JP6605899B2 - Electric vehicle drive device - Google Patents

Description

  The present invention relates to an electric vehicle driving device provided with a parking lock mechanism.

  Patent Document 1 discloses an electric vehicle drive device that includes two electric motors and a speed reducer that independently drive left and right drive wheels.

  Since this type of two-motor vehicle drive device includes an electric motor for driving independently for each of the left and right drive wheels, like a one-motor vehicle drive device that drives the left and right drive wheels with one common electric motor. There is an advantage that a differential gear or the like that distributes the driving force of one electric motor to the left and right is unnecessary.

  As shown in FIG. 17, the two-motor vehicle drive device disclosed in Patent Document 1 includes a left and right electric motor 101 that individually drives left and right drive wheels, and two speed reducers 102 that decelerate the rotation of the electric motor 101. And two speed reducers 102 are arranged in the center of the left and right electric motors 101.

  As shown in FIG. 17, the speed reducer 102 includes an input gear rotation shaft 123 having an input gear to which power is transmitted from the motor shaft 112, and a large-diameter gear and an output gear that mesh with the input gear of the input gear rotation shaft 123. A plurality of intermediate gear rotating shafts 124 having meshing small-diameter gears and an output gear, which is pulled out from the speed reducer casing 128, transmits driving force to the driving wheels via a drive shaft including a constant velocity joint 126 and an intermediate shaft 127. And a parallel shaft gear reducer including an output gear rotation shaft portion 125. Each gear is a helical gear, and each gear rotation shaft is supported by a reduction gear casing 128 so that both ends can be rotated by rolling bearings. The left and right gear rotation shafts are arranged coaxially with each other.

  By the way, an electric vehicle equipped with an electric vehicle drive device includes a parking lock mechanism inside the speed reducer, and is configured such that when the electric vehicle is stopped, the driving wheel is locked by the parking lock mechanism. (See Patent Document 2).

  As shown in FIG. 18, the parking lock mechanism disclosed in Patent Document 2 is engaged with a parking gear 176 attached to a rotor shaft of an electric motor or a gear shaft constituting a speed reducer, and the parking gear 176. The parking drive plug 174, the cam drive shaft 140 rotated around the axis by the tension of the shift control cable connected to the shift control lever provided in the vehicle interior of the electric vehicle, and the parking rod input shaft 140 rotate integrally. A parking rod 170 attached to an operating lever 160 that is moved back and forth by the rotation of the parking rod input shaft 140. The parking plug 174 is swung by the back-and-forth movement of the parking rod 170 and the parking gear 176 is moved to the parking plug 174. Engage.

  That is, in the parking lock mechanism described above, the parking rod 170 attached to the operating lever 160 that rotates together with the parking rod input shaft 140 when the parking rod input shaft 140 is rotated by the operation of the indoor shift control lever. Is moved in the axial direction, and the parking sprag 174 is swung by the enlarged portion provided at the tip of the parking rod 170, and the convex portion of the parking sprag 174 is engaged with the concave portion of the parking gear 176 to lock the driving wheel. .

Japanese Patent Laid-Open No. 11-243664 Japanese Patent No. 5012622

  The parking lock mechanism described in Patent Document 2 requires a space for the operating lever 160 that rotates integrally with the parking rod input shaft 140 and a space for the parking rod 170 attached to the operating lever 160 to move. There is a problem that the lock mechanism is increased in size, and there is a problem that the electric vehicle drive device including the parking lock mechanism is also increased in size accordingly.

  The electric vehicle drive device is desired to be downsized to secure a space for mounting on the vehicle body side, and the parking lock mechanism built in the electric vehicle drive device is also required to be downsized.

  Accordingly, an object of the present invention is to reduce the size of the parking lock mechanism provided in the electric vehicle drive device to reduce the size of the electric vehicle drive device.

  In order to solve the above-described problems, the present invention provides an electric motor, a speed reducer that reduces the rotation of the electric motor and transmits power to driving wheels, a casing that houses the electric motor and the speed reducer, and a drive An electric vehicle drive device including a parking lock mechanism that locks a wheel, and a parking gear provided on a rotating member in the electric vehicle drive device housed in the casing and an engaging portion of the parking gear can be engaged and disengaged. A parking pole having a pawl, a rotating cam for swinging the pawl of the parking pole with respect to the engaging portion of the parking gear, and a cam driving unit for rotating the rotating cam. The cam drive unit includes a cam drive shaft that is rotatably mounted on the rotary cam, and a rotation means that rotates the cam drive shaft. The rotation means is the case. Characterized in that provided outside the ring.

  The cam drive unit further includes a spring member that connects the rotary cam and the cam drive shaft and biases the pawl portion of the parking pole in a direction to engage the parking gear. The rotational force can be transmitted to the rotary cam via the spring member.

  The rotating cam is provided with an arc-shaped groove formed along the outer periphery of the cam drive shaft, and a key fitted to the arc-shaped groove is provided on the cam drive shaft, While the key of the cam drive shaft moves, only the cam drive shaft can be configured to rotate.

  When the pawl portion of the parking pole is engaged with the parking gear, it is preferable that the center of the rotary cam be positioned on a straight line connecting the rotation center of the cam drive shaft and the rotation center of the parking gear.

  Further, the rotating means can be constituted by a link plate attached to an end portion of a cam drive shaft extending to the outside of the casing and a push-pull wire connected to the link plate.

