JP2010223298A - Electric motor driving device - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To provide an electric motor driving device capable of satisfying space restriction of a vehicle. <P>SOLUTION: The electric motor driving device includes a motor 11 for rotating and driving a first shaft 23, a speed reducing part 21 for reducing rotation of the first shaft 23 and transmitting it to a wheel side, and a connecting/disconnecting part 31 for connecting or disconnecting rotary transmission of the speed reducing part 21. The speed reducing part 21 includes a second shaft 33 disposed in parallel with the first shaft 23, a first speed reducing part G1 for reducing the rotation of the first shaft 23 by a first speed reducing ratio and transmitting it to an external rotary shaft 33o, and a second speed reducing part G2 for reducing the rotation of the first shaft 23 by a second speed reducing ratio different from the first speed reducing ratio and transmitting it to an internal rotary shaft 33i. The connecting/disconnecting part 31 includes a first clutch C1 for connecting a third shaft 34 coaxially disposed on a one end side of the second shaft 33 and transmitting rotation to a wheel to the external rotary shaft 33o of the second shaft 33, and a second clutch C2 for connecting the third shaft 34 to the internal rotary shaft 33i of the second shaft. <P>COPYRIGHT: (C)2011,JPO&INPIT

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 rotates the first shaft, a speed reduction unit that decelerates the rotation of the first shaft and transmits it to the wheel side, and interrupts or connects rotation transmission of the speed reduction unit. And a connecting / disconnecting portion. The speed reduction unit includes a first shaft, a tubular outer rotation shaft, a second shaft including an inner rotation shaft inserted through the outer rotation shaft, and a first shaft that rotates in parallel with the first shaft. A first speed reduction portion that decelerates at a reduction ratio and transmits the rotation to the outer rotation shaft; and a second speed reduction portion that reduces the rotation of the first shaft at a second reduction ratio different from the first reduction ratio and transmits the rotation to the inner rotation shaft. And a connecting / disconnecting portion coaxially disposed on one end side of the second shaft and transmitting rotation to the wheel, a first clutch connecting the third shaft and the outer rotating shaft of the second shaft, A second clutch connecting the third shaft and the inner rotary shaft of the second shaft;

  According to the present invention, since the second shaft has a double shaft structure including a tubular outer rotating shaft and an inner rotating shaft inserted through the outer rotating shaft, two clutches are disposed on the second shaft. This is advantageous because of space constraints of the vehicle. Therefore, it contributes to miniaturization of the electric motor drive device.

  In addition, the first speed reduction unit that decelerates the rotation of the first shaft at the first reduction ratio and transmits it to the outer rotation shaft, and the rotation of the first shaft at the second reduction ratio different from the first reduction ratio causes the inner rotation. Since it has the 2nd reduction part transmitted to a shaft, it becomes possible to make the rotation speed of the 2nd shaft used as a double shaft structure smaller than motor rotation speed. Therefore, it is possible to reduce the burden on the oil seals respectively provided on the outer rotating shaft and the inner rotating shaft of the double shaft structure.

  Furthermore, since the rotational speed of the double shaft is smaller than the rotational speed of the motor, bearing loss, gear loss, and oil seal contact loss can be reduced, and gear meshing vibration can be prevented.

  According to the present invention, since the third shaft is coaxially arranged on one end side of the second shaft, the diameter of the second shaft is compared with the triple shaft structure in which the third shaft is inserted into the second shaft. The direction dimension can be made compact.

  The first shaft may be disposed in parallel with the output shaft of the motor, and a gear coupled to the first shaft and a gear coupled to the motor output shaft may mesh with each other. Alternatively, the first shaft may be coaxially attached to one end of the output shaft of the motor. According to this embodiment, the first shaft can be coupled to the motor output shaft, and the radial dimensions of the motor and the speed reduction portion can be made compact.

  Although the present invention is not limited to one embodiment, the first speed reduction part and the second speed reduction part are arranged on the other end side of the second shaft, and the motor, the speed reduction part, in the axial direction of the motor output shaft, The connecting / disconnecting portion is sequentially arranged. According to this embodiment, the radial dimension of the entire electric motor drive device can be made compact.

  Although the present invention is not limited to one embodiment, the speed reduction unit decelerates 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 it to the second shaft. You may further have a 3rd deceleration part. 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.

