WO2020138204A1 - Electric drive unit and electric vehicle - Google Patents

Electric drive unit and electric vehicle Download PDF

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Publication number
WO2020138204A1
WO2020138204A1 PCT/JP2019/050915 JP2019050915W WO2020138204A1 WO 2020138204 A1 WO2020138204 A1 WO 2020138204A1 JP 2019050915 W JP2019050915 W JP 2019050915W WO 2020138204 A1 WO2020138204 A1 WO 2020138204A1
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WO
WIPO (PCT)
Prior art keywords
motor
drive unit
electric drive
shaft
axle
Prior art date
Application number
PCT/JP2019/050915
Other languages
French (fr)
Japanese (ja)
Inventor
沼崎芳美
Original Assignee
本田技研工業株式会社
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by 本田技研工業株式会社 filed Critical 本田技研工業株式会社
Priority to JP2020563361A priority Critical patent/JP7079347B2/en
Priority to CN201980086357.7A priority patent/CN113261181A/en
Publication of WO2020138204A1 publication Critical patent/WO2020138204A1/en

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    • 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
    • H02K7/08—Structural association with bearings

Definitions

  • the present invention relates to an electric drive unit having a motor, a motor shaft, an intermediate shaft, and an axle, and an electric vehicle.
  • Japanese Patent No. 5513628 describes an electric drive unit having a motor, a motor shaft provided on the motor, an axle connected to wheels, and an intermediate shaft that is linked to each of the motor shaft and the axle. ing.
  • the motor shaft is provided with an input gear
  • the intermediate shaft is provided with an intermediate gear
  • the axle is provided with an output gear.
  • Each of the motor shaft, intermediate shaft and axle is rotatably supported by bearings so that their axial directions are parallel to each other.
  • a motor bearing is provided between the input gear and the motor as one of the bearings that support the motor shaft.
  • an intermediate bearing is provided closer to the motor than the intermediate gear.
  • the motor bearing is arranged at the same position as the intermediate bearing or at a position closer to the motor than the intermediate bearing.
  • the main object of the present invention is to provide an electric drive unit that can be easily made thinner.
  • Another object of the present invention is to provide an electric vehicle including the above electric drive unit.
  • One aspect of the present invention is a motor, a motor shaft, an intermediate shaft, an axle, an input gear provided on the motor shaft, an intermediate gear provided on the intermediate shaft, and an output provided on the axle.
  • An electric drive unit having a gear, wherein a motor bearing that rotatably supports the motor shaft between the motor and the input gear is such that the intermediate shaft is rotatable on the motor side with respect to the intermediate gear. It is arranged on the side closer to the input gear in the axial direction of the motor shaft than the intermediate bearing axially supported by.
  • Another aspect of the present invention is an electric vehicle including the electric drive unit described above, and the electric drive unit is mounted on a swing arm.
  • the motor bearing is arranged closer to the input gear than the intermediate bearing, the motor is brought closer to the input gear side while avoiding interference with the motor bearing, thereby facilitating the motor shaft.
  • FIG. 2 is a perspective view of a main part of a rear side of the electric vehicle of FIG.
  • FIG. 5 is an exploded perspective view of FIG. 4.
  • FIG. 2 is a left side view of a main part of an electric drive unit mounted on a right swing arm of the electric vehicle of FIG. 1.
  • FIG. 7 is a sectional view taken along line VII-VII of FIG. 6.
  • the electric drive unit 10 As shown in FIGS. 1 to 7, the electric drive unit 10 according to the present embodiment is provided in an electric vehicle 12. Unless otherwise specified, the front-rear direction, the left-right direction, and the up-down direction will be described according to the direction viewed by an occupant seated on the seat 14 of the electric vehicle 12. In the electric vehicle 12, the left and right constituent elements may be described as a pair of left and right constituent elements with the letter “L” and the right element with the letter “R”. Further, in the electric vehicle 12, illustration and detailed description of exterior parts such as a front cowl and a seat cowl are omitted.
