JP2013130266A - Motor driving device for vehicle - Google Patents

Abstract

PROBLEM TO BE SOLVED: To prevent a shifting shock of a motor driving device for a vehicle using a two-way roller clutch.SOLUTION: A motor driving device A for a vehicle has an input shaft 30 input with rotation of an electric motor 3; a first speed input gear 31A and a second speed input gear 31B on the input shaft 30; a first speed output gear 33A and a second speed output gear 33B on an output shaft 32; a first speed two-way roller clutch 44A incorporated between the first speed output gear 33A and the output shaft 32; and a second speed two-way roller clutch 44B incorporated between the second speed output gear 33B and the output shaft 32. When a shifting command is received, a rotational frequency of the electric motor 3 such that a difference of rotational frequencies of an input side and an output side of the two-way roller clutch 44B of the next speed stage becomes a predetermined target value larger than zero is calculated on the basis of a rotational frequency of the output shaft 32, and after the electric motor 3 is accelerated or decelerated using the rotational frequency as the target value, the two-way roller clutch 44B of the next speed stage is engaged.

Description

  The present invention relates to a vehicle motor drive device that shifts the rotation of an electric motor and transmits it to wheels.

  As a vehicle motor drive device used for a drive device of an electric vehicle and a hybrid vehicle, an electric motor, a speed reducer that decelerates rotation output from the electric motor, and rotation output from the speed reducer to left and right wheels It is known that there are differential gears to be distributed, and the speed reducer has a plurality of switchable reduction ratios.

  When this vehicle motor drive device is used, it is possible to use the electric motor in a highly efficient rotational speed and torque region during driving and regeneration by switching the reduction ratio of the reduction gear according to the traveling conditions. . Moreover, by setting it as a suitable reduction gear, the rotation speed of the rotation member of the reduction gear at the time of high-speed driving | running | working falls, the power loss of a reduction gear can be reduced, and the energy efficiency of a vehicle can be improved.

  As such a vehicle motor drive device, for example, a device described in Patent Document 1 is known. The vehicle motor drive device described in Patent Document 1 includes an input shaft to which rotation of an electric motor is input, a first speed input gear and a second speed input gear provided on the input shaft, and an interval with respect to the input shaft. And a first-speed output gear and a second-speed output gear provided on the output shaft. The first speed input gear and the second speed input gear mesh with the first speed output gear and the second speed output gear, respectively.

  A 1-speed 2-way roller clutch is incorporated between the first-speed output gear and the output shaft, and a 2-speed 2-way roller clutch is incorporated between the 2-speed output gear and the output shaft. The speed reduction ratio transmitted from the electric motor to the differential gear is switched between the first speed and the second speed by selectively engaging the high-speed 2-way roller clutch and the 2-speed 2-way roller clutch with the speed change actuator. It is possible.

JP 2011-58534 A

  The inventor of the present invention prototyped the vehicle motor drive device of Patent Document 1, and after disengaging the 2-way roller clutch at the current gear stage, the 2-way roller clutch at the next gear stage was engaged. Sometimes it has been found that unpleasant shocks and noise can occur. This shift shock is generated when the difference in rotational speed between the input side and the output side of the 2-way roller clutch instantaneously becomes zero when the 2-way roller clutch of the next shift stage is engaged.

  In order to prevent this shift shock, the inventor of the present invention disengages the two-way roller clutch at the current shift stage, and then accelerates or decelerates the electric motor, thereby The control of engaging the two-way roller clutch of the next shift stage in the state where the input side rotational speed was brought close to the output side rotational speed was tested.

  As a result of this test, when engaging the two-way roller clutch of the next shift stage, it is possible to reduce the shift shock by keeping the input side rotational speed close to the output side rotational speed in advance. It has been found that another problem arises when the rotational speed on the input side is too close to the rotational speed on the output side.

  That is, since the two-way roller clutch has a feature of engaging using the difference in rotational speed between the input side and the output side, when the two-way roller clutch of the next shift stage is engaged, If the rotational speed on the input side of the two-way roller clutch is too close to the rotational speed on the output side, the two-way roller clutch of the next shift stage will not be easily engaged, and as a result, the responsiveness of shift switching may deteriorate. I understood.

  Therefore, in order to ensure the responsiveness of the gear change, the difference in the rotational speed between the input side and the output side of the two-way roller clutch at the next shift stage is not set to zero in advance, but is set to a predetermined target value larger than zero. There is a need.

  Therefore, the inventor of the present invention releases the engagement of the two-way roller clutch at the current shift stage and engages the two-way roller clutch at the next shift stage in order to achieve both the prevention of the shift shock and the responsiveness of the shift change. When the shift command to be combined is received, the rotation speed of the electric motor (hereinafter referred to as “target”) is such that the difference in rotation speed between the input side and output side of the two-way roller clutch of the next shift stage takes a predetermined target value greater than zero. Rotational speed "is calculated), and the electric motor is accelerated or decelerated using the target rotational speed as a target value, and then a control for engaging the two-way roller clutch of the next gear stage has been devised.

  Further, in order to calculate the target rotational speed of the electric motor, the inventor of the present invention provides an output-side rotation sensor that detects the rotational speed of the differential gear, and determines the rotational speed of the differential gear detected by the output-side rotational sensor. A vehicle motor drive device that calculates a target rotational speed of the electric motor based on the target rotational speed, accelerates or decelerates the electric motor with the target rotational speed as a target value, and performs control to engage the two-way roller clutch of the next shift stage. A prototype was made and the presence or absence of shift shock was evaluated. As a result, it has been found that when the two-way roller clutch at the next shift stage is engaged, a shift shock may actually occur although a shift shock should not theoretically occur.

  As a result of investigating the cause of this shift shock, if the target rotational speed of the electric motor was calculated based on the rotational speed of the differential gear, the final reduction ratio (in the prototype evaluation machine) was measured when the rotation was transmitted from the output shaft to the differential gear. 4-5)), the resolution of the output side rotation sensor necessary for calculating the target rotational speed of the electric motor is insufficient, and the target rotation of the electric motor is caused by the insufficient resolution of the output side rotation sensor. It was found that there was an error in the number.

  The problem to be solved by the present invention is to prevent a shift shock of a vehicle motor drive device using a two-way roller clutch.

In order to solve the above problems, an electric motor, an input shaft to which the rotation of the electric motor is input, a first input gear and a second input provided on the input shaft so as to rotate integrally with the input shaft A gear, an output shaft disposed in parallel with the input shaft at an interval, and an output shaft rotatably provided on the output shaft, the first input gear and the second input gear respectively The first output gear and the second output gear meshing with each other, the first two-way roller clutch incorporated between the first output gear and the output shaft, and the second output gear and the output shaft. A second 2-way roller clutch, a speed change actuator that selectively engages the first 2-way roller clutch and the second 2-way roller clutch, and a differential that distributes rotation of the output shaft to left and right wheels The vehicle motor drive device and a gear,
When an output side rotation sensor that detects the rotation speed of the output shaft and a two-way roller clutch at the current shift stage are disengaged and a shift command for engaging the two-way roller clutch at the next shift stage is received, Rotation of the output shaft detected by the output side rotation sensor such that the rotational speed difference between the input side and the output side of the two-way roller clutch of the next gear stage takes a predetermined target value greater than zero. Shift control means is provided that performs calculation based on the number, accelerates or decelerates the electric motor with the rotational speed as a target value, and then engages the two-way roller clutch of the next shift stage.