  The first clutch includes a first driving friction element that rotates integrally with the outer rotating shaft, a first driven friction element that rotates integrally with the third shaft, and the first driving friction element or the first driven friction element. A first pressure member that presses one against the other and fastens them, and the second clutch is a second driven friction element that rotates integrally with the inner rotation shaft, and a second driven that rotates integrally with the third shaft. There may be provided a side friction element and a second pressure member that presses one of the second driving side friction element or the second driven side friction element against the other and fastens them. 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.

  Although the present invention is not limited to one embodiment, the first driven friction element and the second driven friction element are one surface and the other surface of a common center plate, and the first drive side friction element and The first pressure member may be disposed on one surface side of the center plate, and the second drive side friction element and the second pressure member may be disposed on the other surface side of the center plate. As a result, it is possible to further reduce the size of the electric motor drive device, which becomes more advantageous due to vehicle space constraints.

  Preferably, the connection / disconnection part further includes a first actuator that operates the first pressure member and a second actuator that operates the second pressure member, and the first actuator and the second actuator are connected to the connection / disconnection part. It arrange | positions between the deceleration parts. As a result, the actuator can be incorporated in the middle of the electric motor drive device to satisfy the vehicle space constraint.

  In another embodiment, for example, the first pressure member and the second pressure member are one surface and the other surface of a common pressure disk, and the first driving friction element and the first driven friction element are one of the pressure disks. The second driving side friction element and the second driven side friction element are arranged on the other surface side of the pressure disk, and the connecting / disconnecting portion is an actuator that moves the pressure disk to the one surface side and the other surface side. It has further. As a result, the common pressure disk can be moved by one actuator to switch between the first and second reduction gears. Therefore, it is possible to further reduce the size of the electric motor drive device, which becomes more advantageous due to vehicle space constraints.

  Preferably, the actuator is disposed on a side farther from the speed reduction portion among both side portions in the axial direction of the connection / disconnection portion. Thereby, an actuator can be arrange | positioned at the one end part of an electric motor drive device, and the assembly efficiency of an electric motor drive device can be improved.

  Or an actuator is arrange | positioned between a connection part and a deceleration part. As a result, the actuator can be incorporated in the middle of the electric motor drive device to satisfy the vehicle space constraint.

  Preferably, the end portion on the second shaft side of the third shaft is formed in a cylindrical shape, and the end portion of the inner rotation shaft of the second shaft is inserted into the cylindrical end portion of the third shaft so as to be relatively rotatable. According to this embodiment, the coaxial arrangement of the second shaft and the third shaft can be suitably realized.

  Thus, the present invention is a double shaft structure in which the second shaft includes a tubular outer rotating shaft and an inner rotating shaft inserted through the outer rotating shaft, and the third shaft is coaxially disposed on one end side of the second shaft. Therefore, the radial dimension of the second shaft can be made compact compared to the triple shaft structure in which the third shaft is inserted into the second shaft, and the layout satisfies the space constraints of the vehicle. An advantageous electric motor drive device can be provided.

  In addition, a first reduction part that reduces the rotation of the first shaft at the first reduction ratio and transmits it to the outer rotation axis, and an inner rotation axis that reduces the rotation of the first shaft at a second reduction ratio different from the first reduction ratio. Since the second speed reducing portion that transmits to the second shaft has a double shaft structure, the second shaft can be rotated at a lower rotational speed than the motor rotational speed, thereby reducing loss and burden on the second shaft. At the same time, the meshing vibration of the gear can be prevented.

It is a principal part expanded sectional view which shows the electric motor drive device which becomes one Example of this invention. It is a principal part expanded sectional view which shows the electric motor drive device which becomes the other Example of this invention.

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

  FIG. 1 is an exploded sectional view of an essential part showing an electric motor driving apparatus according to one embodiment of the present invention. The electric motor drive device 1 according to this embodiment includes a motor 11, a speed reduction unit 21, and a connection / disconnection unit 31. The electric motor drive device 1 is mounted on a vehicle as a power source of an electric vehicle. Alternatively, in a vehicle in which one of the front and rear wheels is driven by an internal combustion engine, the vehicle is mounted as a sub power source that drives the other of the front and rear wheels.

  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 speed reduction unit casing 22 on one end side in the axial direction of the motor 11.

