WO2016152452A1 - Two-motor vehicle drive device - Google Patents

Two-motor vehicle drive device Download PDF

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Publication number
WO2016152452A1
WO2016152452A1 PCT/JP2016/056733 JP2016056733W WO2016152452A1 WO 2016152452 A1 WO2016152452 A1 WO 2016152452A1 JP 2016056733 W JP2016056733 W JP 2016056733W WO 2016152452 A1 WO2016152452 A1 WO 2016152452A1
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WIPO (PCT)
Prior art keywords
shaft
shafts
casing
drive device
motor
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PCT/JP2016/056733
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French (fr)
Japanese (ja)
Inventor
雪島　良
愛子 妙木
勇介 澁谷
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Ntn株式会社
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Publication of WO2016152452A1 publication Critical patent/WO2016152452A1/en

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    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K1/00—Arrangement or mounting of electrical propulsion units
    • B60K1/02—Arrangement or mounting of electrical propulsion units comprising more than one electric motor
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H1/00—Toothed gearings for conveying rotary motion
    • F16H1/02—Toothed gearings for conveying rotary motion without gears having orbital motion
    • F16H1/04—Toothed gearings for conveying rotary motion without gears having orbital motion involving only two intermeshing members
    • F16H1/06—Toothed gearings for conveying rotary motion without gears having orbital motion involving only two intermeshing members with parallel axes
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H57/00—General details of gearing
    • F16H57/02—Gearboxes; Mounting gearing therein
    • F16H57/023—Mounting or installation of gears or shafts in the gearboxes, e.g. methods or means for assembly
    • H—ELECTRICITY
    • H02—GENERATION; CONVERSION OR DISTRIBUTION OF ELECTRIC POWER
    • H02K—DYNAMO-ELECTRIC MACHINES
    • H02K7/00—Arrangements for handling mechanical energy structurally associated with dynamo-electric machines, e.g. structural association with mechanical driving motors or auxiliary dynamo-electric machines
    • H02K7/10—Structural association with clutches, brakes, gears, pulleys or mechanical starters
    • H02K7/116—Structural association with clutches, brakes, gears, pulleys or mechanical starters with gears
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/60—Other road transportation technologies with climate change mitigation effect
    • Y02T10/64—Electric machine technologies in electromobility

Definitions

  • the present invention relates to a two-motor vehicle drive device equipped with two electric motors and a speed reducer that are mounted on the spring upper side of a vehicle and independently drive left and right drive wheels.
  • Patent Document 1 and Patent Document 2 there are those disclosed in Patent Document 1 and Patent Document 2 as a two-motor vehicle drive device including two electric motors and a speed reducer for independently driving left and right drive wheels.
  • This type of two-motor vehicle drive device does not require a differential gear or the like that distributes the drive force of one electric motor to the left and right like a one-motor vehicle drive device that drives left and right drive wheels by one electric motor. Has the advantage.
  • the two-motor vehicle drive device is provided with an electric motor for driving independently for each of the left and right drive wheels, it is easy to vary the drive force of the left and right drive wheels. By generating a large amount of driving force on the wheels on the outside of the turn, it is easy to improve running performance such as turning performance.
  • the conventional two-motor vehicle drive device includes left and right electric motors 101L and 101R that individually drive left and right drive wheels, and speed reducers 102L and 102R that decelerate the rotation of the electric motors 101L and 101R.
  • the reduction gears 102L and 102R are arranged in the center of the left and right electric motors 101L and 101R.
  • the speed reducers 102 ⁇ / b> L and 102 ⁇ / b> R are connected to driving wheels via an input shaft 123 having an input gear to which power is transmitted from the motor shaft 112, and a drive shaft including a constant velocity joint 126 and an intermediate shaft 127.
  • This is a parallel shaft gear reducer that is arranged parallel to and offset from the output shaft 125 that transmits the driving force.
  • One or more intermediate shafts 124 are provided between the input shaft 123 and the output shaft 125 of the speed reducers 102L and 102R.
  • a constant velocity joint 126 is provided at the end of the output shaft 125 on the wheel side, and power is transmitted from the constant velocity joint 126 to the wheels via the intermediate shaft 127.
  • the left and right speed reducers 102L and 102R are accommodated in parallel in the speed reducer casing 128.
  • the input shaft 123, the intermediate shaft 124, and the output shaft 125 of the left and right speed reducers 102L and 102R are arranged in parallel to each other, and the gears of each shaft are helical gears. Both ends of the reduction gear casing 128 are rotatably supported by rolling bearings. Further, the shaft centers of the gear shafts of the left and right speed reducers 102L and 102R are arranged coaxially with each other.
  • Such a two-motor vehicle drive device needs to have a size that can be accommodated in the frame of the vehicle body, and downsizing of the entire device is essential.
  • the radial physiques of the speed reducers 102L and 102R can be shortened by shifting the phase of the gear train rather than the linear gear train, but a casing that accommodates the left and right 102L and 102R. Because of the asymmetric structure, the casing cost may increase.
  • the present invention provides a two-motor vehicle drive device having a structure in which a reduction gear casing that accommodates two reduction gears in the left-right parallel is provided in the center and motor casings of two electric motors are fixedly arranged on the left and right sides of the reduction gear casing.
  • the present invention provides two electric motors for independently driving the left and right drive wheels, and the power of the two electric motors is individually decelerated and transmitted to the left and right drive wheels.
  • the reduction gear includes an input shaft having an input gear to which power is transmitted from the motor shaft, and an output shaft having an output gear for transmitting a driving force to the drive wheels via the drive shaft.
  • one or more intermediate shafts having intermediate gears provided between the input shaft and the output shaft, with two speed reducer casings that accommodate the two speed reducers arranged in parallel on the left and right sides.
  • the left and right input shafts and the output shaft are respectively located on the same axis, and the left and right intermediate shafts are connected to the input and output shafts.
  • the inboard side of the left and right intermediate shafts that are shifted to the left and right are arranged at positions that overlap each other in the axial direction.
  • the reduction gear casing has a three-piece structure of a central casing and left and right side casings fixed to both side surfaces of the central casing, and the axis of the intermediate shaft of the left and right reduction gears is connected to the surface connecting the input shaft and the output shaft. By arranging them at positions that are shifted from each other by the same distance in opposite directions, the shape of the left and right side casings can be made common.
  • the center side where the two reduction gears are connected is called the inboard side
  • the outer side of the reduction gear is called the outboard side.
  • the axial centers of the left and right intermediate shafts are arranged in parallel to positions shifted in directions opposite to each other with respect to the plane connecting the input shaft and the output shaft. Since the inboard sides of the left and right intermediate shafts that are offset from each other are arranged so as to overlap each other in the axial direction, the axial dimensions of the entire left and right intermediate shafts are shortened by the amount of overlap in the axial direction. Reduction of directional dimension is possible.
  • the axial dimension of the entire reduction gear can be further reduced.
  • the left and right side casings have the same shape by arranging the axis of the left and right intermediate shafts at positions that are offset from each other by the same distance in opposite directions from the plane connecting the input shaft axis and the output shaft axis. Since it can be made into a shape, it is possible to reduce mold costs and production costs.
  • FIG. 8 is an end view taken along line VIII-VIII in FIG. 7 when the gear train of the embodiment in FIG. 7 is viewed from the axial direction. It is a cross-sectional top view which shows the conventional 2 motor vehicle drive device.