  In this way, when a shift command is received to disengage the two-way roller clutch at the current gear and engage the two-way roller clutch at the next gear, the input of the two-way roller clutch at the next gear is received. The rotational speed (target rotational speed) of the electric motor that takes a predetermined target value where the rotational speed difference between the output side and the output side takes a value greater than zero is calculated, and the electric motor is accelerated or decelerated using this target rotational speed as the target value. As a result, the rotational speed on the input side of the two-way roller clutch of the next gear stage can be brought close to the rotational speed on the output side in advance, and the shift shock can be kept small. Also, as the output speed for calculating the target speed of the electric motor, the speed of the output shaft before being decelerated at the final reduction ratio is used instead of the speed of the differential gear decelerated at the final reduction ratio. Therefore, it is easy to ensure the resolution of the output side rotation sensor necessary for calculating the target rotational speed of the electric motor, and an error does not easily occur in the target rotational speed of the electric motor.

  The output side rotation sensor includes a rotation detection rotor attached to the output shaft so as to rotate integrally with the output shaft, and a rotation detection stator provided close to the rotation detection rotor. Can be adopted.

  The first two-way roller clutch includes a cylindrical surface provided on one of the inner periphery of the first output gear and the outer periphery of the output shaft, a cam surface provided on the other, the cam surface, and the cylindrical surface. Between the cam shaft and the cylindrical surface and the neutral position where the roller is disengaged between the cam surface and the cylindrical surface. And a first switch spring provided so as to be relatively rotatable, and a first switch spring that elastically holds the first holder in the neutral position.

  Similarly, the second two-way roller clutch includes a cylindrical surface provided on one of the inner periphery of the second output gear and the outer periphery of the output shaft, a cam surface provided on the other, and the cam surface. Between the roller incorporated between the cylindrical surfaces, the engagement position for holding the rollers and engaging the rollers between the cam surface and the cylindrical surface, and the neutral position for releasing the engagement of the rollers It is possible to use a second cage that is provided so as to be rotatable relative to the output shaft, and a second switch spring that elastically holds the second cage in the neutral position.

  In this case, the speed change actuator is provided so as to be movable in the axial direction between a position where it is prevented from rotating with respect to the first retainer and is in contact with a side surface of the first output gear and a position where it is separated from the first output gear. A first friction plate, a first separation spring that urges the first friction plate in a direction away from the side surface of the first output gear, and a detent against the second retainer and the second output gear. A second friction plate provided so as to be movable in an axial direction between a position contacting the side surface and a position separating from the side surface; and a second friction plate biasing the second friction plate in a direction separating from the side surface of the second output gear. 2 separation springs, a first shift position for pressing the first friction plate to contact the side surface of the first output gear, and a second shift position for pressing the second friction plate to contact the side surface of the second output gear. Shift provided to be movable in the axial direction between shift positions It can be used which consists of a ring, a shift mechanism for moving the shift ring in the axial direction.

  When the shift actuator having this configuration is employed, when the shift ring is in the first shift position, the first friction plate comes into contact with the side surface of the first output gear, and the first friction plate outputs by the frictional force between the contact surfaces. Since the first cage that rotates relative to the shaft and is prevented from rotating by the friction plate moves from the neutral position to the engaged position, the first two-way roller clutch is engaged. At this time, since the second friction plate is separated from the side surface of the second output gear by the biasing force of the separation spring, the second retainer is held at the neutral position by the elastic force of the switch spring, and the second 2 The way roller clutch is disengaged.

  When the shift ring is moved in the axial direction from the first shift position toward the second shift position by the operation of the shift mechanism, the first friction plate is separated from the side surface of the first output gear by the biasing force of the separation spring. Since the friction between the first friction plate and the first output gear is reduced, the first cage moves from the engagement position to the neutral position by the elastic force of the switch spring, and the movement of the first cage Thus, the engagement of the first two-way roller clutch is released. When the shift ring reaches the second shift position, the second friction plate comes into contact with the side surface of the second output gear, and the friction force between the contact surfaces causes the second friction plate to rotate relative to the output shaft. Since the second cage that is prevented from rotating by the plate moves from the neutral position to the engaged position, the second 2-way roller clutch is engaged.

  Similarly, by disengaging the second 2-way roller clutch and engaging the first 2-way roller clutch by moving the shift ring in the axial direction from the second shift position to the first shift position. be able to.

  Further, the above problem can be solved even if a vehicular motor drive device having a structure in which a clutch is incorporated in the first input gear and the second input gear instead of the first output gear and the second output gear is adopted. it can.

That is, an electric motor, an input shaft to which rotation of the electric motor is input, a first input gear and a second input gear provided on the input shaft so as to be rotatable with respect to the input shaft, and the input shaft An output shaft that is arranged in parallel with a gap to the output shaft, and a first output gear that is provided on the output shaft so as to rotate integrally with the output shaft and meshes with the first input gear and the second input gear, respectively. And a second output gear, a first two-way roller clutch incorporated between the first input gear and the input shaft, and a second two-way roller incorporated between the second input gear and the input shaft. A clutch, a transmission actuator that selectively engages the first two-way roller clutch and the second two-way roller clutch, and a differential gear that distributes rotation of the output shaft to left and right wheels. In the dual motor drive,
When an output side rotation sensor that detects the rotation speed of the output shaft and a two-way roller clutch at the current shift stage are disengaged and a shift command for engaging the two-way roller clutch at the next shift stage is received, Rotation of the output shaft detected by the output side rotation sensor such that the rotational speed difference between the input side and the output side of the two-way roller clutch of the next gear stage takes a predetermined target value greater than zero. Shift control means for performing control based on the number of rotations, accelerating or decelerating the electric motor using the number of rotations as a target value, and then engaging the two-way roller clutch of the next shift stage may be provided.

  Even in this case, when the shift command for releasing the engagement of the 2-way roller clutch at the current shift stage and the engagement of the 2-way roller clutch at the next shift stage is received, Calculate the rotation speed (target rotation speed) of the electric motor such that the difference in rotation speed between the input side and output side takes a predetermined target value greater than zero, and accelerate or decelerate the electric motor using this target rotation speed as the target value. By doing so, the rotational speed on the input side of the two-way roller clutch of the next gear stage can be brought close to the rotational speed on the output side in advance, and the shift shock can be kept small. Also, as the output speed for calculating the target speed of the electric motor, the speed of the output shaft before being decelerated at the final reduction ratio is used instead of the speed of the differential gear decelerated at the final reduction ratio. Therefore, it is easy to ensure the resolution of the output side rotation sensor necessary for calculating the target rotational speed of the electric motor, and an error does not easily occur in the target rotational speed of the electric motor.