  Further, as the rotating means, a rotary actuator attached to an end portion of a cam drive shaft extending to the outside of the casing may be used.

  In addition, the parking pole may be mounted so as to be swingable by a rotating shaft, and a spring member may be provided that urges the pawl portion of the parking pole in a direction away from the parking gear.

  The rotating member is a rotating shaft of the speed reducer, and the speed reducer has an input gear rotating shaft having an input gear to which power is transmitted from a motor shaft, and an output having an output gear for transmitting a driving force to driving wheels. A parallel shaft gear reducer in which a gear rotation shaft and one or more intermediate gear rotation shafts having an intermediate gear provided between the input gear rotation shaft and the output gear rotation shaft are arranged in parallel. The parking gear may be provided on the shaft.

  As described above, when the parking lock mechanism is provided in the speed reducer, the load acting on the parking gear can be reduced by providing the parking gear on the input gear rotation shaft of the speed reducer, and the parking gear can be downsized. it can.

  Further, on the inboard side of the input gear rotation shaft, a parking gear that can rotate integrally with the input gear rotation shaft is provided in each of the two speed reducers, and in the space on the inboard side of each input gear rotation shaft, A parking pole having a claw portion that engages with the parking gear may be provided so as to be swingable.

  The rotating member may be a rotor of an electric motor, and a parking gear may be provided on the rotor. The parking gear can be formed on a side plate of the rotor with a plurality of teeth extending in the axial direction.

  As described above, when the parking lock mechanism is provided on the electric motor side, the parking lock mechanism can be reduced in size by forming the parking gear integrally with the rotor.

  The electric vehicle driving device includes two electric motors that independently drive the left and right driving wheels, and 2 that transmits the power to the left and right driving wheels by individually decelerating the rotation of the two electric motors. It is good to fix the motor casings of two electric motors to the left and right of the reduction gear casing that houses the two reduction gears in parallel with each other.

  The present invention includes an electric motor, a speed reducer that decelerates rotation of the electric motor and transmits power to drive wheels, a casing that houses the electric motor and the speed reducer, and a parking lock mechanism that locks the drive wheels. In the electric vehicle drive device provided, a parking gear provided on a rotating member in the electric vehicle drive device housed in the casing, a parking pole having a pawl portion that can be engaged and disengaged with an engaging portion of the parking gear, A rotating cam that swings the pawl portion of the parking pole removably with respect to the engaging portion of the parking gear; and a cam driving portion that rotates the rotating cam. The cam driving portion is attached to the rotating cam. A cam drive shaft that is rotatably mounted and a rotation means that rotates the cam drive shaft. The rotation means that increases in volume is provided outside the casing. Runode, the casing interior space eliminates the need to take large, can be miniaturized electric vehicle drive system.

It is a cross-sectional top view which shows embodiment of the electric vehicle drive device to which this invention is applied. FIG. 2 is an enlarged cross-sectional plan view of a reduction gear portion of FIG. 1. 1 is a schematic plan view showing an example of an electric vehicle using an electric vehicle drive device according to the present invention. It is a schematic diagram which shows the parking lock mechanism of the electric vehicle drive device of this invention. It is explanatory drawing made into the cross section by the VV line of FIG. It is explanatory drawing which shows the link mechanism of the parking lock mechanism of the electric vehicle drive device of this invention. It is explanatory drawing of other embodiment made into the cross section by the VV line of FIG. It is a schematic diagram explaining operation | movement of the parking lock mechanism of this invention, (a) is at the time of non-operation, (b) has shown the time of lock operation. It is a schematic diagram explaining operation | movement of the parking lock mechanism of this invention, (a) at the time of non-operation, (b) at the initial stage of riding of the parking pole at the time of operation, (c) is riding up of the parking pole at the time of operation. The final state, (d), shows the time of lock operation. It is explanatory drawing when a parking gear rotates counterclockwise in the state at the time of operation | movement of the parking lock mechanism of this invention. It is explanatory drawing when a parking gear rotates clockwise in the state at the time of the parking lock operation | movement of the parking lock mechanism of this invention. It is the schematic diagram which showed other embodiment of this invention and provided the parking lock mechanism in the electric motor. It is explanatory drawing cut along the XIII-XIII line of FIG. It is explanatory drawing which expanded and shown the parking lock mechanism part in an electric motor. FIG. 6 is a schematic view showing still another embodiment of the present invention, in which a parking lock mechanism is provided in the electric motor. It is explanatory drawing cut along the XVI-XVI line of FIG. It is a cross-sectional top view which shows the conventional 2 motor vehicle drive device. It is a schematic diagram which shows the conventional parking lock mechanism.

Embodiments of the present invention will be described below with reference to the accompanying drawings.
The two-motor electric vehicle drive device A shown in FIG. 1 has a reduction gear casing 20 that houses two reduction gears 2L and 2R in parallel in the left and right directions, and two electric motors 1L on the left and right sides of the reduction gear casing 20. 1R motor casings 3L and 3R are fixedly arranged.

  The electric vehicle C shown in FIG. 3 is a front wheel drive system, and is a two-motor electric vehicle drive device that independently drives a chassis 51, front wheels 52 as drive wheels, rear wheels 53, and left and right drive wheels. A two-motor electric vehicle drive device A is mounted on a chassis 51 at the center of left and right front wheels 52 as drive wheels, and the driving force of the two-motor vehicle drive device A is constant velocity joint 15. And transmitted to the front wheel 52 which is the left and right drive wheels via the intermediate shaft 16.

