speed reduction part G3 that decelerates at a reduction ratio and transmits it to the second shaft. Further, the speed reduction part 31 of the second embodiment includes a first speed reduction part G1, a second speed reduction part G2 and a third speed reduction part G3, a fourth speed reduction part G4, a fifth speed reduction part G5, a sixth speed reduction part G6, and a reverse rotation. It has a deceleration part R.

  As shown in FIG. 2, a third drive gear 43 and a fifth drive gear 45 are formed in addition to the first drive gear 41 at the other end of the inner rotary shaft 33 i. The third drive gear 43 is disposed closer to the connection / disconnection part 21 than the first drive gear 41, and the fifth drive gear 45 is disposed closer to the connection / disconnection part 21 than the third drive gear 43.

  In addition to the second drive gear 42, a fourth drive gear 44, a sixth drive gear 46, and a seventh drive gear 47 are formed at the other end of the outer rotating shaft 33o. The fourth drive gear 44 is disposed at a position closer to the connection / disconnection part 21 than the second drive gear 42, and the sixth drive gear 46 is disposed at a position closer to the connection / disconnection part 21 than the fourth drive gear 44. The drive gear 47 is disposed at a position closer to the connection / disconnection part 21 than the sixth drive gear 46.

  A first driven gear 71 is coaxially attached to a portion of the second shaft 34 that is far from the connecting / disconnecting portion 21 in the axial direction. In addition to the first driven gear 71, a third driven gear 73 and a fifth driven gear 75 are provided. The second driven gear 72, the fourth driven gear 74, the sixth driven gear 76, and the seventh driven gear 77 are sequentially coaxially attached so as to be close to the connecting / disconnecting portion 21.

  The radius of these gears 41, 42, 43, 44, 45, 46, 47, 71, 72, 73, 74, 75, 76, 77 is the smallest in the first drive gear 41, and the seventh drive gear 47, second Drive gear 42, third drive gear 43, fourth drive gear 44, fifth drive gear 45, sixth drive gear 46, sixth driven gear 76, fifth driven gear 75, fourth driven gear 74, seventh driven gear 77, the third driven gear 73, the second driven gear 72, and the first driven gear 71 increase in this order.

  The first drive gear 41 always meshes with the first driven gear 71, and these gears 41 and 71 function as the first reduction gear portion G1. The second drive gear 42 always meshes with the second driven gear 72, and these gears 42 and 72 function as the second reduction gear portion G2. The third drive gear 43 always meshes with the third driven gear 73, and these gears 43 and 73 function as the third reduction gear part G3. The fourth drive gear 44 is always meshed with the fourth driven gear 74, and these gears 44 and 74 function as the fourth reduction part G4. The fifth drive gear 45 always meshes with the fifth driven gear 75, and these gears 45 and 75 function as the fifth reduction portion G5. The sixth drive gear 46 is always meshed with the sixth driven gear 76, and these gears 46 and 76 function as a sixth reduction part G6. The seventh drive gear 47 always meshes with the seventh driven gear 77 via an idler gear (not shown), and these gears 47 and 77 and the idler gear function as the reverse speed reduction unit R.

  A synchromesh mechanism 81 is mounted coaxially with the second shaft 34 between the first driven gear 71 and the third driven gear 73. The synchromesh mechanism 81 that rotates integrally with the second shaft 34 moves forward and backward in the axial direction and selectively engages with the first driven gear 71 or the third driven gear 73, and either one of the gears 71, 73 is engaged with the first driven gear 71. The two shafts 34 can be rotated together. Alternatively, the first driven gear 71 and the third driven gear 73 are both disconnected from the second shaft 34 without being engaged with any of the gears 71 and 73 in the neutral position in the axial direction.