  The output side rotation sensor includes a rotation detection rotor attached to the output shaft so as to rotate integrally with the output shaft, and a rotation detection stator provided close to the rotation detection rotor. Can be adopted.

  The first two-way roller clutch includes a cylindrical surface provided on one of the inner periphery of the first input gear and the outer periphery of the input shaft, a cam surface provided on the other, the cam surface, and the cylindrical surface. Between the cam shaft and the cylindrical surface, and a neutral position where the roller is disengaged and a neutral position where the roller is disengaged. And a first switch spring provided so as to be relatively rotatable, and a first switch spring that elastically holds the first holder in the neutral position.

  Similarly, the second two-way roller clutch includes a cylindrical surface provided on one of the inner periphery of the second input gear and the outer periphery of the input shaft, a cam surface provided on the other, and the cam surface. Between the roller incorporated between the cylindrical surfaces, the engagement position for holding the rollers and engaging the rollers between the cam surface and the cylindrical surface, and the neutral position for releasing the engagement of the rollers What consists of the 2nd holder | retainer provided so that relative rotation with respect to the input shaft and the 2nd switch spring which elastically hold | maintains the 2nd holder | retainer in the said neutral position can be used.

  In this case, the speed change actuator is provided so as to be able to move in the axial direction between a position where it is prevented from rotating with respect to the first retainer and is in contact with a side surface of the first input gear and a position where it is separated. A first friction plate, a first separation spring that urges the first friction plate in a direction away from the side surface of the first input gear, and a detent against the second retainer and of the second input gear A second friction plate provided so as to be movable in an axial direction between a position contacting the side surface and a position separating from the side surface; and a second friction plate urging the second friction plate in a direction separating from the side surface of the second input gear. 2 separation springs, a first shift position for pressing the first friction plate to contact the side surface of the first input gear, and a second shift position for pressing the second friction plate to contact the side surface of the second input gear. Shift provided to be movable in the axial direction between shift positions It can be used which consists of a ring, a shift mechanism for moving the shift ring in the axial direction.

  In the vehicle motor drive device of the present invention, when the shift command for releasing the engagement of the two-way roller clutch of the current shift stage and the engagement of the two-way roller clutch of the next shift stage is received, Calculate the number of revolutions of the electric motor so that the difference between the number of revolutions on the input side and output side of the way roller clutch takes a predetermined target value greater than zero, and accelerate or decelerate the electric motor using this number of revolutions as a target value. Thus, the shift shock can be kept small. Also, as the output speed for calculating the target rotation speed of the electric motor, the output shaft rotation before decelerating at the final reduction ratio, not at the differential gear speed reduced at the final reduction ratio. Since the number is used, it is easy to ensure the resolution of the output side rotation sensor necessary for calculating the rotation speed as the target value of the electric motor, and an error is unlikely to occur in the rotation speed as the target value of the electric motor.

Schematic of an electric vehicle employing a vehicle motor drive device according to the present invention Schematic of a hybrid vehicle employing a vehicle motor drive device according to the present invention Sectional drawing of the vehicle motor drive device concerning this invention FIG. 3 is an enlarged sectional view in the vicinity of the electric motor. Fig. 3 is an enlarged sectional view near the output shaft. Sectional view along line VI-VI in FIG. Sectional drawing along the VII-VII line of FIG. Sectional view along line VIII-VIII in FIG. Sectional drawing which shows the shift mechanism which moves the shift ring shown in FIG. 5 to an axial direction FIG. 5 is an enlarged sectional view near the shift ring. FIG. 10 is an enlarged sectional view showing a state in which the shift ring shown in FIG. 10 is moved to the first-speed shift position. FIG. 3 is a block diagram showing a shift control device of the vehicle motor drive device shown in FIG. The flowchart which shows the control at the time of the upshift of the vehicle motor drive device shown in FIG. The flowchart which shows the control at the time of downshift of the vehicle motor drive device shown in FIG.

  FIG. 1 shows an electric vehicle EV in which a pair of left and right front wheels 1 are drive wheels driven by the vehicle motor drive device A according to the present invention, and a pair of left and right rear wheels 2 are driven wheels.

  FIG. 2 shows a hybrid vehicle HV in which a pair of left and right front wheels 1 are main drive wheels driven by an engine E, and a pair of left and right rear wheels 2 are auxiliary drive wheels driven by a vehicle motor drive device A according to the present invention. Indicates. The hybrid vehicle HV is provided with a transmission T that shifts the rotation of the engine E and a differential gear D that distributes the rotation output from the transmission T to the left and right front wheels 1.

  A vehicle motor drive device A according to the present invention incorporated in the electric vehicle EV and the hybrid vehicle HV will be described below with reference to FIGS.

  As shown in FIG. 3, the vehicle motor drive device A shows the electric motor 3, the speed reducer 4 that decelerates the rotation output from the electric motor 3, and the rotation output from the speed reducer 4 in FIG. 1. It consists of a differential gear 5 that distributes to the pair of left and right front wheels 1 of the electric vehicle EV or distributes to the pair of left and right rear wheels 2 of the hybrid vehicle HV shown in FIG.

  As shown in FIG. 4, the electric motor 3 includes an annular stator 6 and a rotor 7 disposed inside the stator 6. The stator 6 and the rotor 7 are accommodated in a motor housing 8.

  The electric motor 3 is equipped with an input side rotation sensor 9 that detects the number of rotations of the rotor 7. The input side rotation sensor 9 includes a resolver rotor 9A attached to the outer periphery of the rotor 7 so as to rotate integrally with the rotor 7, and a resolver stator 9B fixed to the motor housing 8. The input side rotation sensor 9 is connected to the transmission control device 10 shown in FIG. The transmission control device 10 controls the rotation of the electric motor 3 based on the output signal of the input side rotation sensor 9.

  As shown in FIG. 3, the speed reducer 4 includes an input shaft 30 to which the rotation of the rotor 7 of the electric motor 3 is input, and a first speed input provided on the input shaft 30 so as to rotate integrally with the input shaft 30. The gear 31A and the second speed input gear 31B, the output shaft 32 disposed in parallel to the input shaft 30 with a space therebetween, and the first speed output provided on the output shaft 32 so as to be rotatable with respect to the output shaft 32 A gear 33A and a second speed output gear 33B are provided. The speed reducer 4 decelerates and outputs the rotation input from the rotor 7 to the input shaft 30 by the first speed input gear 31A and the first speed output gear 33A (or the second speed input gear 31B and the second speed output gear 33B).