  As a mounting form of the two-motor electric vehicle drive apparatus A, a rear wheel drive system and a four wheel drive system may be used in addition to the front wheel drive system shown in FIG.

  The electric vehicle C includes a controller 60, various sensors 61, a battery 62, an inverter 63, a parking lock mechanism 40, and the like.

  The front wheel 52 is configured to be steerable by a steering wheel via a steering mechanism. Driving power of the electric motors 1L and 1R of the two-motor electric vehicle driving device A is transmitted to the front wheels 52, and electric power charged in the battery 62 is supplied to the electric motors 1L and 1R via the inverter 63. . That is, the left and right front wheels 52 are configured to be independently rotatable. The battery 62 employs a secondary battery such as a lithium ion battery that can be repeatedly charged and discharged, as in a known electric vehicle. In general, the battery 62 is composed of a plurality of battery modules, and each module is electrically connected in series or in parallel with each other by connection wiring.

  The controller 60 includes a CPU, a RAM, a ROM, and the like inside, and performs various controls based on a program written in the ROM. The controller 60 also receives outputs from various sensors 61 that detect the driving state of the vehicle, such as a vehicle speed sensor, an accelerator pedal sensor, a foot brake pedal sensor, a position sensor, an acceleration sensor, a steering angle sensor, and a tilt angle sensor. Is done. The vehicle speed sensor detects the vehicle speed. The accelerator pedal sensor detects the amount of depression of the accelerator pedal. The foot brake pedal sensor detects the amount of foot brake depression.

  The position sensor detects the position of the shift control lever and detects driving operations such as a parking (P) range and a drive range. The acceleration sensor detects the acceleration of the vehicle. The steering angle sensor detects the steering angle of the front wheels 52. The tilt angle sensor detects the tilt angle of the vehicle. The controller 60 controls the AC voltage values output from the inverter 63 to the corresponding electric motors 1L and 1R by executing a control program on the CPU based on the outputs of the sensors 61, and the electric motor 1L, The driving force transmitted from 1R to the corresponding front wheel 52 is adjusted.

  Further, the controller 60 controls the lock or release operation of the parking lock mechanism 40 based on the output of the position sensor in the sensor 61.

  The left and right electric motors 1L and 1R in the two-motor electric vehicle drive apparatus A are accommodated in motor casings 3L and 3R, as shown in FIG.

  The motor casings 3L and 3R include cylindrical motor casing bodies 3aL and 3aR, outer walls 3bL and 3bR that close the outer surfaces of the motor casing bodies 3aL and 3aR, and reduction gears on the inner surfaces of the motor casing bodies 3aL and 3aR. It consists of inner walls 3cL and 3cR separated from 2L and 2R. The inner walls 3cL and 3cR of the motor casing bodies 3aL and 3aR are provided with openings for drawing out the motor shaft 12a.

  As shown in FIG. 1, the electric motors 1 </ b> L and 1 </ b> R are of a radial gap type in which a stator 11 is provided on the inner peripheral surface of the motor casing body 3 aL and 3 aR, and a rotor 12 is provided on the inner periphery of the stator 11. I am using something. The electric motors 1L and 1R may be axial gap types.

  The rotor 12 has a motor shaft 12a in the center, and the motor shaft 12a is drawn from the openings of the inner side walls 3cL and 3cR of the motor casing bodies 3aL and 3aR to the speed reducers 2L and 2R, respectively. A seal member 13 is provided between the openings of the motor casing bodies 3aL and 3aR and the motor shaft 12a.

  The motor shaft 12a is rotatably supported by the rolling bearings 14a and 14b on the inner side walls 3cL and 3cR and the outer side walls 3bL and 3bR of the motor casing bodies 3aL and 3aR (FIG. 1).

  As shown in FIG. 1, a speed reducer casing 20 that accommodates two speed reducers 2L and 2R provided in parallel in the left and right is a central casing 20a and left and right side casings 20bL fixed to both side surfaces of the central casing 20a. , 20bR three-piece structure. The left and right side casings 20bL and 20bR are fixed to the openings on both sides of the central casing 20a by a plurality of bolts (not shown).

  The side surfaces of the side casings 20bL and 20bR of the reduction gear casing 20 on the outboard side (outside the vehicle body) and the motor casing bodies 3aL and 3aR of the electric motors 1L and 1R are fixed to the inner side walls 3cL and 3cR with a plurality of bolts 29. Thus, the two electric motors 1L and 1R are fixedly arranged on the left and right sides of the reduction gear casing 20 (FIG. 1).

  As shown in FIG. 1, a partition wall 21 is provided at the center of the center casing 20a. The reduction gear casing 20 is divided into two left and right by the partition wall 21, and independent left and right accommodation chambers for accommodating the two reduction gears 2L and 2R are provided in parallel.

  As shown in FIG. 1, the speed reducers 2L and 2R are provided symmetrically and have an input gear rotating shaft 23 having an input gear 23a to which power is transmitted from the motor shaft 12a, and a large diameter meshing with the input gear 23a. An intermediate gear rotating shaft 24 having a small-diameter gear 24b meshing with the gear 24a and the output gear 25a, and an output gear 25a, which is pulled out from the speed reducer casing 20 through the constant velocity joint 15 and the intermediate shaft 16 (FIG. 3). This is a parallel shaft gear reducer provided with an output gear rotating shaft 25 that transmits a driving force to the drive wheels. The input gear rotation shaft 23, the intermediate gear rotation shaft 24, and the output gear rotation shaft 25 of the left and right reduction gears 2L and 2R are arranged coaxially.