  The motor output shaft 15 is rotatably supported at both ends by the motor casing 12 via bearings 63 and 64, and one end of the motor output shaft 15 is coupled to one end of the first shaft 23. Both ends of the first shaft 23 are supported by the speed reduction unit casing 22 via bearings 65 and 66. A second drive gear 25 is formed in the middle of the first shaft 23, and a first drive gear 24 is formed at the other end of the first shaft 23.

  The speed reduction part 21 includes a speed reduction part casing 22, a first shaft 23, a second shaft 33, and a first speed reduction part G1 and a second speed reduction part G2 arranged inside the speed reduction part casing 22. The speed reduction part casing 22 is coupled to the motor casing 12 at one end in the axial direction, and is coupled to the connecting / disconnecting part casing 32 at the other end in the axial direction. The part 21 and the connecting / disconnecting part 31 are arranged in this order.

  The first reduction part G1 decelerates the rotation of the first shaft 23 at a predetermined first reduction ratio and transmits it to the wheel side (not shown). The second speed reduction unit G2 decelerates the rotation of the first shaft 23 at a second speed reduction ratio that is smaller than the first speed reduction ratio and transmits the rotation to the wheel side.

  For this reason, the speed reducing portion 21 has a second shaft 33 extending in parallel with the first shaft 23. The second shaft 33 is a double shaft composed of 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, and one end closer to the motor 11 among the both ends is rotatably supported by the speed reduction unit casing 22 via a bearing 67. A second driven gear 72 is formed at a position closer to the outer rotation shaft 33o than the bearing 67 on the outer periphery of the inner rotation shaft 33i. The second driven gear 72 is always meshed with the second drive gear 25 described above, and these gears 25 and 72 function as the second speed reducing portion G2.

  The outer periphery of the outer rotating shaft 33 o is supported by a partition wall between the speed reduction portion casing 22 and the connection / disconnection portion casing 32 via a bearing 62. Both ends of the outer rotating shaft 33o support the outer periphery of the inner rotating shaft 33i via needle roller bearings 35, 35 so as to be relatively rotatable. A first driven gear 71 is formed at one end closer to the motor 11 of both ends of the outer rotating shaft 33o. The first driven gear 71 is always meshed with the first drive gear 24 described above, and these gears 24 and 71 function as the first reduction part G1.

  The connecting / disconnecting portion 31 includes a connecting / disconnecting portion casing 32, a third shaft 34, and a first clutch C1 and a second clutch C2 disposed inside the connecting / disconnecting portion casing 32. The other end in the axial direction of the connection / disconnection casing 32 is coupled to a casing 42 that houses the third shaft 34 and the differential gear device 51.

  The details of the clutches C1 and C2 will be described. The first clutch disc 37 is attached to the other end of the outer rotating shaft 33o so as to rotate integrally. A second clutch disk 38 is attached to the other end of the inner rotation shaft 33i so as to rotate integrally. A pressure disk 41 is disposed between the first clutch disk 37 and the second clutch disk 38. Further, the first clutch disk 37 has a friction material on a surface opposite to the pressure disk 41 and faces a first clutch plate 39 including the friction material. The pressure disk 41, the first clutch disk 37, and the first clutch plate 39 function as the first clutch C1.

  The second clutch disk 38 has a friction material on the surface opposite to the pressure disk 41 and faces the second clutch plate 40 including the friction material. The pressure disk 41, the second clutch disk 38, and the second clutch plate 40 function as the second clutch C2.

  The clutches C1 and C2 may be any one of a dry single plate, a dry multi plate, a wet single plate, and a wet multi plate.

  Of the connecting / disconnecting portion 31, the first clutch plate 39 is disposed closest to the motor 11, and the first clutch plate 39, the first clutch disc 37, the pressure disc 41, the second clutch disc 38, and the second clutch plate 40. These 37 to 41 are arranged so as to move away from the motor 11 in this order, and each of these 37 to 41 has a central hole through which the second shaft 33 passes. That is, the two clutches C1 and C2 are disposed on the second shaft 33.