  • the two-motor vehicle drive device A has a reduction gear casing 20 that accommodates two reduction gears 2L and 2R in parallel in the left and right directions.
  • a structure in which motor casings 3L and 3R of the base electric motors 1L and 1R are fixedly arranged is adopted.
  • the electric vehicle B shown in FIG. 2 is a front-wheel drive system, and includes a chassis 41, front wheels 42 as drive wheels, rear wheels 43, and a two-motor vehicle drive device A that independently drives left and right drive wheels.
  • the two-motor vehicle drive device A is mounted on the chassis 41 at the center position of the left and right front wheels 42 as drive wheels, and the drive force of the two-motor vehicle drive device A is from the constant velocity joint 15 and the intermediate shaft 16. Is transmitted to the front wheels 42 which are the left and right drive wheels via the drive shaft.
  • the mounting form of the two-motor vehicle drive device A may be a rear wheel drive system or a four wheel drive system in addition to the front wheel drive system shown in FIG.
  • the left and right electric motors 1L and 1R in the two-motor vehicle drive device A according to the present invention are housed in motor casings 3L and 3R as shown in FIG.
  • the motor casings 3L and 3R are cylindrical motor casing main bodies 3aL and 3aR, outer walls 3bL and 3bR for closing the outer surfaces of the motor casing main bodies 3aL and 3aR, and reducers on the inner sides of the motor casing main bodies 3aL and 3aR.
  • the inner walls 3cL and 3cR are 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.
  • 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. Although not shown, an axial gap type electric motor may be used.
  • the rotor 12 has a motor shaft 12a at 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 main bodies 3aL and 3aR (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.
  • a partition wall 21 is provided in 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.
  • the speed reducers 2L and 2R are provided symmetrically, and input shafts 23L and 23R each having an input gear 23a to which power is transmitted from the motor shaft 12a, and large diameters engaged with the input gear 23a.
  • Intermediate shafts 24L and 24R having small-diameter gears 24b meshing with the gears 24a and the output gears 25a, and output gears 25a, which are pulled out from the speed reducer casing 20 through the constant velocity joint 15 and the intermediate shaft 16 (FIG. 2).
  • This is a parallel gear reducer including output shafts 25L and 25R that transmit driving force to the driving wheels.
  • both ends of the input shafts 23L and 23R of the speed reducers 2L and 2R are provided with boss portions 27a formed on the left and right sides of the partition wall 21 of the central casing 20a and boss portions 27b formed on the side casings 20bL and 20bR.
  • boss portions 27a formed on the left and right sides of the partition wall 21 of the central casing 20a
  • boss portions 27b formed on the side casings 20bL and 20bR.
  • the end portions on the outboard side of the input shafts 23L and 23R are drawn outward from the openings provided in the side casings 20bL and 20bR, and a seal is provided between the openings and the outer ends of the input shafts 23L and 23R.
  • a member 31 is provided to prevent leakage of lubricating oil sealed in the speed reducers 2L and 2R and entry of muddy water from the outside.
  • the input shafts 23L and 23R have a hollow structure, and the motor shaft 12a is inserted into the hollow input shafts 23L and 23R.
  • the input shafts 23L, 23R and the motor shaft 12a are coupled to each other by spline (including the serrations).
  • the intermediate shafts 24L and 24R are stepped gears 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 shafts 24L and 24R are supported by rolling bosses 34a and 34b on boss portions 32 formed on both surfaces of the partition wall 21 of the central casing 20a and boss portions 33 formed on the side casings 20bL and 20bR. Yes. In FIG. 1, the rolling bearings 34a and 34b and the boss portions 32 and 33 of the intermediate shaft 24L are hidden behind the rear side and cannot be seen.
  • the output shafts 25L and 25R have large-diameter output gears 25a, and rolling bearings 37a and 37b are formed on boss portions 35 formed on both surfaces of the partition wall 21 of the central casing 20a and boss portions 36 formed on the side casings 20bL and 20bR. Is supported by.
  • Outboard side ends of the output shafts 25L and 25R are drawn out of the reduction gear casing 20 through openings formed in the side casings 20bL and 20bR, and are pulled out to the outboard side ends of the output shafts 25L and 25R.
  • the outer ring member 15a of the constant velocity joint 15 is spline-coupled to the outer peripheral surface.
  • the constant velocity joint 15 coupled to the output shafts 25L and 25R is connected to the drive wheels via the intermediate shaft 16 (FIG. 2).
  • An oil seal 39 is provided between the end of the output shaft 25L, 25R on the outboard side and the opening formed in the side casings 20bL, 20bR, and leakage of the lubricating oil sealed in the speed reducers 2L, 2R and the outside Intrusion of muddy water from
  • the shaft centers c1 of the input shafts 23L and 23R of the two left and right speed reducers 2L and 2R are arranged coaxially with each other.
  • the shaft centers c3 of the output shafts 25L and 25R of the two left and right speed reducers 2L and 2R are also coaxially arranged.
  • the shaft centers c2 of the intermediate shafts 24L and 24R of the two left and right speed reducers 2L and 2R are not positioned coaxially with each other in order to reduce the overall axial dimension of the two speed reducers 2L and 2R.
  • the shaft center c2 of the intermediate shafts 24L and 24R of the two left and right speed reducers 2L and 2R is composed of the shaft center c3 of the output shafts 25L and 25R and the shaft center c1 of the input shafts 23L and 23R. Are arranged at positions shifted from each other in the opposite directions. Further, as shown in FIG. 4, the rolling bearing 34a that supports the inboard side ends of the intermediate shafts 24L and 24R of the two left and right speed reducers 2L and 2R that are displaced in the opposite directions is provided in the axial direction. Are arranged at positions overlapping each other. In this example, the ball bearings 34a of the intermediate shafts 24L and 24R are arranged so as to have the same ball center position.
  • the shaft centers c2 of the intermediate shafts 24L and 24R of the two left and right speed reducers 2L and 2R are arranged at positions shifted in the opposite directions, and further, the two left and right speed reduction gears at positions shifted in the opposite directions. If the end portions on the inboard side of the intermediate shafts 24L and 24R of the machines 2L and 2R are arranged so as to overlap each other in the axial direction, the overall axial dimensions of the left and right intermediate shafts 24L and 24R are shortened by the overlapping amount. The overall axial dimensions of the machines 2L, 2R are reduced.
  • the shaft centers c2 of the intermediate shafts 24L and 24R of the left and right speed reducers 2L and 2R are mutually opposite to each other from the plane connecting the shaft centers c3 of the output shafts 25L and 25R and the shaft centers c1 of the input shafts 23L and 23R. They are arranged at positions shifted by an equal distance. As a result, the left and right two speed reducers 2L and 2R have a target shape. Therefore, as shown in FIG. 5, the speed reducer casing 20 of the three-piece structure speed reducers 2L and 2R is fixed to the left and right of the central casing 20a.
  • the side casings 20bL and 20bR to be formed can have the same shape.
  • the mold cost and the manufacturing cost can be reduced by making the side casings 20bL and 20bR have a common shape.
  • FIG. 6 is an end view similar to FIG. 4 and shows a modification thereof.
  • FIG. 6 shows an embodiment in which the amount of overlap in the axial direction of the rolling bearing 34a that supports the end portions on the inboard side of the intermediate shafts 24L and 24R of the two speed reducers 2L and 2R is increased. By increasing the number, the overall axial dimension of the speed reducers 2L and 2R can be further reduced.