  Both ends of the input gear rotation shaft 23 of the speed reducers 2L and 2R are rolling bearings in bearing fitting holes 27a formed on both left and right sides of the partition wall 21 of the central casing 20a and bearing fitting holes 27b formed in the side casings 20bL and 20bR. It is rotatably supported via 28a and 28b.

  The end portion on the outboard side of the input gear rotation shaft 23 is drawn outward from an opening portion 27c provided in the side casings 20bL and 20bR, and the opening portion 27c and the outer end portions of the input gear rotation shafts 23L and 23R are connected to each other. A seal member 31 is provided between them to prevent leakage of lubricating oil sealed in the speed reducers 2L and 2R and intrusion of muddy water from the outside.

  The input gear rotation shaft 23 has a hollow structure, and the motor shaft 12 a is inserted into the hollow input gear rotation shaft 23. The input gear rotation shaft 23 and the motor shaft 12a are coupled to each other by a spline (including the serration).

  The intermediate gear rotation shaft 24 is a stepped gear rotation shaft having a large diameter gear 24a meshing with the input gear 23a and a small diameter gear 24b meshing with the output gear 25a on the outer peripheral surface. Both ends of the intermediate gear rotating shaft 24 are respectively connected to bearing fitting holes 32 formed on both surfaces of the partition wall 21 of the central casing 20a and bearing fitting holes 33 formed on the side casings 20bL and 20bR via rolling bearings 34a and 34b. It is supported.

  The output gear rotating shafts 25L and 25R have a large-diameter output gear 25a, and bearing fitting holes 35 formed on both surfaces of the partition wall 21 of the central casing 20a and bearing fitting holes 36 formed on the side casings 20bL and 20bR. Are supported by rolling bearings 37a and 37b.

  The end portion on the outboard side of the output gear rotation shaft 25 is drawn to the outside of the speed reducer casing 20 through the opening 35c formed in the side casings 20bL and 20bR, and the end on the outboard side of the output gear rotation shaft 25 drawn out. The outer joint portion 15a of the constant velocity joint 15 is splined to the outer peripheral surface of the portion.

  The constant velocity joint 15 coupled to the output gear rotation shaft 25 is connected to the drive wheel 52 via the intermediate shaft 16 (FIG. 3).

  A seal member 39 is provided between the end on the outboard side of the output gear rotation shaft 25 and the opening 35c formed in the side casings 20bL and 20bR, and leakage of the lubricating oil sealed in the speed reducers 2L and 2R Prevents intrusion of muddy water from the outside.

  The present invention relates to a parking lock mechanism 40 provided in the above-described two-motor electric vehicle drive apparatus A.

  As described above, the two speed reducers 2L and 2R are configured by the parallel shaft gear system, and the input gear rotation shaft 23, the output gear rotation shaft 25, and one or more intermediate gear rotation shafts 24 are provided on the left and right respectively. It has been. Since the two-motor electric vehicle drive device A is mounted on the vehicle body, it is required to be downsized to secure a mounting space.

  The electric vehicle drive apparatus A according to the embodiment of the present invention has a reduction gear casing 20 that houses two reduction gears 2L and 2R in parallel in the left and right directions, and two electric motors 1L on the left and right sides of the reduction gear casing 20. 1R motor casings 3L and 3R are fixedly arranged. The parking lock mechanism 40 is provided on each of the input gear rotation shafts 23 of the left and right speed reducers 2L and 2R accommodated in the speed reducer casing 20 disposed in the center. The parking lock mechanism 40 is configured to lock the front wheels 52 that are drive wheels when the vehicle is stopped.

  As shown in FIGS. 4 and 5, the parking lock mechanism 40 includes a parking gear 41, a parking pole 42, a parking cam 44a, a cam driving device 44, and the like. A parking gear 41 that rotates integrally with the input gear rotation shaft 23 is provided on the inboard side of the input gear rotation shaft 23 of the left and right speed reducers 2L, 2R. The parking pole 42 that engages with the parking gear 41 is supported so as to be swingable with respect to the central casing 20 a of the reduction gear casing 20. A cam driving device 44 equipped with a small rotating cam 44a that comes into contact with the parking pole 42 is provided in the central casing 20a to swing the parking pole 42.

  The cam driving device 44 connects the cam driving shaft 44b rotatably mounted on the rotating cam 44a, a rotating means for rotating the cam driving shaft 44b, the rotating cam 44a and the cam driving shaft 44b, and the parking pole 42. Provided with a torsion coil spring 44d as a spring member that urges the claw portion 42a in a direction to engage the parking gear 41.

  As will be described later, the rotating cam 44a is rotatably supported by a cam drive shaft 44b that is rotatably attached to the central casing 20a. One end of the torsion coil spring 44d is attached to the flange 44b1 of the cam drive shaft 44b, the other end is fitted into the rotation cam 44a, and the torsion coil spring 44d is disposed between the rotation cam 44a and the cam drive shaft 44b. ing.