  One end of the inner rotation shaft 33 i of the second shaft 33 protrudes from the second clutch plate 40. The third shaft 34 is coaxially arranged on one end side of the inner rotary shaft 33 i of the second shaft 33. The third shaft 34 has a cylindrical end 34t on the second shaft side. The end of the inner rotary shaft 33i of the second shaft 33 is inserted into the inner periphery of the cylindrical end 34t so as to be relatively rotatable. A bearing 36 is provided in an annular gap between the inner periphery of the cylindrical end 34t and the outer periphery of the inner rotary shaft 33i, and the end of the inner rotary shaft 33i is supported by the third shaft 34 so as to be relatively rotatable. A first clutch plate 39 and a second clutch plate 40 are connected to the outer periphery of the cylindrical end 34t. The first clutch plate 39 and the second clutch plate 40 rotate integrally with the third shaft 34.

  The third shaft 34 is located farther from the second shaft 33 when viewed from the speed reduction portion 21, and both ends of the third shaft 34 are rotatably supported by the casing 42 via bearings 68 and 69. A small-diameter pinion 45 is formed on the outer periphery of the third shaft 34. The pinion 45 always meshes with a ring gear 53 attached to the differential gear case 52.

  The connecting / disconnecting portion 31 releases or fastens the first clutch C1 and the second clutch C2 as will be described later, and interrupts or connects the rotation transmission to the third shaft 34. The third shaft 34 transmits rotation to the wheel side.

  An actuator unit 46 is attached to the side farther from the speed reduction part 21 in the axial direction both sides of the connection / disconnection part 31. The actuator unit 46 includes one actuator 46a. The actuator 46a is connected to the pressure disk 41 via a link member 47a.

  The actuator unit 46 is attached to the outer surface of the connection / disconnection portion casing 32, and is located farthest in the axial direction from the motor 11 in the electric motor drive device 1.

  The casing 42 accommodates the differential gear device 51. The differential gear device 51 is positioned away from the second shaft 33 and the third shaft 34 in the direction perpendicular to the axis. The differential gear device 51 will be described. A large-diameter ring gear 53 is coupled to the outer periphery of a differential gear case 52 that is rotatably supported by the casing 42 via a bearing. The ring gear 53 always meshes with a small-diameter pinion 45 that is coupled to the third shaft 34.

  In the differential gear case 52, a pinion mate shaft 54 is disposed so as to be perpendicular to the rotation axis of the ring gear 53, and is rotatably supported on the shaft 54 so that the pair of pinion mate gears 55, 56 are supported in the differential gear case 52. Provide in. 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 to one end of one drive shaft 59. The center hole of the other side gear 58 is serrated with one end of the other drive shaft 60. The other end of one drive shaft 59 is drivingly connected to a left wheel (not shown), and the other end of the other drive shaft 60 is drivingly connected to a right wheel (not shown).

  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 output shaft 15 is rotationally driven, the first shaft 23 rotates together with the motor output shaft 15.

  When the number of rotations of the differential gear device 51 is in a predetermined low-speed rotation region, the actuator unit 46 engages the first clutch C1 and releases the second clutch C2, thereby driving the first shaft 23 to rotate. The speed is reduced at G1 and transmitted 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.

  Specifically, the motor rotational speed is decelerated by the first reduction gear G1 at a predetermined first reduction ratio, and is transmitted to the outer rotary shaft 33o. The actuator 46 a moves the pressure disk 41 in one axial direction, and the surface of the pressure disk 41 on the first clutch disk 37 side presses the first clutch disk 37 against the first clutch plate 39. As a result, both the first clutch disk 37 and the first clutch plate 39 rotate and transmit the decelerated rotation to the third shaft 34.

  The rotation of the third shaft 34 is input from the pinion 45 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 second speed reducing portion G2, but the pressure disk 41 is away from the second clutch disk 38 and does not press the second clutch disk 38. The second clutch disc 38 rotates together with the inner rotary shaft 33i, but rotates away from the second clutch plate 40. 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. Thereby, even if the rotation speed of the differential gear apparatus 51 exists in a high speed area | region, the rotation speed of the motor 11 can be made into an area | region where driving efficiency is high.

  Specifically, the motor rotational speed is decelerated by the second reduction gear unit G2 at a second reduction ratio larger than the first reduction ratio, and is transmitted to the inner rotation shaft 33i. The actuator 46 a moves the pressure disk 41 in the other axial direction, and the surface of the pressure disk 41 on the second clutch disk 38 side presses the second clutch disk 38 against the second clutch plate 40. As a result, the second clutch disk 38 and the second clutch plate 40 rotate together and transmit the reduced rotation to the third shaft 34.