  • the intermediate shafts 24L and 24R are disposed so as to exceed the axial width of the rolling bearings 34a.
  • FIG. 7 and 8 show an embodiment in which the intermediate shafts 24L and 24R of the two left and right speed reducers 2L and 2R are arranged in a plurality of stages, and the left and right axial centers c2 of the intermediate shafts 24L and 24R of the respective stages are
  • the output shafts 25L and 25R and the input shafts 23L and 23R are arranged at positions shifted in opposite directions from the plane connecting the shafts of the input shafts 23L and 23R.
  • the rolling bearings 34a that support the end portions on the inboard side of the intermediate shafts 24L and 24R (three each in this example) of the left and right reduction gears 2L and 2R are arranged at positions that overlap each other in the axial direction. Has been.
  • the intermediate shafts 24 ⁇ / b> L and 24 ⁇ / b> R are arranged so that the positions of the ball centers of the respective rolling bearings 34 a are the same, or the intermediate shafts 24 ⁇ / b> L and 24 ⁇ / b> R are respectively arranged.
  • the rolling bearing 34a is disposed beyond the axial width.
  • the axis c2 of the intermediate shafts 24L and 24R of each stage is a plane connecting the axis c3 of the output shafts 25L and 25R and the axis c1 of the input shafts 23L and 23R.
  • the side casings 20bL and 20bR are shared by arranging them at positions shifted from each other by an equal distance in the opposite direction.

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  • Engineering & Computer Science (AREA)
  • General Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Power Engineering (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Transportation (AREA)
  • Gear Transmission (AREA)
  • Arrangement Or Mounting Of Propulsion Units For Vehicles (AREA)
  • General Details Of Gearings (AREA)
  • Connection Of Motors, Electrical Generators, Mechanical Devices, And The Like (AREA)

Abstract

The purpose of the present invention is to reduce the axial direction dimension of two reducers (2L, 2R), and thereby make the overall frame of a two-motor vehicle drive device (A) smaller in size. The centers of left and right intermediate shafts (24L, 24R) of the reducers (2L, 2R) are arranged at positions which are shifted in mutually opposite directions with respect to a plane connecting input shafts (23L, 23R) and output shafts (25L, 25R), and the inboard sides of the left and right intermediate shafts (24L, 24R) at these left- and right-shifted positions are arranged at mutually overlapping positions in the axial direction, thereby reducing the axial direction dimension of the two reducers (2L, 2R).

Description

２モータ車両駆動装置Two-motor vehicle drive device
　この発明は、車両のばね上側に搭載され、左右の駆動輪をそれぞれ独立して駆動させる２基の電動モータと減速機を備える２モータ車両駆動装置に関するものである。 The present invention relates to a two-motor vehicle drive device equipped with two electric motors and a speed reducer that are mounted on the spring upper side of a vehicle and independently drive left and right drive wheels.
　左右の駆動輪をそれぞれ独立して駆動させる２基の電動モータと減速機を備える２モータ車両駆動装置としては、特許文献１及び特許文献２に開示されたものがある。 There are those disclosed in Patent Document 1 and Patent Document 2 as a two-motor vehicle drive device including two electric motors and a speed reducer for independently driving left and right drive wheels.
　この種の２モータ車両駆動装置は、一つの電動モータによって左右の駆動輪を駆動させる１モータ車両駆動装置のように、一つの電動モータの駆動力を左右に振り分けるデファレンシャルギア等も不要になる、という利点を有する。 This type of two-motor vehicle drive device does not require a differential gear or the like that distributes the drive force of one electric motor to the left and right like a one-motor vehicle drive device that drives left and right drive wheels by one electric motor. Has the advantage.
　また、２モータ車両駆動装置は、左右の駆動輪のそれぞれについて独立に駆動用の電動モータを備えるので、左右の駆動輪の駆動力を異ならせることが容易であり、旋回時に旋回内側の車輪より旋回外側の車輪に多くの駆動力を発生させることで、旋回性能が向上する等の走行性能の向上が容易である。 In addition, since the two-motor vehicle drive device is provided with an electric motor for driving independently for each of the left and right drive wheels, it is easy to vary the drive force of the left and right drive wheels. By generating a large amount of driving force on the wheels on the outside of the turn, it is easy to improve running performance such as turning performance.
特開平１１－２４３６６４号公報Japanese Patent Application Laid-Open No. 11-243664 ＵＳ２０１２／０３０４７９０Ａ１US2012 / 0304790A1
　従来の２モータ車両駆動装置は、図９に示すように、左右の駆動輪を個別に駆動する左右の電動モータ１０１Ｌ、１０１Ｒと電動モータ１０１Ｌ、１０１Ｒの回転を減速する減速機１０２Ｌ、１０２Ｒを備え、左右の電動モータ１０１Ｌ、１０１Ｒの中央に減速機１０２Ｌ、１０２Ｒを配置している。 As shown in FIG. 9, the conventional two-motor vehicle drive device includes left and right electric motors 101L and 101R that individually drive left and right drive wheels, and speed reducers 102L and 102R that decelerate the rotation of the electric motors 101L and 101R. The reduction gears 102L and 102R are arranged in the center of the left and right electric motors 101L and 101R.
　減速機１０２Ｌ、１０２Ｒは、図９に示すように、モータ軸１１２から動力が伝達される入力歯車を有する入力軸１２３と、等速ジョイント１２６および中間シャフト１２７からなるドライブシャフトを介して駆動輪に駆動力を伝達する出力軸１２５とが平行かつオフセットした配置の平行軸歯車減速機である。 As shown in FIG. 9, the speed reducers 102 </ b> L and 102 </ b> R are connected to driving wheels via an input shaft 123 having an input gear to which power is transmitted from the motor shaft 112, and a drive shaft including a constant velocity joint 126 and an intermediate shaft 127. This is a parallel shaft gear reducer that is arranged parallel to and offset from the output shaft 125 that transmits the driving force.
　減速機１０２Ｌ、１０２Ｒの入力軸１２３と出力軸１２５との間には、1つ以上の中間軸１２４（カウンター軸）が設けられる。 One or more intermediate shafts 124 (counter shafts) are provided between the input shaft 123 and the output shaft 125 of the speed reducers 102L and 102R.
　出力軸１２５の車輪側の端部には、図９に示すように、等速ジョイント１２６が設けられ、等速ジョイント１２６から中間シャフト１２７を介して車輪に動力が伝達される。 As shown in FIG. 9, a constant velocity joint 126 is provided at the end of the output shaft 125 on the wheel side, and power is transmitted from the constant velocity joint 126 to the wheels via the intermediate shaft 127.
　左右の減速機１０２Ｌ、１０２Ｒは、減速機ケーシング１２８内に並列に収容されている。 The left and right speed reducers 102L and 102R are accommodated in parallel in the speed reducer casing 128.
　ところで、左右の減速機１０２Ｌ、１０２Ｒの入力軸１２３、中間軸１２４、出力軸１２５は、互いに平行に配置された構成であり、各軸の歯車は、はすば歯車であり、各歯車軸は両端を転がり軸受により、減速機ケーシング１２８に回転自在に支持されている。また、左右の減速機１０２Ｌ、１０２Ｒの各歯車軸の軸心は、互いに同軸上に配置されている。 By the way, the input shaft 123, the intermediate shaft 124, and the output shaft 125 of the left and right speed reducers 102L and 102R are arranged in parallel to each other, and the gears of each shaft are helical gears. Both ends of the reduction gear casing 128 are rotatably supported by rolling bearings. Further, the shaft centers of the gear shafts of the left and right speed reducers 102L and 102R are arranged coaxially with each other.