  The rotating cam 44a is provided with an arcuate groove 44g formed along the outer periphery of the parking input shaft 44b. A key 44f fitted into the arcuate groove 44b is attached to the cam drive shaft 44b, and the key 44f abuts against the end of the arcuate groove 44g by the biasing force of the torsion coil spring 44d. Then, the rotational force of the cam drive shaft 44b is transmitted to the rotary cam 44a via the torsion coil spring 44d. That is, when the parking lock mechanism 40 is operated, when the cam drive shaft 44b rotates, the rotary cam 44a rotates via the torsion coil spring 44d. Then, due to the biasing force of the torsion coil spring 44d, a force is applied to the rotating cam 44a in a direction in which the parking pole 42 engages the parking gear 41.

  Further, when unlocking the parking lock mechanism 40, the cam drive shaft 44b resists the biasing force of the torsion coil spring 44d so that the claw portion 42a of the parking pole 42 is detached from the recess 41a of the parking gear 41. Rotate. A rotational force of the cam drive shaft 44b is applied to the rotating cam 44a via a torsion coil spring 44d.

  An opening 40a into which the cam drive shaft 44b is inserted is provided on the inboard side of the central casing 20a of the speed reducer casing 20, and the cam drive shaft is formed by the two rolling bearings 46 and 46 fitted into the opening 40a. 44b is rotatably supported. A seal member 47 is provided on the speed reducers 2L, 2R side of the opening 40a to prevent leakage of the lubricating oil sealed in the speed reducers 2L, 2R. As described above, the rotating cam 44a is connected to the cam drive shaft 44b rotatably supported by the central casing 20a via the torsion coil spring 44d.

  As shown in FIGS. 4 and 8 to 10, the parking gear 41 has a gear shape and is disposed concentrically with respect to the input gear rotation shaft 23. The claw portion 42a of the parking pole 42 meshes with the concave portion 41a formed between the tooth portions 41b and 41b of the parking gear 41, and functions as an engaging portion where both engage.

  The rear end of the parking pole 42 is rotatably supported by the partition wall 21 of the central casing 20a via a pole shaft 42b. The pole shaft 42b is provided with a torsion coil spring 45 so that the biasing force of the spring acts in a direction in which the engagement between the concave portion 41a of the parking gear 41 and the claw portion 42a of the parking pole 42 is released.

  In the present invention, a member that contacts the parking pole 42 and swings the parking pole 42 is constituted by a small rotating cam 44a. When the rotating cam 44a rotates and the convex portion 44c of the rotating cam 44a pushes the end face 42c of the parking pole 42, the parking pole 42 rotates with respect to the pole shaft 42b, and the pawl portion 42a of the parking pole 42 rotates the parking gear. 41 is engaged with the recess 41a.

  In this embodiment, when the claw portion 42a of the parking pole 42 is engaged with the concave portion 41a of the parking gear 41, it rotates on a straight line connecting the rotation center of the cam drive shaft 44b and the rotation center of the parking gear 41. The center of the convex portion 44c of the cam 44a is provided so that the force from the rotating cam 44a is reliably transmitted to the claw portion 42a of the parking pole 42 when locked.

As shown in FIGS. 5 and 6, a link plate 48 to which a push-pull wire 48c is connected is attached to an end portion of a cam drive shaft 44b extending from the central casing 20a to the outside by a bolt 48a. It is coupled to a push-pull wire 48c connected to the shift control lever outside the reduction gear casing 20 of the device A. That is, the deceleration link plate 48 is a rotating means in the casing 20, without providing the pull wire 48c, one end of the push-pull wire 48 c is attached to the attachment hole 48a of the link plate 48 outside the reduction gear casing 20 The cam drive shaft 44 b is connected to the push-pull wire 48 c via the link plate 48. Then, by operating the shift control lever, a push-pull wire 48 c is moved the link plate 48 is swung in the direction of the arrow in FIG. 6, the cam drive shaft 44b is rotated. When the shift control lever is switched to the parking (P) position, the controller 60 based on the output of the position sensor of the sensor 61, to perform the locking operation, control to move the push-pull wire 48 c To do.

As described above, the parking pole 42 is provided with the torsion coil spring 45 in which a biasing force acts in a direction in which the engagement between the recess 41a of the parking gear 41 and the claw portion 42a of the parking pole 42 is released. When the parking lock mechanism 40 is released, a force that can reliably release the engagement between the parking pole 42 and the parking gear 41 is applied . The biasing force of the torsion coil spring 45 for rotating the parking pole 42 in the disengagement direction is set smaller than the biasing force of the torsion coil spring 44d for rotating the parking pole 42 in the direction of engagement.

The mechanism for rotating the cam drive shaft 44b is not limited to the configuration of the push-pull wire 48c and the link plate 48, but rotates to the end of the cam drive shaft 44b produced outside the reducer casing 20, as shown in FIG. The actuator 49 can be attached, and the operation of the rotary actuator 49 can be controlled by the controller 60 to rotate the cam drive shaft 44b to lock or release the parking lock mechanism 40.

  A stopper member 44e is provided in the rotational direction of the rotating cam 44a. One end of the stopper member 44e is located at the end of the pawl portion 42a of the parking pawl 42 when engaged with the recess 41a of the parking gear 41. The rotation is constrained so as not to rotate beyond the alignment position. Accordingly, when the parking pawl 42 and the parking gear 41 are engaged, a load is applied to the parking pawl 42 through the parking gear 41 due to the reverse input torque from the wheels. The parking pole 42 and the parking gear 41 are not disengaged.