  A synchromesh mechanism 82 is attached coaxially with the second shaft 34 between the third driven gear 73 and the fifth driven gear 75. The synchromesh mechanism 82 that rotates integrally with the second shaft 34 moves forward and backward in the axial direction, selectively engages with the third driven gear 73 or the fifth driven gear 75, and either one of the gears 73, 75 is engaged with the first driven gear 73. The two shafts 34 can be rotated together. Alternatively, the third driven gear 73 and the fifth driven gear 75 are disconnected from the second shaft 34 without being engaged with any of the gears 73 and 75 in the neutral position in the axial direction.

  A synchromesh mechanism 83 is mounted coaxially with the second shaft 34 between the second driven gear 72 and the fourth driven gear 74. The synchromesh mechanism 83 that rotates integrally with the second shaft 34 moves forward and backward in the axial direction and selectively engages with the second driven gear 72 or the fourth driven gear 74, and either one of the gears 72 and 74 is engaged with the second driven gear 72. The two shafts 34 can be rotated together. Alternatively, the second driven gear 72 and the fourth driven gear 74 are disconnected from the second shaft 34 without being engaged with any of the gears 72 and 74 in the neutral position in the axial direction.

  A synchromesh mechanism 84 is mounted coaxially with the second shaft 34 between the sixth driven gear 76 and the seventh driven gear 77. The synchromesh mechanism 84 that rotates integrally with the second shaft 34 moves forward and backward in the axial direction and selectively engages with the sixth driven gear 76 or the seventh driven gear 77, and either one of the gears 76, 77 is engaged with the first driven gear 76. The two shafts 34 can be rotated together. Alternatively, the sixth driven gear 76 and the seventh driven gear 77 are separated from the second shaft 34 at the neutral position in the axial direction and not engaged with any of the gears 76 and 77.

  According to the second embodiment, since the first reduction unit G1 to the sixth reduction unit G6 having different reduction ratios are provided, the motor 11 is operated in accordance with the six sections from the low speed rotation to the high speed rotation. It is possible to drive at a good rotational speed. Alternatively, in addition to the first and second embodiments, the number of speed reduction units can be arbitrarily set. For example, by providing three speed reducers with different speed reduction ratios, the motor 11 is driven at a rotational speed with good driving efficiency corresponding to each of low speed rotation, medium speed rotation, and high speed rotation. Can do.

  FIG. 3 is an exploded cross-sectional view of a main part showing an electric motor driving apparatus according to a third embodiment. Since the basic configuration of the third embodiment is common to the first embodiment described above, the same members are denoted by the same reference numerals, description thereof is omitted, and different configurations will be described.

  As a difference from the electric motor drive device 1, the electric motor drive device 3 of the third embodiment combines the pressure disks of the connecting / disconnecting portion 21 into one.

  The other end of the motor side rotation member 22 protrudes from the motor casing 12 and is connected to the first plate 231 and the second plate 232 of the connection / disconnection part 21. These plates 231 and 232 rotate integrally with the motor-side rotating member 22. These plates 231 and 232 are arranged coaxially with the motor-side rotating member 22, have a disk shape with friction materials on one side, and have a center hole.

  The first clutch disk 25 is coaxially disposed opposite to one surface side of the first plate 231. A surface of the first clutch disk 25 facing one surface of the first plate 231 includes a friction material. One pressure disk 20 is coaxially arranged on the opposite side of the first plate 231 with the first clutch disk 25 interposed therebetween. A second clutch disk 24 is coaxially arranged on the side opposite to the first clutch disk 25 across the pressure disk 20. A second plate 232 is disposed on the opposite side of the pressure disk 20 across the second clutch disk 24. The surface of the second clutch disk 24 facing one surface of the second plate 232 includes a friction material.

  An actuator unit 28 is attached to the casing 32 at a position adjacent to the connecting / disconnecting portion 21 and the speed reducing portion 31. The actuator unit 28 includes one actuator 28c. The actuator 28c is connected to the pressure disk 20 via the link member 29c.