  The rotation of the third shaft 34 is input from the pinion 45 to the ring gear 53 and transmitted to the differential gear device 51. At this time, the outer rotary shaft 33o is rotated by the first speed reducing portion G1, but the pressure disk 41 is located away from the first clutch disk 37 and does not press the first clutch disk 37. The first clutch disc 37 rotates together with the outer rotation shaft 33o, but rotates away from the first clutch plate 39. That is, the first clutch C1 does not transmit rotational torque.

  By the way, according to the present embodiment, the speed reducing portion 21 includes the first shaft 23, the tubular outer rotating shaft 33o, and the inner rotating shaft 33i inserted through the outer rotating shaft 33o, and is arranged in parallel with the first shaft 23. The second shaft 33, a first speed reduction unit G1 that decelerates the rotation of the first shaft 23 at the first reduction ratio and transmits it to the outer rotation shaft 33o, and a second that is different from the first reduction ratio in the rotation of the first shaft 23. And a second speed reduction part G2 that decelerates at a speed reduction ratio and transmits it to the inner rotation shaft 33i. The connecting / disconnecting portion 31 is coaxially arranged on one end side of the second shaft 33 and transmits the rotation to the wheel, and the first clutch C1 connecting the third shaft 34 and the outer rotating shaft 33o. And a second clutch C2 that connects the third shaft 34 and the inner rotary shaft 33i. Thus, since the second shaft 33 has a double shaft structure including a tubular outer rotating shaft 33o and an inner rotating shaft 33i inserted through the outer rotating shaft, the two clutches C1 and C2 are mounted on the second shaft 33. It becomes possible to arrange them, which is advantageous in terms of vehicle space constraints. Therefore, it contributes to miniaturization of the electric motor drive device 1.

  As an alternative example of this embodiment, instead of the second shaft 33, the first shaft 23 has a double shaft structure, and the first shaft 23 and the second shaft 33 are always connected by the first reduction gear and the second reduction gear. It is also conceivable that a first clutch and a second clutch are interposed between the motor output shaft 15 and the first shaft 23 having a double shaft structure while being engaged.

  However, in this alternative example, since the double shaft structure is directly connected to the motor output shaft, the number of rotations increases, and the burden on the oil seals provided on the outer rotation shaft and the inner rotation shaft increases.

  In the alternative example, since the speed reducing portion is always meshed and the rotational speed of the double shaft is large, when the outer rotating shaft is used as a power transmission path, the inner rotating shaft is always swung by the outer rotating shaft at a high speed. For this reason, bearing loss, gear loss, and oil seal contact loss due to high rotation are increased, which may induce gear meshing vibration.

  In the alternative example, since the rotational speed of the connecting / disconnecting portion also increases, the centrifugal strength of the clutch disk and the clutch plate must be increased, and there is a concern about unbalanced vibration.

  On the other hand, in the present embodiment, the first reduction gear G1 that reduces the rotation of the first shaft 23 at the first reduction ratio and transmits it to the outer rotation shaft 33o, and the rotation of the first shaft 23 are different from the first reduction ratio. Since it has the 2nd reduction part G2 decelerated with a 2nd reduction ratio and transmitting to the inner side rotating shaft 33i, the rotation speed of the 2nd shaft 33 used as a double shaft structure is made smaller than the rotation speed of the motor 11. It becomes possible. Therefore, it is possible to reduce the burden on the oil seals provided on the outer rotary shaft 33o and the inner rotary shaft 33i of the double shaft structure.

  Furthermore, in this embodiment, since the rotational speed of the double shaft is smaller than the rotational speed of the motor 11, it becomes possible to reduce bearing loss, gear loss, and oil seal contact loss, and prevent gear meshing vibration. can do.

  In addition, in this embodiment, since the rotational speed of the connecting / disconnecting portion 31 is smaller than the rotational speed of the motor 11, it is not necessary to increase the centrifugal strength of each disk and each plate, which is advantageous in design. And the unbalance vibration of the connection / disconnection part 31 can be avoided.