  The input shaft 30 is arranged so as to be coaxially arranged in series with the rotor 7 of the electric motor 3, and is rotatably supported by a pair of rolling bearings 34, 35 arranged at intervals in the axial direction. The rotor 7 and the input shaft 30 are connected by spline fitting so that both rotate integrally. Of the pair of rolling bearings 34 and 35 that support the input shaft 30, the rolling bearing 35 on the electric motor 3 side is assembled to the motor housing 8, and the rolling bearing 34 on the side opposite to the electric motor 3 accommodates the speed reducer 4. The speed reducer housing 42 is assembled.

  The output shaft 32 is also rotatably supported by a pair of rolling bearings 40 and 41 arranged at intervals in the axial direction. Of the pair of rolling bearings 40 and 41 that support the output shaft 32, the rolling bearing 41 on the electric motor 3 side is assembled to the motor housing 8, and the rolling bearing 40 on the opposite side to the electric motor 3 houses the reduction gear 4. The speed reducer housing 42 is assembled. The motor housing 8 and the reduction gear housing 42 are fastened by bolts (not shown) in a state where they are abutted in the axial direction of the electric motor 3.

  An output side rotation sensor 11 that detects the number of rotations of the output shaft 32 is attached to the output shaft 32. The output side rotation sensor 11 includes a rotation detection rotor 11A attached to the outer periphery of the output shaft 32 so as to rotate integrally with the output shaft 32, and a rotation detection stator provided close to the rotation detection rotor 11A. 11B. The rotation detection stator 11B is fixed to the speed reducer housing. Similar to the input side rotation sensor 9, the output side rotation sensor 11 is connected to the shift control device 10 shown in FIG. The transmission control device 10 calculates the target rotational speed of the electric motor 3 based on the output signal of the output side rotation sensor 11.

  As the output side rotation sensor 11, a gear fixed to the outer periphery of the output shaft 32 is used as the rotation detection rotor 11A, and the number of gear teeth passing through a predetermined position as the output shaft 32 rotates is counted by the rotation detection stator 11B. A gear-type rotation sensor, a magnetic or optical rotary encoder, or the like can be used.

  As shown in FIG. 3, the first-speed input gear 31 </ b> A and the second-speed input gear 31 </ b> B are arranged at an interval in the axial direction and are fixed to the input shaft 30 so as to rotate integrally with the input shaft 30. The first-speed output gear 33A and the second-speed output gear 33B are also arranged at intervals in the axial direction.

  As shown in FIG. 5, the first-speed output gear 33 </ b> A is formed in an annular shape through which the output shaft 32 passes, and is supported by the output shaft 32 via a rolling bearing 43 </ b> A, and the output shaft 32 is centered on the output shaft 32. It can be rotated. Similarly, the second speed output gear 33B is also rotatably supported by the output shaft 32 via the rolling bearing 43B.

  The first-speed input gear 31A and the first-speed output gear 33A are meshed with each other, and rotation is transmitted between the first-speed input gear 31A and the first-speed output gear 33A. The 2nd speed input gear 31B and the 2nd speed output gear 33B are also meshed, and rotation is transmitted between the 2nd speed input gear 31B and the 2nd speed output gear 33B by the meshing. The reduction ratio between the second speed input gear 31B and the second speed output gear 33B is smaller than the reduction ratio between the first speed input gear 31A and the first speed output gear 33A.

  A first-speed two-way roller clutch 44A is incorporated between the first-speed output gear 33A and the output shaft 32 to switch torque transmission and interruption between the first-speed output gear 33A and the output shaft 32. When the clutch is engaged, the first-speed two-way roller clutch 44A transmits the torque when the torque is input in either the forward or reverse direction, and when the clutch is disengaged, When torque is input in either the forward or reverse direction, the wheel rotates idly. Similarly, a 2-speed 2-way roller clutch 44B for switching between torque transmission and interruption between the 2-speed output gear 33B and the output shaft 32 is also incorporated between the 2-speed output gear 33B and the output shaft 32. Yes.

  Since the first-speed two-way roller clutch 44A and the second-speed two-way roller clutch 44B have the same configuration, the first-speed two-way roller clutch 44A will be described below. Parts corresponding to the first-speed two-way roller clutch 44A are denoted by the same reference numerals or reference numerals in which the alphabet A at the end is replaced with B, and description thereof is omitted.

  As shown in FIGS. 5 to 7, the first-speed two-way roller clutch 44 </ b> A includes a cylindrical surface 45 provided on the inner periphery of the first-speed output gear 33 </ b> A and an annular first speed that is prevented from rotating on the outer periphery of the output shaft 32. It comprises a cam surface 47 formed on the cam member 46A, a roller 48 incorporated between the cam surface 47 and the cylindrical surface 45, a first speed retainer 49A for holding the roller 48, and a first speed switch spring 50A. The cam surface 47 is a surface that forms a wedge-shaped space gradually narrowing from the circumferential center to both ends in the circumferential direction with the cylindrical surface 45. For example, as shown in FIG. It is a flat surface facing the direction.

  As shown in FIG. 6, the first speed holder 49 </ b> A is formed in a cylindrical shape having a plurality of pockets 51 at intervals in the circumferential direction, and a roller 48 is accommodated in each pocket 51. The first-speed retainer 49 </ b> A is relative to the output shaft 32 between an engagement position where the roller 48 is engaged between the cam surface 47 and the cylindrical surface 45 and a neutral position where the engagement of the roller 48 is released. It can be rotated.

  As shown in FIG. 7, the first-speed switch spring 50 </ b> A includes a C-shaped annular portion 52 in which a steel wire is wound in a C shape, and a pair of extensions extending radially outward from both ends of the C-shaped annular portion 52. Parts 53 and 53. The C-shaped annular portion 52 is fitted into a circular switch spring accommodating recess 54 formed on the axial end surface of the first-speed cam member 46A, and the pair of extending portions 53 and 53 are axial end surfaces of the first-speed cam member 46A. It is inserted in the radial groove 55 formed in.

  The radial groove 55 is formed so as to extend radially outward from the inner peripheral edge of the switch spring accommodating recess 54 and reach the outer periphery of the first speed cam member 46A. The extension portion 53 of the first speed switch spring 50A protrudes from the radial outer end of the radial groove 55, and the protruding portion of the extension portion 53 from the radial groove 55 is the axial direction of the first speed retainer 49A. It is inserted into a notch 56 formed at the end. The radial groove 55 and the notch 56 are formed to have the same width.

  The extending portion 53 is in contact with the inner surface of the radial groove 55 facing in the circumferential direction and the inner surface of the notch 56 facing in the circumferential direction, and is held at the first speed by the circumferential force acting on the contact surface. The container 49A is elastically held in the neutral position.

  That is, when the first-speed retainer 49A is rotated relative to the output shaft 32 and moved in the circumferential direction from the neutral position shown in FIG. 7, the position of the radial groove 55 and the position of the notch 56 are shifted in the circumferential direction. Therefore, the C-shaped annular portion 52 is elastically deformed in the direction in which the distance between the pair of extending portions 53, 53 is narrowed, and the pair of extending portions 53, 53 of the first speed switch spring 50A is caused to be radially grooved 55 by the elastic restoring force. The inner surface of the notch 56 and the inner surface of the notch 56 are pressed, and a force in a direction to return the first-speed retainer 49A to the neutral position is applied by the pressing.