  The operation of the electric motor drive device 3 configured as described above will be described. When the rotational speed of the differential gear device 51 is in a low speed rotational range that is less than a predetermined rotational speed, only the first clutch C1 transmits rotational torque. That is, the actuator 28 c moves the pressure disk 20 in one axial direction, and one surface of the pressure disk 20 presses the first clutch disk 25 against the first plate 231. As a result, both the first clutch disk 25 and the first plate 231 rotate. Then, the inner rotation shaft 33i rotates integrally with the first clutch disk 25, and the first drive gear 41 rotates. The rotational speed of the first shaft 33 is decelerated by the first driven gear 71 and transmitted to the second shaft 34. The rotational torque of the second shaft 34 is input from the pinion 35 to the ring gear 53 and transmitted to the differential gear device 51. At this time, the outer rotary shaft 33 o is rotated by the second driven gear 72, but the pressure disk 20 is away from the second clutch disk 24 and does not press the second clutch disk 24. The second clutch disk 24 rotates together with the outer rotation shaft 33 o but is separated from the second plate 232 and idles. That is, the second clutch C2 does not transmit rotational torque.

  On the other hand, when the rotational speed of the differential gear device 51 is in a high-speed rotational region that is equal to or higher than a predetermined rotational speed, only the second clutch C2 transmits rotational torque. That is, the actuator 28 c moves the pressure disk 20 in the other axial direction, and the other surface of the pressure disk 20 presses the second clutch disk 24 against the second plate 232. As a result, both the second clutch disk 24 and the second plate 232 rotate. Then, the outer rotation shaft 33o rotates integrally with the second clutch disk 24, and the second drive gear 42 rotates. The rotational speed of the first shaft 33 is decelerated by the second driven gear 72 and transmitted to the second shaft 34. The rotational torque of the second shaft 34 is input from the pinion 35 to the ring gear 53 and transmitted to the differential gear device 51. At this time, the inner rotary shaft 33i is rotated by the first driven gear 71, but the pressure disk 20 is away from the first clutch disk 25 and does not press the first clutch disk 25. The first clutch disk 25 rotates together with the inner rotary shaft 33i, but rotates away from the first plate 231. That is, the first clutch C1 does not transmit rotational torque.

  According to the third embodiment, since the first clutch disk 25 is arranged on one side of the pressure disk 20 and the second clutch disk 24 is arranged on the other side of the pressure disk 20, it is shared by one actuator 28c. The pressure disk 20 can be moved to switch between the first reduction part G1 and the second reduction part G2. Therefore, it is possible to further reduce the size of the electric motor drive device. Further, since the pressure disk 20 selectively presses the first clutch disk 25 or the second clutch disk 24, the link members can be combined into one link member 29c as compared with the first and second embodiments. This is advantageous in terms of cost reduction and cost.

  By the way, according to the first to third embodiments, since the first shaft 33 has a double shaft structure including the outer rotating shaft 33o and the inner rotating shaft 33i, the two clutches C1 and C2 are disposed on the first shaft 33. This is advantageous in terms of vehicle space constraints.

  Further, since the arrangement layout of the electric motor driving devices 1 to 3 is arranged in the order of the motor 11, the connecting / disconnecting portion 21, and the speed reducing portion 31 in the axial direction of the first shaft 33, the conventional engine, torque converter, and automatic transmission are arranged. Can be equal to the order of Therefore, the electric motor drive device can be easily mounted in an existing vehicle space.

  In addition, since the first clutch C1 and the second clutch C2 are friction clutches including a friction material, a power transmission path for transmitting from the motor 11 to the wheel side via the inner rotation shaft 33i or the outer rotation shaft 33o, It is possible to smoothly switch between the first clutch C1 and the second clutch C2.

  As mentioned above, although embodiment of this invention was described with reference to drawings, this invention is not limited to the thing of embodiment shown in figure. Various modifications and variations can be made to the illustrated embodiment within the same range or equivalent range as the present invention.