　このような２モータ車両駆動装置は、車体のフレーム内に収容可能な大きさとする必要があり、装置全体の小型化は必須である。 Such a two-motor vehicle drive device needs to have a size that can be accommodated in the frame of the vehicle body, and downsizing of the entire device is essential.
　しかしながら、電動モータ１０１Ｌ、１０１Ｒは、出力動力によりある程度の体格が決まってしまうため、減速機１０２Ｌ、１０２Ｒの体格の小型化が必要である。 However, since the electric motors 101L and 101R have a certain physique depending on the output power, it is necessary to reduce the size of the reduction gears 102L and 102R.
　減速機１０２Ｌ、１０２Ｒの径方向体格は、直線的な歯車列の配置よりも、歯車列の位相をずらした配置とすることにより、短縮が可能であるが、左右の１０２Ｌ、１０２Ｒを収容するケーシングが非対称構造となるため、ケーシングコストが上がってしまう可能性がある。 The radial physiques of the speed reducers 102L and 102R can be shortened by shifting the phase of the gear train rather than the linear gear train, but a casing that accommodates the left and right 102L and 102R. Because of the asymmetric structure, the casing cost may increase.
　また、減速機１０２Ｌ、１０２Ｒを構成する歯車自体を小型化することでも、減速機１０２Ｌ、１０２Ｒの径方向体格の小型化は可能であるが、歯車に作用する荷重が増大するため、歯車強度を満足するためには、歯車の歯幅を大きくする必要がある。すると、２モータ車両駆動装置の軸方向寸法が大きくなってしまい、車体フレームに収まらなくなるという可能性も生じる。 In addition, it is possible to reduce the size of the reduction gears 102L and 102R in the radial direction by reducing the size of the gears constituting the reduction gears 102L and 102R. However, since the load acting on the gears increases, the gear strength is increased. In order to be satisfied, it is necessary to increase the tooth width of the gear. Then, the dimension in the axial direction of the two-motor vehicle drive device becomes large, and there is a possibility that the two-motor vehicle drive device will not fit in the body frame.
　そこで、この発明は、２基の減速機を左右並列に収容する減速機ケーシングを中央にし、その減速機ケーシングの左右に２基の電動モータのモータケーシングを固定配置する構造の２モータ車両駆動装置において、２基の減速機全体の軸方向寸法の低減を図り、しかも左右の減速機を収容するケーシングを対称形状にして、左右のケーシングを共通化することにより、型費や製作コストを低減しようとするものである。 In view of this, the present invention provides a two-motor vehicle drive device having a structure in which a reduction gear casing that accommodates two reduction gears in the left-right parallel is provided in the center and motor casings of two electric motors are fixedly arranged on the left and right sides of the reduction gear casing. In order to reduce the die cost and manufacturing cost by reducing the axial dimensions of the two speed reducers as a whole and making the casings that accommodate the left and right speed reducers symmetrical and sharing the left and right casings It is what.
　前記の課題を解決するために、この発明は、左右の駆動輪をそれぞれ独立に駆動させる２基の電動モータと、この２基の電動モータの動力を個別に減速して左右の駆動輪に伝達する２基の減速機とを備え、減速機は、モータ軸から動力が伝達される入力歯車を有する入力軸と、ドライブシャフトを介して駆動輪に駆動力を伝達する出力歯車を有する出力軸と、入力軸と出力軸との間に設けられる中間歯車を有する1つ以上の中間軸とからなり、この２基の減速機を左右並列に収容する減速機ケーシングを中央にしてその左右に２基の電動モータのモータケーシングを固定配置した２モータ車両駆動装置において、左右の入力軸と出力軸がそれぞれ同一の軸心上に位置し、左右の中間軸の軸心を、前記入力軸と出力軸とを結ぶ面に対して互いに反対方向にずれた位置に平行に配置し、かつ、この左右にずれた位置にある左右の中間軸のインボード側が軸方向に互いに重なる位置に配置したことを特徴とする。 In order to solve the above-described problems, the present invention provides two electric motors for independently driving the left and right drive wheels, and the power of the two electric motors is individually decelerated and transmitted to the left and right drive wheels. The reduction gear includes an input shaft having an input gear to which power is transmitted from the motor shaft, and an output shaft having an output gear for transmitting a driving force to the drive wheels via the drive shaft. And one or more intermediate shafts having intermediate gears provided between the input shaft and the output shaft, with two speed reducer casings that accommodate the two speed reducers arranged in parallel on the left and right sides. In the two-motor vehicle drive apparatus in which the motor casing of the electric motor is fixedly arranged, the left and right input shafts and the output shaft are respectively located on the same axis, and the left and right intermediate shafts are connected to the input and output shafts. To the surface connecting The inboard side of the left and right intermediate shafts that are shifted to the left and right are arranged at positions that overlap each other in the axial direction.
　減速機ケーシングを、中央ケーシングとこの中央ケーシングの両側面に固定される左右の側面ケーシングの３ピース構造とし、左右の減速機の中間軸の軸心を、入力軸と出力軸とを結ぶ面から互いに反対方向に互いに等しい距離だけずれた位置に配置することにより、左右の側面ケーシングの形状を共通形状にすることができる。
ここで２モータ車両駆動装置において、２基の減速機が連結する中央寄りをインボード側といい、減速機の外側寄りをアウトボード側という。 The reduction gear casing has a three-piece structure of a central casing and left and right side casings fixed to both side surfaces of the central casing, and the axis of the intermediate shaft of the left and right reduction gears is connected to the surface connecting the input shaft and the output shaft. By arranging them at positions that are shifted from each other by the same distance in opposite directions, the shape of the left and right side casings can be made common.
Here, in the two-motor vehicle drive device, the center side where the two reduction gears are connected is called the inboard side, and the outer side of the reduction gear is called the outboard side.
　以上のように、この発明によれば、左右の中間軸の軸心を、前記入力軸と出力軸とを結ぶ面に対して互いに反対方向にずれた位置に平行に配置し、かつ、この左右にずれた位置にある左右の中間軸のインボード側が軸方向に互いに重なる位置に配置したので、左右の中間軸全体の軸方向寸法が軸方向の重なり分だけ短くなるので、減速機全体の軸方向寸法の低減が可能になる。 As described above, according to the present invention, the axial centers of the left and right intermediate shafts are arranged in parallel to positions shifted in directions opposite to each other with respect to the plane connecting the input shaft and the output shaft. Since the inboard sides of the left and right intermediate shafts that are offset from each other are arranged so as to overlap each other in the axial direction, the axial dimensions of the entire left and right intermediate shafts are shortened by the amount of overlap in the axial direction. Reduction of directional dimension is possible.
　したがって、中間軸のインボード側の軸方向の重なり量をより多くすることにより、減速機全体の軸方向寸法をより低減することができる。 Therefore, by increasing the amount of overlap in the axial direction on the inboard side of the intermediate shaft, the axial dimension of the entire reduction gear can be further reduced.