  The other end of the stopper member 44e keeps the rotating cam 44a at a predetermined position when the claw portion 42a of the parking pole 42 is separated from the concave portion 41a of the parking gear 41.

  Next, the operation of the parking lock mechanism 40 will be described. FIG. 8 shows a state in which the parking pole 42 is locked on the tooth portion 41b of the parking gear 41 without climbing. FIG. 4A shows the parking lock mechanism 40 when it is not operating. In this state, the rotation of the cam drive shaft 44b is stopped, the end of the arcuate groove 44g of the rotation cam 44a is in contact with the key 44f of the cam drive shaft 44b, and the rotation cam 44a is rotated by the torsion coil spring 44d. The force that pushes down the parking pole 42 does not act, and the parking gear 41 and the parking pole 42 are kept apart.

  When the shift control lever is put in the parking (P) range, the push-pull wire 48a is pulled so as to rotate the cam drive shaft 44b in the direction of the arrow as shown in FIG. The drive shaft 44b rotates. Or when rotating the cam drive shaft 44b with the rotation actuator 49, the rotation actuator 49 operates and the cam drive shaft 44b rotates. Along with this rotation, the rotating cam 44a is also rotated, and the claw portion 42a of the parking pole 42 is engaged with the recess 41a of the parking gear 41 to be locked.

  When releasing the lock state of the parking lock device 40, the shift control lever is put outside the parking (P) range. In this state, the controller 60 rotates the cam drive shaft 44b in the direction opposite to the arrow direction in the figure. When the cam drive shaft 44b rotates to the position shown in FIG. 8 against the biasing force of the torsion coil spring 44d, the biasing force of the torsion coil spring 45 of the parking pole 42 causes the recess 41a of the parking gear 41 and the pawl of the parking pole 42 to move. The meshing with the part 42a is released.

  FIG. 9 shows a state where the claw portion 42a of the parking pole 42 gets on the tooth portion 41b of the parking gear 41 and is locked. FIG. 4A shows the parking lock mechanism 40 when it is not operating. When the shift control lever is put in the parking (P) range from this state, the push-pull wire 48a is pulled so as to rotate the cam drive shaft 44b in the direction of the arrow as shown in FIG. The cam drive shaft 44b rotates. Or when rotating the cam drive shaft 44b with the rotation actuator 49, the rotation actuator 49 operates and the cam drive shaft 44b rotates. As the cam drive shaft 44b rotates, the rotating cam 44a also rotates. At this time, when the claw portion 42a of the parking pole 42 does not engage with the concave portion 41a of the parking gear 41 and rides on the tooth portion 41b, the load F1 from the rotating cam 44a is applied to the parking pole 42 in the initial stage of riding. It is done. This load F1 is divided into a tangential direction component F1n and a normal direction F1t.

  Subsequently, when the cam drive shaft 44b rotates, as shown in the final stage of riding in FIG. 5C, only the cam drive shaft 44b rotates and the key 44f moves along the arc-shaped groove 44g of the rotary cam 44a. To do. Then, a load F <b> 1 ′ from the rotating cam 44 a is applied to the parking pole 42. This load F1 'is divided into a tangential direction component F1n' and a normal direction F1t '. Since only the cam drive shaft 44b rotates, the load on the torsion coil spring 44d increases and the load from the rotary cam 44a increases.

  Then, as shown in FIG. 4D, when the parking gear 41 rotates and the claw portion 42a of the parking pole 42 changes from the tooth portion 41b of the parking gear 41 to the recess 41a, the biasing force of the torsion coil spring 44d The parking pawl 42 rotates in the direction of the parking gear 41, and the claw portion 42a of the parking pawl 42 engages with the recess 41a of the parking gear 41 to be locked.

  FIG. 10 shows the load applied to the parking pole 42 from the parking gear 41 when the parking gear 41 is in the counterclockwise state. FIG. 11 shows the load applied to the parking pole 42 from the parking gear 41 when the parking gear 41 is in the clockwise state.

  As shown in FIG. 10, when the parking gear 41 is counterclockwise, a load F <b> 2 from the parking gear 41 is applied to the parking pole 42. This load F2 is divided into a tangential direction component F2t and a normal direction F2n.

  As shown in FIG. 11, when the parking gear 41 is in the clockwise state, a load F <b> 3 from the parking gear 41 is applied to the parking pole 42. This load F3 is divided into a tangential direction component F3t and a normal direction F3n.

  As shown in FIGS. 10 and 11, the position of the parking gear 41 that contacts the tooth portion 41 b varies depending on the rotation direction of the parking gear 41. The pawl 42a of the parking pole 42 is formed with a predetermined taper at the tip of the pawl 42a so that the engagement is released by the load from the parking gear 41 when the parking lock mechanism 40 is released. Yes.

  In this embodiment, since the parking gear 41 is provided on the input gear rotation shaft 23 of the speed reducers 2L and 2R of the electric vehicle driving apparatus A, the load acting on the parking gear 41 can be reduced, and the parking gear 41 can be reduced in size. Can be

  Moreover, since the inboard side of the input gear rotation shaft 23 of the reduction gears 2L and 2R has a space by the small-diameter gear 24b of the intermediate gear rotation shaft 24, the parking lock mechanism 40 can be provided using the space. Thus, the parking lock mechanism 40 can be provided without increasing the size of the two-motor vehicle drive device A by effectively utilizing the space on the inboard side of the speed reducers 2L and 2R.