  • the electric vehicle 12 is a three-wheel saddle type vehicle including front wheels 15 and left and right rear wheels 16L and 16R as wheels will be described as an example.
  • the electric vehicle 12 includes a pair of left and right swing arms 18L and 18R (see FIG. 4) that independently suspend rear wheels 16L and 16R provided on the left and right in the vehicle width direction.
  • the electric drive unit 10 is mounted on each of the swing arms 18L and 18R.
  • the electric drive unit 10 mounted on the left swing arm 18L is also referred to as an "electric drive unit 10L", and the electric drive unit 10 mounted on the right swing arm 18R is also referred to as an “electric drive unit 10R".
  • the left and right electric drive units 10L and 10R are also collectively referred to as an electric drive unit 10.
  • the electric vehicle 12 according to the present embodiment can be driven by rotating the left and right rear wheels 16L and 16R by the electric drive units 10L and 10R, respectively.
  • the electric vehicle 12 is not limited to the above-mentioned three-wheel saddle-ride type vehicle, but can be applied to various electric vehicles that are driven by the driving force of the electric drive unit 10.
  • a head pipe 26 that pivotally supports a steering stem 24 is attached to a front end portion of a main frame 22 that constitutes a vehicle front frame 20. ..
  • a steering handle 28 is attached to an upper portion of the steering stem 24, and a front fork 30 that rotatably supports the front wheel 15 is attached to a lower portion thereof.
  • a pair of left and right side frames 32L and 32R are connected to the lower end of the main frame 22 and extend rearward while being separated from the main frame 22 on both left and right sides in the vehicle width direction.
  • the rear end sides of the side frames 32L and 32R are connected to each other by a connecting pipe 34 that curves upward in the vehicle and extends in the vehicle width direction.
  • a battery holder 36 is connected to the connecting pipe 34.
  • the battery holding portion 36 has a front supporting portion 38, a lower supporting portion 40, a side supporting portion 42, and a holding portion 44.
  • the front support portion 38 extends from one end side in the left-right direction of the connecting pipe 34 to the other end side, and a substantially central portion in the left-right direction is positioned higher than both end sides thereof.
  • the lower support portion 40 extends from one end side in the left-right direction of the connecting pipe 34 to the other end side, and a substantially central portion in the left-right direction is located rearward of both end sides thereof.
  • the lateral support portion 42 extends from one end side in the left-right direction of the connecting pipe 34 to the other end side, and a substantially central portion in the left-right direction is located rearward and above the both end sides.
  • the pressing portion 44 extends horizontally between the front support portion 38 and the side support portion 42.
  • a battery 46 that supplies electric power to the electric drive unit 10 is held in a space surrounded by the front support portion 38, the lower support portion 40, the side support portion 42, and the holding portion 44. Further, the seat 14 is arranged so as to bridge between the upper end of the front support portion 38 and the upper end of the side support portion 42. That is, the battery 46 is accommodated below the seat 14.
  • the front end portion of the rear vehicle body support unit 50 is supported by the shaft member 48 extending in the vehicle width direction between the front end side and the rear end side of the side frames 32L, 32R.
  • the rear vehicle body support unit 50 is suspended from the connecting pipe 34 by a rigid bar 52 (see FIG. 1) located at the center of the vehicle width direction.
  • the front end of the vehicle body frame 54 is pivotally supported at the rear end of the rear vehicle body support unit 50 so as to be rotatable around the axial direction of the vehicle body frame 54.
  • a Knighthart type damper (not shown) that has a damper effect on the rotational movement of the front end portion of the vehicle body frame 54 is housed.
  • Extending portion 56 extending upward is provided on the rear end side of the body frame 54.
  • a rear frame 58 extending rearward is connected to the upper end of the extending portion 56.
  • a rotating shaft 60 extending in the vehicle width direction is arranged between the front end portion of the vehicle body frame 54 and the extending portion 56.