　また、左右の中間軸の軸心を、入力軸の軸心と出力軸軸心を結ぶ面から互いに反対方向に互いに等しい距離だけずれた位置に配置することにより、左右の側面ケーシングの形状を共通形状にすることができるため、型費や製作コストを低減することができる。 In addition, the left and right side casings have the same shape by arranging the axis of the left and right intermediate shafts at positions that are offset from each other by the same distance in opposite directions from the plane connecting the input shaft axis and the output shaft axis. Since it can be made into a shape, it is possible to reduce mold costs and production costs.
この発明に係る２モータ車両駆動装置の実施形態を示す横断平面図である。It is a cross-sectional top view which shows embodiment of the 2 motor vehicle drive device which concerns on this invention. この発明に係る２モータ車両駆動装置を使用する電気自動車の一例を示す概略平面図である。It is a schematic plan view which shows an example of the electric vehicle which uses the 2 motor vehicle drive device which concerns on this invention. 図１の実施形態の歯車列を軸方向から見た端面図である。It is the end elevation which looked at the gear train of the embodiment of FIG. 1 from the axial direction. 図３のＩＶ－ＩＶ線の端面図である。FIG. 4 is an end view taken along line IV-IV in FIG. 3. 図１の実施形態の減速機ケーシングの分解斜視図である。It is a disassembled perspective view of the reduction gear casing of embodiment of FIG. この発明の他の実施形態の歯車列を径方向から見た端面図である。It is the end elevation which looked at the gear train of other embodiments of this invention from the diameter direction. この発明に係る２モータ車両駆動装置の他の実施形態を示す横断平面図である。It is a cross-sectional top view which shows other embodiment of the 2 motor vehicle drive device based on this invention. 図７の実施形態の歯車列を軸方向から見た図７のＶＩＩＩ－ＶＩＩＩ線の端面図である。FIG. 8 is an end view taken along line VIII-VIII in FIG. 7 when the gear train of the embodiment in FIG. 7 is viewed from the axial direction. 従来の２モータ車両駆動装置を示す横断平面図である。It is a cross-sectional top view which shows the conventional 2 motor vehicle drive device.
　以下、この発明の実施の形態を添付図面に基づいて説明する。 Hereinafter, embodiments of the present invention will be described with reference to the accompanying drawings.
　この発明に係る２モータ車両駆動装置Ａは、図１に示すように、２基の減速機２Ｌ、２Ｒを左右並列に収容する減速機ケーシング２０を中央にし、その減速機ケーシング２０の左右に２基の電動モータ１Ｌ、１Ｒのモータケーシング３Ｌ、３Ｒを固定配置した構造を採用する。 As shown in FIG. 1, the two-motor vehicle drive device A according to the present invention has a reduction gear casing 20 that accommodates two reduction gears 2L and 2R in parallel in the left and right directions. A structure in which motor casings 3L and 3R of the base electric motors 1L and 1R are fixedly arranged is adopted.
　図２に示す電気自動車Ｂは、前輪駆動方式であり、シャーシ４１と、駆動輪としての前輪４２と、後輪４３と、左右の駆動輪をそれぞれに独立に駆動する２モータ車両駆動装置Ａとを備え、２モータ車両駆動装置Ａは、駆動輪である左右の前輪４２の中央位置のシャーシ４１上に搭載され、２モータ車両駆動装置Ａの駆動力は、等速ジョイント１５と中間シャフト１６からなるドライブシャフトを介して左右の駆動輪である前輪４２に伝達される。 The electric vehicle B shown in FIG. 2 is a front-wheel drive system, and includes a chassis 41, front wheels 42 as drive wheels, rear wheels 43, and a two-motor vehicle drive device A that independently drives left and right drive wheels. The two-motor vehicle drive device A is mounted on the chassis 41 at the center position of the left and right front wheels 42 as drive wheels, and the drive force of the two-motor vehicle drive device A is from the constant velocity joint 15 and the intermediate shaft 16. Is transmitted to the front wheels 42 which are the left and right drive wheels via the drive shaft.
　なお、２モータ車両駆動装置Ａの搭載形態としては、図２に示す前輪駆動方式の他、後輪駆動方式、四輪駆動方式でもよい。 The mounting form of the two-motor vehicle drive device A may be a rear wheel drive system or a four wheel drive system in addition to the front wheel drive system shown in FIG.
　この発明に係る２モータ車両駆動装置Ａにおける左右の電動モータ１Ｌ、１Ｒは、図１に示すように、モータケーシング３Ｌ、３Ｒ内に収容されている。 The left and right electric motors 1L and 1R in the two-motor vehicle drive device A according to the present invention are housed in motor casings 3L and 3R as shown in FIG.
　モータケーシング３Ｌ、３Ｒは、円筒形のモータケーシング本体３ａＬ、３ａＲと、このモータケーシング本体３ａＬ、３ａＲの外側面を閉塞する外側壁３ｂＬ、３ｂＲと、モータケーシング本体３ａＬ、３ａＲの内側には減速機２Ｌ、２Ｒと隔てる内側壁３ｃＬ、３ｃＲからなる。モータケーシング本体３ａＬ、３ａＲの内側壁３ｃＬ、３ｃＲには、モータ軸１２ａを引き出す開口部が設けられている。 The motor casings 3L and 3R are cylindrical motor casing main bodies 3aL and 3aR, outer walls 3bL and 3bR for closing the outer surfaces of the motor casing main bodies 3aL and 3aR, and reducers on the inner sides of the motor casing main bodies 3aL and 3aR. The inner walls 3cL and 3cR are 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.
　電動モータ１Ｌ、１Ｒは、図１に示すように、モータケーシング本体３ａＬ、３ａＲの内周面にステータ１１を設け、このステータ１１の内周に間隔をおいてロータ１２を設けたラジアルギャップタイプのものを使用している。なお、図示はしなかったがアキシャルギャップタイプの電動モータを使用してもよい。 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. Although not shown, an axial gap type electric motor may be used.
　ロータ１２は、モータ軸１２ａを中心部に有し、そのモータ軸１２ａはモータケーシング本体３ａＬ、３ａＲの内側壁３ｃＬ、３ｃＲの開口部からそれぞれ減速機２Ｌ、２Ｒ側に引き出されている。モータケーシング本体３ａＬ、３ａＲの開口部とモータ軸１２ａとの間にはシール部材１３が設けられている。 The rotor 12 has a motor shaft 12a at 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.
　モータ軸１２ａは、モータケーシング本体３ａＬ、３ａＲの内側壁３ｃＬ、３ｃＲと外側壁３ｂＬ、３ｂＲとに転がり軸受１４ａ、１４ｂによって回転自在に支持されている（図１）。 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 main bodies 3aL and 3aR (FIG. 1).
　左右並列に設けられた２基の減速機２Ｌ、２Ｒを収容する減速機ケーシング２０は、図１に示すように、中央ケーシング２０ａとこの中央ケーシング２０ａの両側面に固定される左右の側面ケーシング２０ｂＬ、２０ｂＲの３ピース構造になっている。 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.
　減速機ケーシング２０の側面ケーシング２０ｂＬ、２０ｂＲのアウトボード側の側面と電動モータ１Ｌ、１Ｒのモータケーシング本体３ａＬ、３ａＲの内側壁３ｃＬ、３ｃＲとを、複数のボルト２９によって固定することにより、減速機ケーシング２０の左右に２基の電動モータ１Ｌ、１Ｒが固定配置される（図１）。 By fixing the side surface of the side casings 20bL and 20bR of the reduction gear casing 20 on the outboard side and the inner side walls 3cL and 3cR of the motor casing bodies 3aL and 3aR of the electric motors 1L and 1R with a plurality of bolts 29, the reduction gears are obtained. Two electric motors 1L and 1R are fixedly arranged on the left and right sides of the casing 20 (FIG. 1).