  As described above, in the parking lock mechanism 40 built in the electric vehicle drive device A, the parking lock mechanism 40 is reduced in size by using a small rotating cam 44a as a contact member for swinging the parking pole 42. it can.

  In the above-described embodiment, the parking lock mechanism 40 is provided in the speed reducers 2L and 2R. However, the parking lock mechanism 40 may be provided in the electric motors 1L and 1R of the electric vehicle drive device A. In this case, a member having a parking gear function is provided in the rotor 12 as a rotating member. An embodiment in which the parking lock mechanism 40 is disposed on the electric motors 1L, 1R side of the electric vehicle drive device A will be described with reference to FIGS.

  As shown in FIGS. 12 to 14, when the parking lock mechanism 40 is disposed on the electric motor 1 </ b> R side, the plate 41 c is axially disposed on the side plate 12 c of the motor rotor 12 in order to reduce the size of the parking lock mechanism 40. Extending and providing intermittent notches 41d between the plates 41c, 41c, a parking gear 41 'is formed.

  A parking pole 42 that engages with the parking gear 41 ′ is swingably supported with respect to the outer wall 3 b R of the motor casing 3 R. A parking cam driving device 44 that drives a rotating cam 44a that contacts the parking pole 42 is provided on the outer wall 3bR, and the parking pole 42 is swung.

  The rear end of the parking pole 42 is rotatably supported by the outer wall 3bR via a pole shaft 42b. A torsion coil spring 45 is applied to the pole shaft 42b so that the biasing force of the spring acts in the direction in which the intermittent notch 41d of the parking gear 41 ′ and the pawl 42a of the parking pole 42 are released. Is provided.

  An opening 40a into which the cam drive shaft 44b is inserted is provided in the outer wall 3bR of the motor casing 3R, and the cam drive shaft 44b is rotatable by the two rolling bearings 46 and 46 fitted into the opening 40a. It is supported. A seal member 47 is provided on the motor side of the opening 40a. The rotating cam 44a is connected to a cam drive shaft 44b rotatably supported with respect to the outer wall 3bR via a torsion coil spring 44d.

  As shown in FIGS. 12 and 14, the cam drive shaft 44b is provided with a rotation actuator 49. When the shift control lever is operated, the rotation actuator 49 operates and the cam drive shaft 44b rotates.

  The cam 44a and the parking cam drive device 44 are configured in the same manner as the cam 44a and the cam drive device 44 provided in the reduction gears 2L and 2R described above.

When the parking lock mechanism 40 is not operating, the force for pushing down the parking pawl 42 of the rotating cam 44a does not act, and the parking gear 41 ' and the parking pawl 42 are kept apart.

  When the shift control lever is placed in the parking (P) range, the rotary actuator 49 operates and the cam drive shaft 44b rotates. Along with this rotation, the rotating cam 44a also rotates, and the pawl portion 42a of the parking pole 42 engages with the intermittent notch 41d of the parking gear 41 'to enter the locked state.

  12 to 14, the parking lock mechanism 40 is provided in the electric motor 1 </ b> R, but the parking lock mechanism 40 is similarly provided in the electric motor 1 </ b> L.

  In still another embodiment shown in FIGS. 15 and 16, a parking gear 410 is formed on the rotor shaft 12 a in contact with the side plate 12 c of the rotor 12. That is, the parking gear 410 is formed by providing intermittent notches 410a in the circumferential direction in contact with the side plate 12c.

  The parking gear 410 has a gear shape and is disposed concentrically with respect to the rotor shaft 12a. A recess 410a formed between the teeth 410b of the parking gear 410 is configured so that the claw portion 42a of the parking pole 42 is engaged.

  The parking pole 42 engaged with the parking gear 410 is supported so as to be swingable with respect to the outer wall 3bR of the motor casing 3R. A parking cam driving device 44 having a rotating cam 44a that contacts the parking pole 42 is provided on the outer wall 3bR, and the parking pole 42 is swung. Since the parking pole 42, the cam 44a, and the parking cam driving device 44 are the same as those shown in FIGS. 12 and 14, the description thereof is omitted here.

  When the parking lock mechanism 40 is not in operation, the force that pushes down the parking pawl 42 of the rotating cam 44a does not act, and the state of being separated from the parking gear 410 parking pawl 42 is maintained.

  When the shift control lever is placed in the parking (P) range, the rotary actuator 49 operates and the cam drive shaft 44b rotates. Along with this rotation, the rotating cam 44a also rotates, and the claw portion 42a of the parking pole 42 engages with the concave portion 410a of the parking gear 410 to be locked.

  In FIGS. 15 and 16, the parking lock mechanism 40 is provided in the electric motor 1R, but the parking lock mechanism 40 is similarly provided in the electric motor 1L.

  Further, the above-described parking gear 41 and the side plate 12c of the rotor 12 provided with the intermittent notches can be reduced in cost by being formed by sintering molding, press molding or the like.

  As described above, when the parking lock mechanism 40 is provided on the electric motors 1L, 1R side, the parking lock mechanism 40 can be reduced in size by configuring the parking gear 41 to rotate integrally with the rotor 12.