  Further, according to the present embodiment, the first shaft 23 is coaxially attached to one end of the motor output shaft 15, and the third shaft 34 is coaxially arranged on one end side of the second shaft 33. As a result, the speed reduction portion 21 and the connecting / disconnecting portion 31 can be integrated on one side in the axial direction of the motor 11, which is advantageous in terms of vehicle space constraints. Therefore, it contributes to miniaturization of the electric motor drive device 1. Further, the radial dimension of the second shaft 33 can be made compact as compared with a triple shaft structure (not shown) in which the third shaft 34 is inserted into the second shaft 33.

  Specifically, the first shaft 23 is coaxially attached to one end of the motor output shaft 15. Thereby, the 1st shaft 23 is couple | bonded with the motor output shaft 15, and the radial direction dimension of the motor 11 and the deceleration part 21 can be made compact.

  In addition, the first speed reduction part G1 and the second speed reduction part G2 are arranged on the other end side of the second shaft 33, and the motor 11, the speed reduction part 21, and the connection / disconnection part 31 are sequentially arranged in the axial direction of the motor output shaft 15. Be placed. As a result, the connecting / disconnecting portion 31 is disposed at one end portion of the second shaft 33 on the side far from the motor 11, and the speed reducing portion 21 is disposed at the other end portion of the second shaft 33 on the side closer to the motor 11. 11, the speed reduction part 21, and the connection / disconnection part 31 are arrange | positioned sequentially in an axial direction, and the radial direction dimension of the electric motor drive device 1 whole can be made compact.

  Although not shown, the speed reduction portion 21 has a third speed reduction portion that reduces the rotation of the first shaft 23 at a third speed reduction ratio different from the first speed reduction ratio and the second speed reduction ratio and transmits the reduced speed to the second shaft 33. Furthermore, you may have. As a result, the motor 11 can be operated at a rotational speed with good operating efficiency corresponding to each of low speed traveling, medium speed traveling, and high speed traveling, and energy efficiency is further improved.

  The first clutch C1 of the present embodiment includes a first clutch disk 37 as a first drive side friction element that rotates integrally with the outer rotating shaft 33o, and a first driven friction element as a first driven side friction element that rotates integrally with the third shaft 34. 1 clutch plate 39, and the pressure disk 41 as a 1st pressure member which presses the 1st clutch disk 37 to the 1st clutch plate 39, and fastens these. The second clutch C2 includes a second clutch disk 38 as a second drive side friction element that rotates integrally with the inner rotation shaft 33i, and a second clutch plate 40 as a second driven side friction element that rotates together with the third shaft 34. And a pressure disk 41 as a second pressure member that presses the second clutch disk 38 against the second clutch plate 40 and fastens them. As a result, the power transmission path for transmission from the motor 11 to the wheel side via the inner rotation shaft 33i or the outer rotation shaft 33o can be switched by a friction element switching operation. Therefore, it is possible to eliminate the shock that occurs when switching between the first and second reduction gears when a two-way clutch is used as in a conventional electric motor drive device.

  Specifically, the first pressure member and the second pressure member are the one surface and the other surface of the common pressure disk 41, and the first clutch disk 37 and the first clutch plate 39 are the one surface side of the pressure disk 41. The second clutch disk 38 and the second clutch plate 40 are disposed on the other surface side of the pressure disk 41, and the connecting / disconnecting portion 31 is an actuator unit 46 that moves the pressure disk to one surface side and the other surface side. It has further. As described above, the first clutch disk 37 is arranged on one side of the pressure disk 41 and the second clutch disk 38 is arranged on the other side of the pressure disk 41. Therefore, the common pressure disk 41 is shared by one actuator 46a. It is possible to switch between the first speed reduction part G1 and the second speed reduction part G2 by moving. Therefore, the electric motor drive device 1 can be further reduced in size. Further, since the pressure disk 41 selectively presses the first clutch disk 37 or the second clutch disk 38, the number of parts is reduced and the cost is advantageous.

  The actuator 46 a according to the present embodiment is disposed on the far side from the speed reduction portion 21 in the both sides in the axial direction of the connection / disconnection portion 31. Thereby, the actuator 46a is arrange | positioned at the one end part of the electric motor drive device 1, and the assembly efficiency of the electric motor drive device 1 can be improved.

  Alternatively, although not shown, the actuator 46 a may be disposed between the connection / disconnection part 31 and the speed reduction part 21. As a result, an actuator is built in the middle of the electric motor drive device 1 to satisfy the vehicle space constraint.