  The first-speed two-way roller clutch 44 </ b> A and the second-speed two-way roller clutch 44 </ b> B can be selectively engaged by a transmission actuator 57.

  As shown in FIG. 10, the speed change actuator 57 includes a shift ring 58 provided between the first speed output gear 33A and the second speed output gear 33B so as to be movable in the axial direction, and the first speed output gear 33A and the shift ring 58. A first-speed friction plate 59A incorporated in between, and a second-speed friction plate 59B incorporated between the second-speed output gear 33B and the shift ring 58.

  Here, since the 1st speed friction plate 59A and the 2nd speed friction plate 59B have the same configuration of left-right symmetry, the 2nd speed friction plate 59B will be described below. The parts corresponding to 59B are given the same reference numerals or the reference numerals in which the alphabet B at the end is replaced with A, and the description thereof is omitted.

  The second speed friction plate 59B is provided with a projecting piece 60 (see FIG. 8) that engages with the notch 56 of the second speed retainer 49B. 59B is stopped by the second-speed retainer 49B. The notch 56 of the second-speed retainer 49B accommodates the projecting piece 60 of the second-speed friction plate 59B so as to be slidable in the axial direction. By this sliding, the second-speed friction plate 59B rotates around the second-speed retainer 49B. It can move in the axial direction with respect to the second-speed retainer 49B between a position in contact with the side surface of the second-speed output gear 33B and a position away from the second-speed output gear 33B in a stopped state.

  A recess 61 is formed at the tip of the protruding piece 60 of the second speed friction plate 59B. On the other hand, the spacer 62 fixed to the outer periphery of the output shaft 32 is formed with a convex portion 63 that engages with the concave portion 61. The concave portion 61 and the convex portion 63 are engaged with the concave portion 61 and the convex portion 63 in a state where the second speed friction plate 59B is separated from the side surface of the second speed output gear 33B. Is prevented from rotating around the output shaft 32 via the spacer 62, and at this time, the second-speed retainer 49B that is prevented from rotating by the second-speed friction plate 59B is held in the neutral position. Further, in a state where the second speed friction plate 59B is in a position where it contacts the side surface of the second speed output gear 33B, the engagement between the concave portion 61 and the convex portion 63 is released, so that the rotation stop of the second speed friction plate 59B is released. It has become so.

  Between the second speed friction plate 59B and the second speed cam member 46B, a second speed separation spring 64B is incorporated in an axially compressed state, and the second speed friction plate is obtained by the elastic restoring force of the second speed separation spring 64B. 59B is urged away from the side surface of the second-speed output gear 33B.

  The shift ring 58 presses the first-speed friction plate 59A to contact the side surface of the first-speed output gear 33A, and the shift ring 58 presses the second-speed friction plate 59B to contact the side surface of the second-speed output gear 33B. It is supported so as to be movable in the axial direction between the speed shift position. Further, a shift mechanism 65 that moves the shift ring 58 in the axial direction between the first-speed shift position and the second-speed shift position is provided.

  As shown in FIGS. 8 and 9, the shift mechanism 65 is related to a shift sleeve 67 that rotatably supports the shift ring 58 via a rolling bearing 66, and an annular groove 68 provided on the outer periphery of the shift sleeve 67. A bifurcated shift fork 69, a shift rod 70 to which the shift fork 69 is fixed, a shift motor 71, and a motion conversion mechanism 72 (feed screw mechanism) that converts the rotation of the shift motor 71 into a linear motion of the shift rod 70. Etc.).

  As shown in FIG. 9, the shift rod 70 is arranged parallel to the output shaft 32 at an interval, and is supported by a pair of sliding bearings 73 incorporated in the reduction gear housing 42 so as to be slidable in the axial direction. ing. The rolling bearing 66 incorporated between the shift ring 58 and the shift sleeve 67 is assembled so as to be immovable in the axial direction with respect to both the shift ring 58 and the shift sleeve 67.

  In the shift mechanism 65, the rotation of the shift motor 71 is converted into a linear motion by the motion conversion mechanism 72 and transmitted to the shift fork 69, and the linear motion of the shift fork 69 is transmitted to the shift ring 58 via the rolling bearing 66. As a result, the shift ring 58 is moved in the axial direction.

  As shown in FIG. 3, a final gear 74 that transmits the rotation of the output shaft 32 to the differential gear 5 is fixed to the output shaft 32.

  The differential gear 5 is fixed to the differential case 76 coaxially with the rotational center of the differential case 76 and is rotatably supported by a pair of bearings 75, 75 that are arranged at intervals in the axial direction. A meshing ring gear 77, a pinion shaft 78 fixed to the differential case 76 in a direction perpendicular to the rotation center of the differential case 76, a pair of pinions 79 rotatably supported by the pinion shaft 78, and the pair of pinions 79 And a pair of left and right side gears 80. The left side gear 80 is connected to the shaft end portion of the axle 81 connected to the left wheel, and the right side gear 80 is connected to the shaft end portion of the axle 81 connected to the right wheel. When the output shaft 32 rotates, the rotation of the output shaft 32 is transmitted to the differential case 76 via the final gear 74, and the rotation of the differential case 76 is distributed to the left and right wheels via the pinion 79 and the side gear 80. Here, the final reduction ratio (that is, the ratio of the number of teeth of the ring gear 77 to the number of teeth of the final gear 74) when rotation is transmitted from the output shaft 32 to the differential gear 5 is set to a size in the range of 4-5. ing.

  Below, the operation example of the motor drive apparatus A for vehicles is demonstrated.

  First, as shown in FIG. 10, when the first speed friction plate 59A is separated from the side surface of the first speed output gear 33A and the second speed friction plate 59B is separated from the side surface of the second speed output gear 33B, the first speed holding is performed. 49A is held in the neutral position by the spring force of the first speed switch spring 50A, and the second speed holder 49B is also held in the neutral position by the spring force of the second speed switch spring 50B. The engagement of the roller 48 is released, and the 2-speed 2-way roller clutch 44B is also released from the engagement of the roller 48.

  In this state, even if the motor shaft of the electric motor 3 shown in FIG. 3 rotates and the input shaft 30 rotates, the transmission of rotation is cut off by the first-speed two-way roller clutch 44A and the second-speed two-way roller clutch 44B. Therefore, the first speed output gear 33 </ b> A and the second speed output gear 33 </ b> B idle, and the rotation of the input shaft 30 is not transmitted to the output shaft 32.