　中央ケーシング２０ａには、図１に示すように、中央に仕切り壁２１が設けられている。減速機ケーシング２０は、この仕切り壁２１によって左右に２分割され、２基の減速機２Ｌ、２Ｒを収容する独立した左右の収容室が並列に設けられている。 As shown in FIG. 1, a partition wall 21 is provided in 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.
　減速機２Ｌ、２Ｒは、図１に示すように、左右対称形に設けられ、モータ軸１２ａから動力が伝達される入力歯車２３ａを有する入力軸２３Ｌ、２３Ｒと、この入力歯車２３ａに噛み合う大径歯車２４ａと出力歯車２５ａに噛み合う小径歯車２４ｂを有する中間軸２４Ｌ、２４Ｒと、出力歯車２５ａを有し、減速機ケーシング２０から引き出されて等速ジョイント１５、中間シャフト１６（図２）を介して駆動輪に駆動力を伝達する出力軸２５Ｌ、２５Ｒとを備える平行歯車減速機である。 As shown in FIG. 1, the speed reducers 2L and 2R are provided symmetrically, and input shafts 23L and 23R each having an input gear 23a to which power is transmitted from the motor shaft 12a, and large diameters engaged with the input gear 23a. Intermediate shafts 24L and 24R having small-diameter gears 24b meshing with the gears 24a and the output gears 25a, and output gears 25a, which are pulled out from the speed reducer casing 20 through the constant velocity joint 15 and the intermediate shaft 16 (FIG. 2). This is a parallel gear reducer including output shafts 25L and 25R that transmit driving force to the driving wheels.
　減速機２Ｌ、２Ｒの入力軸２３Ｌ、２３Ｒの両端は、図１に示すように、中央ケーシング２０ａの仕切り壁２１の左右両面に形成したボス部２７ａと側面ケーシング２０ｂＬ、２０ｂＲに形成したボス部２７ｂに転がり軸受２８ａ、２８ｂを介して回転自在に支持されている。 As shown in FIG. 1, both ends of the input shafts 23L and 23R of the speed reducers 2L and 2R are provided with boss portions 27a formed on the left and right sides of the partition wall 21 of the central casing 20a and boss portions 27b formed on the side casings 20bL and 20bR. Are rotatably supported via rolling bearings 28a and 28b.
　入力軸２３Ｌ、２３Ｒのアウトボード側の端部は、側面ケーシング２０ｂＬ、２０ｂＲに設けた開口部から外側に引き出されており、開口部と入力軸２３Ｌ、２３Ｒの外側端部との間にはシール部材３１を設け、減速機２Ｌ、２Ｒに封入された潤滑油の漏洩および外部からの泥水などの侵入を防止している。 The end portions on the outboard side of the input shafts 23L and 23R are drawn outward from the openings provided in the side casings 20bL and 20bR, and a seal is provided between the openings and the outer ends of the input shafts 23L and 23R. A member 31 is provided to prevent leakage of lubricating oil sealed in the speed reducers 2L and 2R and entry of muddy water from the outside.
　入力軸２３Ｌ、２３Ｒは、中空構造であり、この中空の入力軸２３Ｌ、２３Ｒにモータ軸１２ａが挿入されている。入力軸２３Ｌ、２３Ｒとモータ軸１２ａとは、スプライン（セレーションも含む以下同じ）結合されている。 The input shafts 23L and 23R have a hollow structure, and the motor shaft 12a is inserted into the hollow input shafts 23L and 23R. The input shafts 23L, 23R and the motor shaft 12a are coupled to each other by spline (including the serrations).
　中間軸２４Ｌ、２４Ｒは、外周面に入力歯車２３ａに噛み合う大径歯車２４ａと出力歯車２５ａに噛み合う小径歯車２４ｂを有する段付き歯車である。この中間軸２４Ｌ、２４Ｒの両端は、中央ケーシング２０ａの仕切り壁２１の両面に形成したボス部３２と側面ケーシング２０ｂＬ、２０ｂＲに形成したボス部３３とに転がり軸受３４ａ、３４ｂを介して支持されている。なお、図１では中間軸２４Ｌの転がり軸受３４ａ、３４ｂとボス部３２、３３は背面側に隠れて見えない。 The intermediate shafts 24L and 24R are stepped gears 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 shafts 24L and 24R are supported by rolling bosses 34a and 34b on boss portions 32 formed on both surfaces of the partition wall 21 of the central casing 20a and boss portions 33 formed on the side casings 20bL and 20bR. Yes. In FIG. 1, the rolling bearings 34a and 34b and the boss portions 32 and 33 of the intermediate shaft 24L are hidden behind the rear side and cannot be seen.
　出力軸２５Ｌ、２５Ｒは、大径の出力歯車２５ａを有し、中央ケーシング２０ａの仕切り壁２１の両面に形成したボス部３５と側面ケーシング２０ｂＬ、２０ｂＲに形成したボス部３６に転がり軸受３７ａ、３７ｂによって支持されている。 The output shafts 25L and 25R have large-diameter output gears 25a, and rolling bearings 37a and 37b are formed on boss portions 35 formed on both surfaces of the partition wall 21 of the central casing 20a and boss portions 36 formed on the side casings 20bL and 20bR. Is supported by.
　出力軸２５Ｌ、２５Ｒのアウトボード側の端部は、側面ケーシング２０ｂＬ、２０ｂＲに形成した開口部から減速機ケーシング２０の外側に引き出され、引き出された出力軸２５Ｌ、２５Ｒのアウトボード側の端部の外周面に、等速ジョイント１５の外輪部材１５ａがスプライン結合されている。 Outboard side ends of the output shafts 25L and 25R are drawn out of the reduction gear casing 20 through openings formed in the side casings 20bL and 20bR, and are pulled out to the outboard side ends of the output shafts 25L and 25R. The outer ring member 15a of the constant velocity joint 15 is spline-coupled to the outer peripheral surface.
　出力軸２５Ｌ、２５Ｒに結合された等速ジョイント１５は、中間シャフト１６を介して駆動輪に接続される（図２）。 The constant velocity joint 15 coupled to the output shafts 25L and 25R is connected to the drive wheels via the intermediate shaft 16 (FIG. 2).
　出力軸２５Ｌ、２５Ｒのアウトボード側の端部と側面ケーシング２０ｂＬ、２０ｂＲに形成した開口部との間には、オイルシール３９を設け、減速機２Ｌ、２Ｒに封入された潤滑油の漏洩および外部からの泥水などの侵入を防止している。 An oil seal 39 is provided between the end of the output shaft 25L, 25R on the outboard side and the opening formed in the side casings 20bL, 20bR, and leakage of the lubricating oil sealed in the speed reducers 2L, 2R and the outside Intrusion of muddy water from
　左右２基の減速機２Ｌ、２Ｒの入力軸２３Ｌ、２３Ｒの軸心ｃ１は、互いに同軸上に配置されている。 The shaft centers c1 of the input shafts 23L and 23R of the two left and right speed reducers 2L and 2R are arranged coaxially with each other.