  • a pair of left and right swing arms 18L and 18R are rotatably supported by one shaft 62 arranged along the rotation shaft 60. That is, the swing arm 18L is rotatably supported on one side (left side) of the rotating shaft 60, and the swing arm 18R is rotatably supported on the other side (right side) of the rotating shaft 60.
  • the left swing arm 18L is spaced apart from the body frame 54 on the left side in the vehicle width direction, extends obliquely upward and backward, and has an upper branch portion 64L and a lower branch portion 66L branching vertically at its rear end. It is provided.
  • the right swing arm 18R is separated from the body frame 54 to the right side in the vehicle width direction, extends obliquely upward and rearward, and has an upper branch portion 64R and a lower branch portion 66R that branch vertically in the rear end portion. It is provided.
  • At the lower ends of the lower branch portions 66L, 66R of the swing arms 18L, 18R, projecting shaft portions 68L, 68R projecting toward the center in the vehicle width direction are provided, respectively.
  • Each of the protruding shaft portions 68L, 68R is attached to the lower end of a pair of left and right rear shock units 70L, 70R.
  • the upper ends of the rear shock units 70L and 70R are attached to the vehicle body frame 54 below the rear frame 58.
  • the swing arms 18L and 18R are suspended from the vehicle body frame 54 via the rear shock units 70L and 70R, respectively.
  • cases 72L and 72R accommodating the left and right electric drive units 10L and 10R are attached to the rear ends of the upper branch portions 64L and 64R and the lower branch portions 66L and 66R of the swing arms 18L and 18R, respectively.
  • the left and right electric drive units 10L, 10R have substantially the same configuration except that the arrangement of each component is symmetrical in the left-right direction. Therefore, hereinafter, the description of the right electric drive unit 10R will be omitted, and the detailed description of the left electric drive unit 10L will be omitted.
  • the electric drive unit 10R includes a motor 74R, a motor shaft 76R provided on the motor 74R, an axle 78R connected to the rear wheel 16R, and an intermediate shaft 80R that links the motor shaft 76R and the axle 78R.
  • the motor shaft 76R, the intermediate shaft 80R, and the axle 78R are arranged so that their respective axial directions are along the vehicle width direction (left-right direction).
  • the motor 74R is, for example, a three-phase AC motor, and has a stator 90R, a rotor 92R, and a motor case 94R as a case 72R accommodating the stator 90R and the rotor 92R.
  • the motor case 94R is provided with a substantially bottomed cylindrical motor housing portion 96R having an opening on the left side in the vehicle width direction and a bottom portion on the right side, and a bolt 98R or the like for closing the opening to the motor housing portion 96R.
  • the motor cover 100R is fixed.
  • a motor housing space 102R for housing the motor 74R is formed between the motor housing portion 96R and the motor cover 100R.
  • the stator 90R has a cylindrical stator core 104R made of laminated steel plates.
  • a plurality of slots 106R are formed in the stator core 104R in the circumferential direction of the motor 74R at predetermined angular intervals.
  • a coil 108R is wound around each of the plurality of slots 106R. These coils 108R are composed of three phases of W phase, V phase, and U phase, and are arranged in an annular shape.
  • An insertion hole 110R is provided on the outer peripheral surface side of the stator core 104R.
  • the stator core 104R is fixedly supported in the motor housing portion 96R by screwing the bolt 112R inserted through the insertion hole 110R into the bolt hole 114R provided on the left end side of the motor housing portion 96R.
  • An annular bus ring 116R is provided on the right end side of the stator core 104R as a power collection and distribution member that supplies power to the motor 74R.
  • the bus ring 116R provided in this manner is arranged between the motor 74R and the left end portion of the intermediate shaft 80R in the axial direction (vehicle width direction, left-right direction).
  • the bus ring 116R includes a W phase that collects and distributes power in the W phase coil 108R, a V phase that collects and distributes power in the V phase coil 108R, a U phase that collects and distributes power in the U phase coil 108R, and a neutral N phase. And 4 layers, and are stacked in the above order from the left end side to the right end side in the axial direction.