  Next, when the shift mechanism 65 is operated to move the shift ring 58 shown in FIG. 10 toward the first-speed output gear 33A, as shown in FIG. 11, the first-speed friction plate 59A is connected to the first-speed output gear 33A. Since the first-speed friction plate 59A rotates relative to the output shaft 32 due to the friction force between the contact surfaces, the first-speed retainer 49A that is prevented from rotating by the first-speed friction plate 59A is engaged from the neutral position. The roller 48 held by the first-speed retainer 49A is pushed into the narrow portion of the wedge-shaped space between the cylindrical surface 45 and the cam surface 47, and the first-speed two-way roller clutch 44A is engaged. It becomes a state.

  In this state, the rotation of the first-speed output gear 33A is transmitted to the output shaft 32 via the first-speed two-way roller clutch 44A, and the rotation of the output shaft 32 is transmitted to the axle 81 via the differential gear 5. . As a result, in the electric vehicle EV shown in FIG. 1, the front wheels 1 as drive wheels are rotationally driven, and in the hybrid vehicle HV shown in FIG. 2, the rear wheels 2 as auxiliary drive wheels are rotationally driven.

  Next, when the shift ring 58 is moved in the axial direction from the first speed shift position to the second speed shift position by the operation of the shift mechanism 65, the frictional force between the contact surfaces of the first speed friction plate 59A and the first speed output gear 33A. Therefore, the first-speed retainer 49A is moved from the engagement position to the neutral position by the spring force of the first-speed switch spring 50A, and the first-speed two-way roller clutch 44A is engaged by the movement of the first-speed retainer 49A. Is released.

  When the shift ring 58 reaches the 2nd speed shift position, the 2nd speed friction plate 59B is pressed by the shift ring 58 and comes into contact with the side surface of the 2nd speed output gear 33B. Rotates relative to the output shaft 32, and the second-speed retainer 49B, which is prevented from rotating by the second-speed friction plate 59B, moves from the neutral position to the engagement position. The way roller clutch 44B is engaged.

  In this state, the rotation of the 2-speed output gear 33B is transmitted to the output shaft 32 via the 2-speed 2-way roller clutch 44B, and the rotation of the output shaft 32 is transmitted to the axle 81 via the differential gear 5.

  Similarly, by moving the shift ring 58 in the axial direction from the 2nd gear shift position to the 1st gear shift position, the engagement of the 2nd gear 2 way roller clutch 44B is released and the 1st gear 2 way roller clutch 44A is engaged. Can be combined.

  By the way, in the vehicle motor drive device A configured as described above, for example, after disengaging the first-speed two-way roller clutch 44A as the current gear, for example, the second-speed two-way roller clutch 44B is engaged as the next gear. When this is done, unpleasant shocks and noise may occur. This shift shock is generated when the difference in rotational speed between the input side and the output side of the 2-way roller clutch 44B instantaneously becomes zero when the 2-speed 2-way roller clutch 44B as the next shift stage is engaged. .

  In order to prevent this shift shock, the shift control device 10 shown in FIG. 12 decelerates (or accelerates) the electric motor 3 after releasing the engagement of the two-way roller clutch 44A (or 44B) at the current shift stage. Then, the rotation speed on the input side of the two-way roller clutch 44B (or 44A) at the next shift stage is brought close to the rotation speed on the output side, and in this state, the two-way roller clutch 44B (or 44A) at the next shift stage is engaged. To control.

  When such control is performed, when the two-way roller clutch 44B (or 44A) of the next shift stage is engaged, the shift speed is reduced by bringing the input side rotational speed close to the output side rotational speed in advance. Although it is possible to keep it small, another problem arises when the rotational speed on the input side is too close to the rotational speed on the output side.

  That is, since the two-way roller clutches 44A and 44B are engaged using the difference in rotational speed between the input side and the output side, when the two-way roller clutch 44A or 44B of the next shift stage is engaged, If the rotational speed on the input side of the 2-way roller clutch 44A or 44B at the next shift stage is too close to the rotational speed on the output side, the 2-way roller clutch 44A or 44B at the next shift stage will not readily engage, and as a result, The responsiveness of the gear change is reduced.

  Therefore, in order to ensure the responsiveness of the shift switching, the difference between the rotational speeds of the input side and the output side of the two-way roller clutch 44A or 44B of the next shift stage is not set to zero in advance, but a predetermined target larger than zero. Must be a value.

  Therefore, the shift control device 10 shown in FIG. 12 releases the engagement of the two-way roller clutch 44A (or 44B) at the current shift stage to achieve the next shift in order to achieve both the prevention of shift shock and the responsiveness of shift switching. When the gear change command for engaging the two-way roller clutch 44B (or 44A) of the second gear is received, the rotational speed difference between the input side and the output side of the two-way roller clutch 44B (or 44A) of the next gear stage is less than zero. After calculating the rotational speed of the electric motor 3 (hereinafter referred to as “target rotational speed”) that takes a predetermined target value that is larger than the target rotational speed, the electric motor 3 is accelerated or decelerated using the target rotational speed as a target value, and then the next gear stage. The two-way roller clutch 44B (or 44A) is engaged.

  Based on FIG. 13, the control at the time of upshifting to switch from the first speed to the second speed will be described.

When the shift control device 10 receives a shift-up shift command to disengage the first-speed two-way roller clutch 44A and engage the second-speed two-way roller clutch 44B, first, the shift motor 71 The shift ring 58 is moved from the first speed shift position to the second speed shift position by the operation, and the engagement of the first speed two-way roller clutch 44A is released (step S ₁ ).

Next, the rotational speed (target rotational speed) of the electric motor 3 that takes a predetermined target value in which the rotational speed difference between the input side and the output side of the second gear 2-way roller clutch 44B is greater than zero is set to the output side rotational speed. Calculation is performed based on the rotation speed of the output shaft 32 detected by the sensor 11 and the reduction ratio of the second speed (that is, the ratio of the number of teeth of the second-speed output gear 33B to the number of teeth of the second-speed input gear 31B) (step S ₂ ). .

Then, the electric motor 3 is decelerated using the target rotational speed calculated in this way as a target value (step S ₃ ), and the rotational speed of the electric motor 3 detected by the input side rotational sensor 9 has reached the target rotational speed. after, it allowed to reach the shift ring 58 in the second speed shift position by operation of the shift motor 71, to engage the two-way roller clutch 44B of the second speed (step S _4).

  As described above, when the shift from the first speed to the second speed is performed, after the first-speed two-way roller clutch 44A is disengaged, before the second-speed two-way roller clutch 44B is engaged, By decelerating the rotational speed on the input side of the 2-speed 2-way roller clutch 44B and bringing it closer to the rotational speed on the output side, it is possible to suppress a shift shock when the 2-speed 2-way roller clutch 44B is engaged.

  Next, based on FIG. 14, the control at the time of downshifting switching from the second speed to the first speed will be described.

When the shift control device 10 receives a shift-down shift command for disengaging the second-speed two-way roller clutch 44B and engaging the first-speed two-way roller clutch 44A, first, the shift motor 71 actuated by moving toward the shift ring 58 from the second speed shift position to the first speed shift position to disengage the second speed of the two-way roller clutch 44B (step S _5).