　左右２基の減速機２Ｌ、２Ｒの出力軸２５Ｌ、２５Ｒの軸心ｃ３も、互いに同軸上に配置されている。 The shaft centers c3 of the output shafts 25L and 25R of the two left and right speed reducers 2L and 2R are also coaxially arranged.
　しかしながら、左右２基の減速機２Ｌ、２Ｒの中間軸２４Ｌ、２４Ｒの軸心ｃ２は、２基の減速機２Ｌ、２Ｒ全体の軸方向寸法の低減を図るために、互いに同軸上に位置せず、次のように配置されている。 However, the shaft centers c2 of the intermediate shafts 24L and 24R of the two left and right speed reducers 2L and 2R are not positioned coaxially with each other in order to reduce the overall axial dimension of the two speed reducers 2L and 2R. Are arranged as follows.
　左右２基の減速機２Ｌ、２Ｒの中間軸２４Ｌ、２４Ｒの軸心ｃ２は、図３及び図４に示すように、出力軸２５Ｌ、２５Ｒの軸心ｃ３と入力軸２３Ｌ、２３Ｒの軸心ｃ１を結ぶ面から互いに反対方向にずれた位置に配置されている。そして、互いに反対方向にずれた位置にある左右２基の減速機２Ｌ、２Ｒの中間軸２４Ｌ、２４Ｒのインボード側の端部を支持する転がり軸受３４ａが、図４に示すように、軸方向に互いに重なる位置に配置されている。この例では、中間軸２４Ｌ、２４Ｒのそれぞれの転がり軸受３４ａのボール中心の位置が同じ位置になるように重ねて配置されている。 As shown in FIGS. 3 and 4, the shaft center c2 of the intermediate shafts 24L and 24R of the two left and right speed reducers 2L and 2R is composed of the shaft center c3 of the output shafts 25L and 25R and the shaft center c1 of the input shafts 23L and 23R. Are arranged at positions shifted from each other in the opposite directions. Further, as shown in FIG. 4, the rolling bearing 34a that supports the inboard side ends of the intermediate shafts 24L and 24R of the two left and right speed reducers 2L and 2R that are displaced in the opposite directions is provided in the axial direction. Are arranged at positions overlapping each other. In this example, the ball bearings 34a of the intermediate shafts 24L and 24R are arranged so as to have the same ball center position.
　このように、左右２基の減速機２Ｌ、２Ｒの中間軸２４Ｌ、２４Ｒの軸心ｃ２を互いに反対方向にずれた位置に配置し、さらに、反対方向にずれた位置にある左右２基の減速機２Ｌ、２Ｒの中間軸２４Ｌ、２４Ｒのインボード側の端部を軸方向に互いに重なる位置に配置すると、左右の中間軸２４Ｌ、２４Ｒの全体の軸方向寸法が重なり分だけ短くなるので、減速機２Ｌ、２Ｒ全体の軸方向寸法が低減される。 In this manner, the shaft centers c2 of the intermediate shafts 24L and 24R of the two left and right speed reducers 2L and 2R are arranged at positions shifted in the opposite directions, and further, the two left and right speed reduction gears at positions shifted in the opposite directions. If the end portions on the inboard side of the intermediate shafts 24L and 24R of the machines 2L and 2R are arranged so as to overlap each other in the axial direction, the overall axial dimensions of the left and right intermediate shafts 24L and 24R are shortened by the overlapping amount. The overall axial dimensions of the machines 2L, 2R are reduced.
　左右２基の減速機２Ｌ、２Ｒの中間軸２４Ｌ、２４Ｒの軸心ｃ２は、出力軸２５Ｌ、２５Ｒの軸心ｃ３と、入力軸２３Ｌ、２３Ｒの軸心ｃ１を結ぶ面から互いに反対方向に互いに等しい距離だけずれた位置に配置されている。これにより、左右２基の減速機２Ｌ、２Ｒが対象形状になるため、図５に示すように、３ピース構造の減速機２Ｌ、２Ｒの減速機ケーシング２０のうち、中央ケーシング２０ａの左右に固定される側面ケーシング２０ｂＬ、２０ｂＲを同一形状にすることができる。 The shaft centers c2 of the intermediate shafts 24L and 24R of the left and right speed reducers 2L and 2R are mutually opposite to each other from the plane connecting the shaft centers c3 of the output shafts 25L and 25R and the shaft centers c1 of the input shafts 23L and 23R. They are arranged at positions shifted by an equal distance. As a result, the left and right two speed reducers 2L and 2R have a target shape. Therefore, as shown in FIG. 5, the speed reducer casing 20 of the three-piece structure speed reducers 2L and 2R is fixed to the left and right of the central casing 20a. The side casings 20bL and 20bR to be formed can have the same shape.
　側面ケーシング２０ｂＬ、２０ｂＲを共通形状にすることにより、型費や製作コストが低減可能となる。 The mold cost and the manufacturing cost can be reduced by making the side casings 20bL and 20bR have a common shape.
　次に、図６は、図４と同様の端面図でありその変形例を示している。図６では、左右２基の減速機２Ｌ、２Ｒの中間軸２４Ｌ、２４Ｒのインボード側の端部を支持する転がり軸受３４ａの軸方向の重なり量をより多くした実施形態であり、重なり量を多くすることにより、減速機２Ｌ、２Ｒ全体の軸方向寸法をより低減することができる。この例では、中間軸２４Ｌ、２４Ｒのそれぞれの転がり軸受３４ａの軸方向幅を超えて配置されている。 Next, FIG. 6 is an end view similar to FIG. 4 and shows a modification thereof. FIG. 6 shows an embodiment in which the amount of overlap in the axial direction of the rolling bearing 34a that supports the end portions on the inboard side of the intermediate shafts 24L and 24R of the two speed reducers 2L and 2R is increased. By increasing the number, the overall axial dimension of the speed reducers 2L and 2R can be further reduced. In this example, the intermediate shafts 24L and 24R are disposed so as to exceed the axial width of the rolling bearings 34a.
　また、図７及び図８は、左右２基の減速機２Ｌ、２Ｒの中間軸２４Ｌ、２４Ｒを複数段にした実施形態であり、各段の中間軸２４Ｌ、２４Ｒの左右の軸心ｃ２を、出力軸２５Ｌ、２５Ｒと入力軸２３Ｌ、２３Ｒの軸心とを結ぶ面から互いに反対方向にずれた位置に配置している。この場合でも、左右２基の減速機２Ｌ、２Ｒの中間軸２４Ｌ、２４Ｒ（この例では各３本）のインボード側の端部を支持する転がり軸受３４ａが、軸方向に互いに重なる位置に配置されている。つまり、図４や図６の例に示すように、中間軸２４Ｌ、２４Ｒのそれぞれの転がり軸受３４ａのボール中心の位置が同じ位置になるように重ねて配置したり、中間軸２４Ｌ、２４Ｒのそれぞれの転がり軸受３４ａの軸方向幅を超えて配置されている。 7 and 8 show an embodiment in which the intermediate shafts 24L and 24R of the two left and right speed reducers 2L and 2R are arranged in a plurality of stages, and the left and right axial centers c2 of the intermediate shafts 24L and 24R of the respective stages are The output shafts 25L and 25R and the input shafts 23L and 23R are arranged at positions shifted in opposite directions from the plane connecting the shafts of the input shafts 23L and 23R. Even in this case, the rolling bearings 34a that support the end portions on the inboard side of the intermediate shafts 24L and 24R (three each in this example) of the left and right reduction gears 2L and 2R are arranged at positions that overlap each other in the axial direction. Has been. That is, as shown in the examples of FIGS. 4 and 6, the intermediate shafts 24 </ b> L and 24 </ b> R are arranged so that the positions of the ball centers of the respective rolling bearings 34 a are the same, or the intermediate shafts 24 </ b> L and 24 </ b> R are respectively arranged. The rolling bearing 34a is disposed beyond the axial width.