  Although the above-described embodiment has been described by taking the two-motor type electric vehicle drive device A as an example, the present invention is also applied to a reduction gear of an in-wheel type electric vehicle drive device or a one-motor type electric vehicle drive device. be able to.

  The present invention is not limited to the above-described embodiments, and can of course be implemented in various forms without departing from the gist of the present invention. The scope of the present invention is claimed. The equivalent meanings recited in the claims, and all modifications within the scope.

1L, 1R: Electric motor 2L, 2R: Reducer 3L, 3R: Motor casing 3aL, 3aR: Motor casing body 3bL, 3bR: Outer wall 3cL, 3cR: Inner wall 11: Stator 12: Rotor 12a: Motor shaft 13: Seal Member 14a, 14b: Rolling bearing 15: Constant velocity joint 15a: Outer joint part 16: Intermediate shaft 20: Reduction gear casing 20a: Central casing 20bL, 20bR: Side casing 21: Partition wall 23: Input gear rotating shaft 23a: Input gear 24: Intermediate gear rotation shaft 24a: Large diameter gear 24b: Small diameter gear 25: Output gear rotation shaft 25a: Output gear 27a, 27b: Bearing fitting hole 27c: Openings 28a, 28b: Rolling bearing 29: Bolt 31: Seal member 32, 33, 35, 36: bearing fitting holes 34a, 34b 37a, 37b: Rolling bearing 35c: Opening 39: Sealing member 40: Parking lock mechanism 41: Parking gear 42: Parking pole 44: Cam drive device 44a: Rotating cam 44b: Cam drive shaft 44d: Torsion coil spring 45: Torsion Coil spring 48: Link plate 48c: Push-pull wire 49: Rotary actuator 51: Chassis 52: Front wheel 53: Rear wheel A: Electric vehicle drive device C: Electric vehicle

Claims (10)

An electric motor comprising: an electric motor; a speed reducer that decelerates rotation of the electric motor to transmit power to drive wheels; a casing that houses the electric motor and the speed reducer; and a parking lock mechanism that locks the drive wheels. In a vehicle drive device,
A parking gear provided on a rotating member in an electric vehicle drive device housed in the casing, a parking pole having a pawl portion detachable from an engaging portion of the parking gear, and a pawl portion of the parking pole A rotating cam that swings detachably with respect to the engaging portion of the parking gear; and a cam driving portion that rotates the rotating cam, and the cam driving portion is rotatably mounted on the rotating cam. and the cam drive shaft, this becomes a cam drive shaft and a rotating means for rotating said rotating means is that we provided outside of said casing,
The cam drive unit further includes a spring member that connects the rotary cam and the cam drive shaft and urges the pawl portion of the parking pole in a direction to engage the parking gear, and rotates the cam drive shaft. Force is transmitted to the rotating cam via the spring member;
The rotary cam is provided with an arc-shaped groove formed along the outer periphery of the cam drive shaft, and the cam drive shaft is provided with a key fitted in the arc-shaped groove, and the inside of the arc-shaped groove is An electric vehicle drive device characterized in that only the cam drive shaft rotates while the key of the cam drive shaft moves . When the pawl portion of the parking pole is engaged with the parking gear, the center of the rotating cam is positioned on a straight line connecting the rotation center of the cam drive shaft and the rotation center of the parking gear. The electric vehicle drive device according to claim 1 , wherein The said rotation means is the link board attached to the edge part of the cam drive shaft extended to the exterior of the said casing, and the push pull wire connected with this link board, The Claim 1 characterized by the above-mentioned. Electric vehicle drive device. 2. The electric vehicle drive device according to claim 1, wherein the rotation means is a rotary actuator attached to an end portion of a cam drive shaft extending to the outside of the casing. Any one of 1 to 4 , wherein the parking pole is swingably attached by a rotating shaft, and is provided with a spring member that urges the pawl portion of the parking pole in a direction away from the parking gear. The electric vehicle driving device according to claim 1. The rotating member is an electric vehicle drive system according to any one of claims 1 to 5, characterized in that a rotating shaft of the speed reducer. The speed reducer includes an input gear rotation shaft having an input gear to which power is transmitted from a motor shaft, an output gear rotation shaft having an output gear for transmitting a driving force to a drive wheel, an input gear rotation shaft, and an output gear rotation shaft. A parallel shaft gear reducer in which one or more intermediate gear rotation shafts having an intermediate gear provided between them are arranged in parallel, and the parking gear is provided on the input gear rotation shaft. The electric vehicle drive device according to claim 6 . A parking gear that can rotate integrally with the input gear rotation shaft is provided on the inboard side of the input gear rotation shaft, and the reduction gear is provided in the space on the inboard side of each input gear rotation shaft. The electric vehicle drive device according to claim 7, wherein a parking pole having a mating claw portion is swingably provided. The said rotation member is a rotor of an electric motor, The said parking gear was formed in the side plate of the rotor with the several tooth part extended in an axial direction, The any one of Claims 1-5 characterized by the above-mentioned. Electric vehicle drive device. Two electric motors for independently driving the left and right driving wheels, and two reduction gears for individually decelerating the rotation of the two electric motors and transmitting power to the left and right driving wheels, 10. The motor casing of two electric motors is fixed to the left and right sides of a reduction gear casing that accommodates two reduction gears in parallel on the left and right sides. 10 . Electric vehicle drive device.

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