  In the present embodiment, the end of the third shaft 34 on the second shaft 33 side is formed in a cylindrical shape, and the end of the inner rotary shaft 33 i of the second shaft 33 is inside the cylindrical end 34 t of the third shaft 33. Therefore, the coaxial arrangement of the second shaft 33 and the third shaft 34 can be suitably realized.

  Next, another embodiment of the present invention will be described. FIG. 2 is a developed sectional view of an essential part showing an electric motor driving apparatus according to another embodiment of the present invention. Since the basic configuration of the other embodiments is common to the above-described embodiment of FIG. 1, 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 2 of another embodiment divides the pressure member of the connecting / disconnecting portion 31 into two, and collects the clutch plate that becomes the driven friction element into one. Yes.

  Referring to FIG. 2, the clutches C <b> 1 and C <b> 2 of the connecting / disconnecting portion 31 will be described. A center plate 48 is disposed between the first clutch disc 37 and the second clutch disc 38. Both surfaces of the center plate 48 are provided with a friction material. A front surface of the first clutch disk 37 facing the center plate 48 includes a friction material. A first pressure disk 49 is disposed on the back side of the first clutch disk 37. The center plate 48, the first clutch disk 37, and the first pressure disk 49 function as the first clutch C1.

  The front surface of the second clutch disk 38 facing the center plate 48 includes a friction material. A second pressure disk 50 is disposed on the back side of the second clutch disk 38. The center plate 48, the second clutch disk 38, and the second pressure disk 50 function as the second clutch C2.

  Of the connecting / disconnecting portion 31, the first pressure disk 49 is disposed closest to the motor 11, and the first clutch disk 37, the center plate 48, the second clutch disk 38, and the second pressure disk 50 are arranged in this order from the motor 11. They are arranged away from each other and both have a central hole through which the second shaft 33 passes. That is, the two clutches C1 and C2 are disposed on the second shaft 33. The center plate 48 is rotatably supported on the outer periphery of the other end portion of the inner rotation shaft 33 i via the bearing 61 and is connected to the cylindrical end portion 34 t of the third plate 34. The center plate 48 rotates integrally with the third shaft 34.

  Two actuators 46 b and 46 c are disposed between the connecting / disconnecting portion 31 and the speed reducing portion 21. One first actuator 46b is connected to the first pressure disk 49 via a link member 47b. The other second actuator 46c is connected to the second pressure disk 50 via a link member 47c.

  The operation of the electric motor drive device 2 configured as described above will be described. When the motor 11 is energized and the motor output shaft 15 is rotationally driven, the first shaft 23 rotates together with the motor output shaft 15. When the rotational speed of the differential gear device 51 is in a predetermined low speed rotation region, the first actuator 46b engages the first clutch C1, and the second actuator 46c releases the second clutch C2, thereby driving the motor 11 to rotate. The speed is reduced by the first reduction gear G1 and transmitted 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 first actuator 46b releases the first clutch C1 and the second actuator 46c engages the second clutch C2, and the motor 11 Is rotated by the second reduction gear 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.

  By the way, according to the embodiment shown in FIG. 2, the driven side friction element of the first clutch C1 and the second driven side friction element of the second clutch C2 are provided on the center plate 48 common to the first clutch C1 and the second clutch C2. One side and the other side. The first clutch disk 37 serving as the first driving side friction element and the first pressure disk 49 serving as the first pressure member are disposed on one surface side of the center plate 48. The second clutch disk 38 serving as the second drive side friction element and the second pressure disk 50 serving as the second pressure member are disposed on the other surface side of the center plate 48. As a result, it is possible to further reduce the size of the electric motor drive device, which becomes more advantageous due to vehicle space constraints.

  Further, according to the embodiment shown in FIG. 2, the connection / disconnection part 31 further includes a first actuator 46 b that operates the first pressure disk 49 and a second actuator 46 c that operates the second pressure disk 50, The first actuator 46 b and the second actuator 46 c are disposed between the connection / disconnection part 31 and the speed reduction part 21. Thereby, the actuator can be incorporated in the middle of the electric motor drive device 2 to satisfy the space constraint of the vehicle.