It is a principal part expanded sectional view which shows the electric motor drive device which becomes Example 1. FIG. It is principal part expanded sectional drawing which shows the electric motor drive device used as Example 2. FIG. It is principal part expanded sectional drawing which shows the electric motor drive device used as Example 3. FIG.

Explanation of symbols

  1, 2, 3 Electric motor drive device, 11 motor, 12 motor casing, 13 stator, 14 rotor, 15 motor output shaft, 20 pressure disk, 21 connecting / disconnecting portion, 22 motor side rotating member, 23 center plate, 24 second Clutch disc, 25 1st clutch disc, 26 2nd pressure disc, 27 1st pressure disc, 28 Actuator unit, 31 Deceleration part, 32 Casing, 33 1st shaft, 33i Inner rotating shaft, 33o Outer rotating shaft, 34 Second Shaft, 35 pinion, 51 differential gear unit, 231 first plate, 232 second plate.

Claims (5)

A motor that rotationally drives the motor-side rotating member, a speed reduction unit that decelerates the rotation of the motor-side rotating member and transmits the rotation to the wheel side, and a connection / disconnection unit that blocks or connects rotation transmission of the speed reduction unit, The speed reducer includes a first shaft including a tubular outer rotating shaft disposed coaxially with the motor-side rotating member and an inner rotating shaft inserted through the outer rotating shaft, and a wheel disposed in parallel with the first shaft. A second shaft that transmits the rotation to the side, a first reduction part that transmits the rotation of the inner rotation shaft to the second shaft by decelerating the rotation of the inner rotation shaft, and a rotation of the outer rotation shaft that is the first reduction ratio. A second reduction gear portion that decelerates at a second reduction ratio different from that transmitted to the second shaft,
The first reduction part includes a first drive gear provided on the inner rotation shaft, and the second reduction part includes a second drive gear provided on the outer rotation shaft,
The connecting / disconnecting portion includes a first clutch that connects the motor-side rotating member and the inner rotating shaft, a second clutch that connects the motor-side rotating member and the outer rotating shaft, and a predetermined low-speed rotating region. An actuator unit that engages the first clutch at a certain time and releases the second clutch, and releases the first clutch and engages the second clutch when in a predetermined high-speed rotation region;
The radial dimension of the connecting / disconnecting portion is larger than the radial dimension of the first drive gear and the second drive gear,
The actuator unit includes the connecting / disconnecting portion having a relatively large radial dimension, and the first shaft side portion of the speed reducing portion accommodating the first driving gear and the second driving gear having a relatively small radial dimension. The electric motor drive device disposed at the radial step between the two.   The electric motor drive device according to claim 1, wherein the motor, the connecting / disconnecting portion, and the speed reducing portion are arranged in the order of the motor, the connecting / disconnecting portion, and the speed reducing portion in the axial direction of the first shaft.   The said reduction part further has the 3rd reduction part which decelerates rotation of the said 1st shaft by the 3rd reduction ratio different from the said 1st reduction ratio and the said 2nd reduction ratio, and transmits to the said 2nd shaft. The electric motor drive device according to 1 or 2. The first clutch is provided coaxially with the motor-side rotating member and rotates integrally therewith, a first shaft-side friction element that rotates integrally with the inner rotating shaft, and the first shaft-side friction. A first pressure member that presses one of the elements or the first motor side friction element against the other and fastens them,
The second clutch includes a second motor-side friction element that is provided coaxially with the motor-side rotation member and rotates integrally, a second shaft-side friction element that rotates integrally with the outer rotation shaft, and the second shaft-side friction. The electric motor drive device according to claim 1, further comprising: a second pressure member that presses one of the elements or the second motor side friction element toward the other and fastens them. The first pressure member and the second pressure member are one surface and the other surface of a common pressure disk,
The first motor side friction element and the first shaft side friction element are arranged on one side of the pressure disk,
The second motor side friction element and the second shaft side friction element are disposed on the other surface side of the pressure disk,
The electric motor driving device according to claim 4, wherein the actuator unit moves the pressure disk to one side and the other side.

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