Next, the rotational speed (target rotational speed) of the electric motor 3 that takes a predetermined target value where the rotational speed difference between the input side and the output side of the first-speed 2-way roller clutch 44A is greater than zero is set to the output side rotational speed. speed and the first speed reduction ratio of the output shaft 32 detected by the sensor 11 (i.e., the ratio of the number of teeth of the first-speed output gear 33A for the number of teeth of the first-speed input gear 31A) calculates, based on (step S ₆₎ .

Then, the electric motor 3 is accelerated with the target rotational speed calculated in this way as a target value (step S ₇ ), and the rotational speed of the electric motor 3 detected by the input side rotation sensor 9 has reached the target rotational speed. Thereafter, the shift motor 58 is actuated to cause the shift ring 58 to reach the first speed shift position, and the first speed two-way roller clutch 44A is engaged (step S ₈ ).

  As described above, when the downshift from the 2nd speed to the 1st speed is performed, after the engagement of the 2nd speed 2 way roller clutch 44B is released and before the 1st speed 2 way roller clutch 44A is engaged, The speed change shock when the first-speed two-way roller clutch 44A is engaged can be suppressed by accelerating the rotation speed on the input side of the first-speed two-way roller clutch 44A to be close to the rotation speed on the output side.

  Thus, the vehicle motor drive device A disengages the two-way roller clutch 44A (or 44B) at the current gear stage and engages the two-way roller clutch 44B (or 44A) at the next gear stage. When the command is received, the rotational speed of the electric motor 3 is such that the difference in rotational speed between the input side and the output side of the two-way roller clutch 44B (or 44A) of the next gear shift takes a predetermined target value greater than zero ( The target rotational speed) is calculated, and the electric motor 3 is accelerated or decelerated using the target rotational speed as a target value, so that the rotational speed on the input side of the two-way roller clutch 44B (or 44A) of the next shift stage is set in advance on the output side. Thus, the shift shock can be kept small.

  By the way, in the above embodiment, the rotation speed of the output shaft 32 is used as the rotation speed on the output side for calculating the target rotation speed of the electric motor 3, but instead of the rotation speed of the output shaft 32, the differential gear 5. It is conceivable to use the rotational speed. That is, the output side rotation sensor 11 for calculating the target rotational speed of the electric motor 3 can be provided in the differential gear 5 and the target rotational speed of the electric motor 3 can be calculated based on the rotational speed of the differential gear 5. However, when this is done, there is a final reduction ratio (about 4 to 5) when the rotation is transmitted from the output shaft 32 to the differential gear 5, so that it is necessary to calculate the target rotational speed of the electric motor 3. There is a possibility that the resolution of the output side rotation sensor 11 is insufficient, and an error may occur in the target rotational speed of the electric motor 3 due to the insufficient resolution of the output side rotation sensor 11.

  On the other hand, in the vehicle motor drive device A of the above embodiment, the output side rotational speed for calculating the target rotational speed of the electric motor 3 is not the rotational speed of the differential gear 5 decelerated at the final reduction ratio. Since the rotational speed of the output shaft 32 before being decelerated at the final reduction ratio is used, it is easy to ensure the resolution of the output-side rotation sensor 11 necessary for calculating the target rotational speed of the electric motor 3, and the target of the electric motor 3 Errors in the number of revolutions are unlikely to occur. Further, an error due to backlash existing between the final gear 74 and the ring gear 77 does not occur.

  In the above embodiment, the vehicle motor drive device A in which the first-speed 2-way roller clutch 44A and the 2-speed 2-way roller clutch 44B are respectively incorporated in the first-speed output gear 33A and the second-speed output gear 33B will be described as an example. However, instead of the first-speed output gear and the second-speed output gear, a vehicle having a structure in which the first-speed 2-way roller clutch 44A and the 2-speed 2-way roller clutch 44B are incorporated in the first-speed input gear and the second-speed input gear, respectively. It is also possible to employ the motor drive device A for use.

  That is, as the speed reducer 4, an input shaft 30 to which rotation of the electric motor 3 is input, and a first speed input gear 31 </ b> A and a second speed input gear 31 </ b> B provided on the input shaft 30 so as to be rotatable with respect to the input shaft 30. And a first-speed two-way roller clutch 44A incorporated between the first-speed input gear 31A and the input shaft 30, and a second-speed two-way roller clutch 44B incorporated between the second-speed input gear 31B and the input shaft 30. A transmission actuator 57 that selectively engages the first-speed two-way roller clutch 44A and the second-speed two-way roller clutch 44B, and the output shaft 32 that is disposed in parallel with the input shaft 30 at an interval. A first-speed output gear 33A provided on the output shaft 32 so as to rotate integrally with the output shaft 32 and meshing with the first-speed input gear 31A and the second-speed input gear 31B, respectively. Speed output gear 33B, the rotation of the output shaft 32 can be used consisting of a final gear 74. which transmitted to the differential gear 5.

DESCRIPTION OF SYMBOLS 3 Electric motor 5 Differential gear 10 Transmission control apparatus 11 Output side rotation sensor 11A Rotation detection rotor 11B Rotation detection stator 30 Input shaft 31A First speed input gear 31B Second speed input gear 32 Output shaft 33A First speed output gear 33B Second speed output Gear 44A 1-speed 2-way roller clutch 44B 2-speed 2-way roller clutch 45 Cylindrical surface 47 Cam surface 48 Roller 49A 1-speed retainer 49B 2-speed retainer 50A 1-speed switch spring 50B 2-speed switch spring 57 Shift actuator 58 Shift Ring 59A 1st speed friction plate 59B 2nd speed friction plate 64A 1st speed separation spring 64B 2nd speed separation spring 65 Shift mechanism A Vehicle motor drive device

Claims (8)