  Although the embodiment of the present invention has been described with reference to the drawings, the present invention is not limited to the illustrated embodiment. Various modifications and variations can be made to the illustrated embodiment within the same range or equivalent range as the present invention.

  The electric motor drive device according to the present invention is advantageously used in electric vehicles and hybrid vehicles.

DESCRIPTION OF SYMBOLS 1, 2 Electric motor drive device, 11 Motor, 12 Motor casing, 13 Stator, 14 Rotor, 15 Motor output shaft, 21 Reduction part, 22 Reduction part casing, 23
First shaft, 24 First drive gear, 25 Second drive gear, 31 Connection / disconnection, 32 Connection / connection casing, 33 Second shaft, 33i Inner rotation shaft, 33o Outer rotation shaft, 34 Third shaft, 37 First Clutch disc, 38 Second clutch disc, 39 First clutch plate, 40 Second clutch plate, 41 Pressure disc, 42 Casing, 45 pinion, 46 Actuator unit, 48 Center plate, 49 First pressure disc, 50 Second pressure disc , 51 differential gear unit, 61-69 bearing.

Claims (11)

A motor that rotationally drives the first shaft, a speed reduction unit that decelerates the rotation of the first shaft and transmits it to the wheel side, and a connection / disconnection unit that blocks or connects the rotation transmission of the speed reduction unit,
The speed reduction unit includes a first shaft, a tubular outer rotating shaft, a second shaft including an inner rotating shaft inserted through the outer rotating shaft, the second shaft disposed in parallel with the first shaft, and the rotation of the first shaft. A first reduction part that reduces the first reduction ratio and transmits the rotation to the outer rotation shaft; 2 deceleration parts,
The connecting / disconnecting portion is coaxially disposed on one end side of the second shaft and transmits a rotation to a wheel, and a first clutch that connects the third shaft and an outer rotating shaft of the second shaft; An electric motor drive device comprising: a third clutch that connects a third shaft and an inner rotary shaft of the second shaft.   The electric motor driving apparatus according to claim 1, wherein the first shaft is coaxially attached to one end of an output shaft of the motor.   The first reduction part and the second reduction part are arranged on the other end side of the second shaft, and the motor, the reduction part, and the connecting / disconnecting part are sequentially arranged in the axial direction of the motor output shaft. The electric motor drive device according to claim 2.   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. 4. The electric motor drive device according to 3. The first clutch includes a first drive-side friction element that rotates integrally with the outer rotating shaft, a first driven-side friction element that rotates together with the third shaft, and the first drive-side friction element or the first driven follower. A first pressure member that presses one of the side friction elements against the other and fastens them,
The second clutch includes a second drive-side friction element that rotates integrally with the inner rotation shaft, a second driven-side friction element that rotates integrally with the third shaft, and the second drive-side friction element or the second follower. The electric motor drive device according to claim 3, further comprising a second pressure member that presses one of the side friction elements to the other and fastens them. The first driven friction element and the second driven friction element are one surface and the other surface of a common center plate,
The first drive-side friction element and the first pressure member are disposed on one side of the center plate,
The electric motor drive device according to claim 5, wherein the second drive-side friction element and the second pressure member are disposed on the other surface side of the center plate. The connecting / disconnecting portion further includes a first actuator that operates the first pressure member, and a second actuator that operates the second pressure member,
The electric motor driving device according to claim 6, wherein the first actuator and the second actuator are disposed between the connecting / disconnecting portion and the speed reduction portion. The first pressure member and the second pressure member are one surface and the other surface of a common pressure disk,
The first drive side friction element and the first driven side friction element are disposed on one side of the pressure disk,
The second driving side friction element and the second driven side friction element are arranged on the other surface side of the pressure disk,
The electric motor driving device according to claim 5, wherein the connecting / disconnecting portion further includes an actuator that moves the pressure disk to one side and the other side.   The electric motor drive device according to claim 8, wherein the actuator is disposed on a side farther from the speed reduction portion among both side portions in the axial direction of the connection / disconnection portion.   The electric motor drive device according to claim 8, wherein the actuator is disposed between the connection / disconnection part and the speed reduction part. The third shaft has a cylindrical end on the second shaft side,
The electric motor drive device according to any one of claims 1 to 10, wherein an end portion of an inner rotation shaft of the second shaft is inserted into the cylindrical end portion of the third shaft so as to be relatively rotatable.

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