　この図７及び図８の実施形態においても、各段の中間軸２４Ｌ、２４Ｒの軸心ｃ２は、出力軸２５Ｌ、２５Ｒの軸心をｃ３と、入力軸２３Ｌ、２３Ｒの軸心ｃ１を結ぶ面から互いに反対方向に等しい距離だけずらした位置に配置し、側面ケーシング２０ｂＬ、２０ｂＲの共通化を図っている。 Also in the embodiment of FIGS. 7 and 8, the axis c2 of the intermediate shafts 24L and 24R of each stage is a plane connecting the axis c3 of the output shafts 25L and 25R and the axis c1 of the input shafts 23L and 23R. The side casings 20bL and 20bR are shared by arranging them at positions shifted from each other by an equal distance in the opposite direction.
　この発明は前述した実施形態に何ら限定されるものではなく、この発明の要旨を逸脱しない範囲において、さらに種々の形態で実施し得ることは勿論のことであり、本発明の範囲は、特許請求の範囲によって示され、さらに特許請求の範囲に記載の均等の意味、および範囲内の全ての変更を含む。 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　　　：電動モータ
２Ｌ、２Ｒ　　　：減速機
３Ｌ、３Ｒ　　　：モータケーシング
３ａＬ、３ａＲ　　：モータケーシング本体
３ｂＬ、３ｂＲ　　：外側壁
３ｃＬ、３ｃＲ　　：内側壁
１１　　　：ステータ
１２　　　：ロータ
１２ａ　　：モータ軸
１３　　　：シール部材
１４ａ、１４ｂ　　：転がり軸受
１５　　　：等速ジョイント
１５ａ　　：外輪部材
１６　　　：中間シャフト
２０　　　：減速機ケーシング
２０ａ　　：中央ケーシング
２０ｂＬ、２０ｂＲ　：側面ケーシング
２１　　　：仕切り壁
２３Ｌ、２３Ｒ　　：入力軸
２３ａ　　：入力歯車
２４Ｌ、２４Ｒ　　：中間軸
２４ａ　　：大径歯車
２４ｂ　　：小径歯車
２５Ｌ、２５Ｒ　　：出力軸
２５ａ　　：出力歯車
２７ａ、２７ｂ　　：ボス部
２８ａ、２８ｂ　　：転がり軸受
２９　　　：ボルト
３１　　　：シール部材
３２、３３　　　：ボス部
３４ａ、３４ｂ　　：転がり軸受
３５、３６　　　：ボス部
３７ａ、３７ｂ　　：転がり軸受
３９　　　：シール部材
４１　　　：シャーシ
４２　　　：前輪
４３　　　：後輪
Ａ　　　　：２モータ車両駆動装置
Ｂ　　　　：電気自動車
ｃ１、ｃ２、ｃ３　　　：軸心 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 Members 14a, 14b: Rolling bearing 15: Constant velocity joint 15a: Outer ring member 16: Intermediate shaft 20: Reduction gear casing 20a: Central casing 20bL, 20bR: Side casing 21: Partition walls 23L, 23R: Input shaft 23a: Input gear 24L 24R: Intermediate shaft 24a: Large diameter gear 24b: Small diameter gear 25L, 25R: Output shaft 25a: Output gears 27a, 27b: Boss portions 28a, 28b: Rolling bearings 29: Bolts 31: Seal members 32, 33: Boss portions 34a 34b Rolling 35, 36: boss portion 37a, 37b: a rolling bearing 39: Seal member 41: Chassis 42: front wheel 43: rear wheel A: 2 Motor vehicle drive system B: electric vehicle c1, c2, c3: axis

Claims (3)

  1. 　左右の駆動輪をそれぞれ独立に駆動させる２基の電動モータと、この２基の電動モータの動力を個別に減速して左右の駆動輪に伝達する２基の減速機とを備え、減速機は、モータ軸から動力が伝達される入力歯車を有する入力軸と、ドライブシャフトを介して駆動輪に駆動力を伝達する出力歯車を有する出力軸と、入力軸と出力軸との間に設けられる中間歯車を有する1つ以上の中間軸とからなり、この２基の減速機を左右並列に収容する減速機ケーシングを中央にしてその左右に２基の電動モータのモータケーシングを固定配置した２モータ車両駆動装置において、左右の入力軸と出力軸がそれぞれ同一の軸心上に位置し、左右の中間軸の軸心が、前記入力軸と出力軸とを結ぶ面に対して互いに反対方向にずれた位置に配置され、かつ、この左右にずれた位置にある左右の中間軸のインボード側が軸方向に互いに重なる位置に配置されていることを特徴とする２モータ車両駆動装置。 Two electric motors for independently driving the left and right drive wheels, and two reduction gears for individually decelerating the power of the two electric motors and transmitting them to the left and right drive wheels, An input shaft having an input gear to which power is transmitted from the motor shaft, an output shaft having an output gear for transmitting driving force to the drive wheels via the drive shaft, and an intermediate provided between the input shaft and the output shaft A two-motor vehicle comprising one or more intermediate shafts having gears and having a reduction gear casing that accommodates the two reduction gears in parallel on the left and right sides and a motor casing of two electric motors fixedly arranged on the left and right sides of the reduction gear casing. In the drive device, the left and right input shafts and the output shaft are positioned on the same axis, and the left and right intermediate shafts are displaced in opposite directions with respect to the plane connecting the input shaft and the output shaft. Position and The two-motor vehicle drive device is characterized in that the inboard side of the left and right intermediate shafts that are shifted to the left and right are arranged so as to overlap each other in the axial direction.
  2. 　左右の減速機の中間軸の軸心が、入力軸と出力軸とを結ぶ面から互いに反対方向に互いに等しい距離だけずれた位置に配置されることを特徴とする請求項１に記載の２モータ車両駆動装置。 2. The two-motor according to claim 1, wherein the shaft centers of the intermediate shafts of the left and right speed reducers are arranged at positions shifted from each other by an equal distance in opposite directions from a plane connecting the input shaft and the output shaft. Vehicle drive device.
  3. 　減速機ケーシングが、中央ケーシングとこの中央ケーシングの両側面に固定される左右の側面ケーシングの３ピース構造からなり、左右の側面ケーシングの形状を共通形状にしたことを特徴とする請求項２に記載の２モータ車両駆動装置。 The reduction gear casing has a three-piece structure including a central casing and left and right side casings fixed to both side surfaces of the central casing, and the left and right side casings have a common shape. 2 motor vehicle drive device.
PCT/JP2016/056733 2015-03-25 2016-03-04 Two-motor vehicle drive device WO2016152452A1 (en)

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EP3527413A4 (en) * 2016-10-14 2020-04-08 NTN Corporation In-whhel motor drive device
CN109070729A (en) * 2016-10-17 2018-12-21 Ntn株式会社 In-wheel motor drive unit
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