The electric motor (3), the input shaft (30) to which the rotation of the electric motor (3) is input, and the first provided on the input shaft (30) so as to rotate integrally with the input shaft (30) The first input gear (31A) and the second input gear (31B), the output shaft (32) disposed in parallel with the input shaft (30) at an interval, and the output shaft (32) A first output gear (33A) and a second output gear (33B) which are rotatably provided on the output shaft (32) and mesh with the first input gear (31A) and the second input gear (31B), respectively; The first two-way roller clutch (44A) incorporated between the first output gear (33A) and the output shaft (32), and the second output gear (33B) and the output shaft (32). Second 2-way roller clutch (44B) A transmission actuator (57) for selectively engaging the first two-way roller clutch (44A) and the second two-way roller clutch (44B), and the rotation of the output shaft (32) are distributed to the left and right wheels. In the vehicle motor drive device having the differential gear (5)
The engagement of the output side rotation sensor (11) for detecting the rotation speed of the output shaft (32) and the two-way roller clutch (44A, 44B) at the current gear stage is released, and the two-way roller clutch ( 44B, 44A), when a shift command is received, a difference between the rotational speeds of the input side and output side of the two-way roller clutch (44B, 44A) of the next shift stage takes a predetermined target value greater than zero. The rotation speed of the electric motor (3) is calculated based on the rotation speed of the output shaft (32) detected by the output side rotation sensor (11), and the electric motor (3) is set with the rotation speed as a target value. A vehicle motor drive apparatus comprising: a shift control means (10) for performing control for engaging the two-way roller clutch (44B, 44A) of the next shift stage after acceleration or deceleration.   The output-side rotation sensor (11) is connected to a rotation detection rotor (11A) attached to the output shaft (32) so as to rotate integrally with the output shaft (32), and the rotation detection rotor (11A). The vehicle motor drive device according to claim 1, comprising a rotation detection stator (11 </ b> B) provided close to the vehicle. The first two-way roller clutch (44A) is provided on one of the inner periphery of the first output gear (33A) and the outer periphery of the output shaft (32), and on the other. A cam surface (47), a roller (48) incorporated between the cam surface (47) and the cylindrical surface (45), and the roller holding the roller (48), the cam surface (47) and the cylindrical surface (45) provided between the engagement position for engaging the roller (48) and the neutral position for releasing the engagement of the roller (48) so as to be rotatable relative to the output shaft (32). 1 retainer (49A) and a first switch spring (50A) that elastically retains the first retainer (49A) in the neutral position,
The second two-way roller clutch (44B) is provided on one of the inner periphery of the second output gear (33B) and the outer periphery of the output shaft (32), and on the other side. A cam surface (47), a roller (48) incorporated between the cam surface (47) and the cylindrical surface (45), and the roller holding the roller (48), the cam surface (47) and the cylindrical surface (45) between the engagement position for engaging the roller (48) and the neutral position for releasing the engagement of the roller (48). The vehicle motor drive device according to claim 1 or 2, comprising a second retainer (49B) and a second switch spring (50B) that elastically retains the second retainer (49B) in the neutral position.   The speed change actuator (57) is axially movable between a position where it is prevented from rotating with respect to the first retainer (49A) and is in contact with the side surface of the first output gear (33A) and a position where it is separated. A first friction plate (59A) provided on the first friction plate (59A), a first separation spring (64A) for urging the first friction plate (59A) in a direction away from the side surface of the first output gear (33A), A second friction plate (not provided for rotation with respect to the second retainer (49B) and provided so as to be movable in the axial direction between a position contacting the side surface of the second output gear (33B) and a position separating the second output gear (33B). 59B), the second friction plate (59B) that urges the second friction plate (59B) away from the side surface of the second output gear (33B), and the first friction plate (59A). To contact the side surface of the first output gear (33A). A shift ring provided so as to be axially movable between a first shift position and a second shift position that presses the second friction plate (59B) and contacts the side surface of the second output gear (33B). 58) and a shift mechanism (65) for moving the shift ring (58) in the axial direction. An electric motor (3), an input shaft (30) to which rotation of the electric motor (3) is input, and a first provided on the input shaft (30) so as to be rotatable with respect to the input shaft (30) The input gear (31A) and the second input gear (31B), the output shaft (32) arranged parallel to the input shaft (30) at a distance from each other, and the output shaft (32) rotate together. A first output gear (33A) and a second output gear (33B) provided on the output shaft (32) and meshing with the first input gear (31A) and the second input gear (31B), respectively. The first two-way roller clutch (44A) incorporated between the first input gear (31A) and the input shaft (30), and the second input gear (31B) and the input shaft (30). Second 2-way roller clutch (44B) A transmission actuator (57) for selectively engaging the first two-way roller clutch (44A) and the second two-way roller clutch (44B), and the rotation of the output shaft (32) are distributed to the left and right wheels. In the vehicle motor drive device having the differential gear (5)
The engagement of the output side rotation sensor (11) for detecting the rotation speed of the output shaft (32) and the two-way roller clutch (44A, 44B) at the current gear stage is released, and the two-way roller clutch ( 44B, 44A), when a shift command is received, a difference between the rotational speeds of the input side and output side of the two-way roller clutch (44B, 44A) of the next shift stage takes a predetermined target value greater than zero. The rotation speed of the electric motor (3) is calculated based on the rotation speed of the output shaft (32) detected by the output side rotation sensor (11), and the electric motor (3) is set with the rotation speed as a target value. A vehicle motor drive apparatus comprising: a shift control means (10) for performing control for engaging the two-way roller clutch (44B, 44A) of the next shift stage after acceleration or deceleration.   The output-side rotation sensor (11) is connected to a rotation detection rotor (11A) attached to the output shaft (32) so as to rotate integrally with the output shaft (32), and the rotation detection rotor (11A). The vehicle motor drive device according to claim 5, comprising a rotation detection stator (11 </ b> B) provided close to the vehicle. The first two-way roller clutch (44A) is provided on one of the inner circumference of the first input gear (31A) and the outer circumference of the input shaft (30), and on the other side. A cam surface (47), a roller (48) incorporated between the cam surface (47) and the cylindrical surface (45), and the roller holding the roller (48), the cam surface (47) and the cylindrical surface (45) provided between the engagement position for engaging the roller (48) and the neutral position for releasing the engagement of the roller (48) so as to be rotatable relative to the input shaft (30). 1 retainer (49A) and a first switch spring (50A) that elastically retains the first retainer (49A) in the neutral position,
The second two-way roller clutch (44B) is provided on the cylindrical surface (45) provided on one of the inner periphery of the second input gear (31B) and the outer periphery of the input shaft (30), and provided on the other. A cam surface (47), a roller (48) incorporated between the cam surface (47) and the cylindrical surface (45), and the roller holding the roller (48), the cam surface (47) and the cylindrical surface (45) between the engagement position for engaging the roller (48) and the neutral position for releasing the engagement of the roller (48). The vehicle motor drive device according to claim 5 or 6, comprising a second retainer (49B) and a second switch spring (50B) that elastically retains the second retainer (49B) in the neutral position.   The speed change actuator (57) is prevented from rotating with respect to the first retainer (49A) and is movable in the axial direction between a position where it contacts the side surface of the first input gear (31A) and a position where it separates. A first friction plate (59A) provided on the first friction plate, a first separation spring (64A) for urging the first friction plate (59A) in a direction away from the side surface of the first input gear (31A), and A second friction plate (which is prevented from rotating with respect to the second cage (49B) and is movable in the axial direction between a position contacting the side surface of the second input gear (31B) and a position separating from the position. 59B), the second friction plate (59B) that urges the second friction plate (59B) away from the side surface of the second input gear (31B), and the first friction plate (59A). To contact the side surface of the first input gear (31A) A shift ring provided so as to be axially movable between a first shift position and a second shift position that presses the second friction plate (59B) and contacts the side surface of the second input gear (31B). 58), and a shift mechanism (65) for moving the shift ring (58) in the axial direction.

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