  • a power supply line 118R for electrically supplying power from the battery 46 (see FIG. 1, etc.) to the coil 108R is electrically connected to the bus ring 116R via a PCU (power control unit) or the like (not shown).
  • a PCU power control unit
  • three terminal portions provided on each line of the feed line 118R, which is a three-phase line, and three terminal portions for each of the W-phase, U-phase, and V-phase of the bus ring 116R are bolts.
  • the corresponding phases of the power supply line 118R and the bus ring 116R are electrically connected.
  • FIG. 7 illustrates only one of the three fastening members 120R. These fastening members 120R are juxtaposed and are respectively arranged at positions overlapping the intermediate bearing 122R in the axial direction, as will be described later.
  • the power supply line 118R is drawn forward from the motor 74R. Therefore, in front of the motor case 94R, a cutout 124R (see FIG. 6) for extending the power supply line 118R inside and outside the motor case 94R is provided.
  • a rotor 92R is arranged inside the stator 90R in the radial direction.
  • the rotor 92R has a cylindrical rotor core 126R made of laminated steel plates and a rotor core body 128R integrated on the inner peripheral side of the rotor core 126R.
  • a plurality of slots 130R are formed in the circumferential direction at predetermined angular intervals.
  • Magnets 132R are arranged in the plurality of slots 130R, respectively.
  • the rotor core body 128R has a tubular shape, and the motor shaft 76R is inserted in the rotor core body 128R in the vehicle width direction.
  • the left end portion 134R of the rotor core body 128R projects to the left of the left end of the rotor core 126R.
  • a large inner diameter portion 136R is provided at the left end portion 134R of the rotor core body 128R.
  • the inner diameter of the large inner diameter portion 136R is larger than the inner diameter of the adjacent portion 138R adjacent to the right side of the large inner diameter portion 136R.
  • a nut 140R is attached to the left end of the motor shaft 76R within the large inner diameter portion 136R.
  • the outer diameter of the nut 140R is larger than the inner diameter of the adjacent portion 138R, by providing the nut 140R at the left end portion of the motor shaft 76R as described above, the rotor 92R is prevented from coming off from the motor shaft 76R. be able to.
  • a rotation angle detector 142R that detects the rotation angle of the motor 74R (rotation angle of the rotor 92R and the motor shaft 76R) is disposed on the outer peripheral side of the left end portion 134R of the rotor core body 128R.
  • the rotation angle detector 142R is a resolver, and is fixed to the motor cover 100R via a bolt 146R or the like so as to face the resolver rotor 144R fixed to the outer periphery of the left end portion 134R of the rotor core body 128R and the resolver rotor 144R.
  • Resolver stator 148R Resolver stator 148R.
  • the rotation angle detector 142R is arranged on the opposite side of the input gear 82R with the motor 74R interposed therebetween in the axial direction. Since resolvers are well known, detailed description thereof will be omitted.
  • the resolver stator 148R is connected with, for example, a communication line 150R that enables transmission/reception of the detection result of the rotation angle of the motor 74R to/from the PCU or the like.
  • the communication line 150R is pulled out forward from the rotation angle detector 142R through a notch 124R provided in front of the motor case 94R.
  • the right end side of the motor shaft 76R is exposed to the outside of the motor housing space 102R via a through hole 152R formed in the bottom of the motor housing portion 96R.
  • a gear case 154R as a case 72R is fixed via a bolt 156R to a right end side of a bottom portion of the motor housing portion 96R, thereby forming a speed reducer housing space 158R for housing the speed reducer 88R. Therefore, the right end side of the motor shaft 76R exposed from the motor housing space 102R is housed in the speed reducer housing space 158R.
  • the gear case 154R has a substantially bottomed tubular shape with an opening provided on the left side in the vehicle width direction and a bottom portion provided on the right side.
  • the opening of the gear case 154R is closed by the right end surface of the bottom portion of the motor housing portion 96R and the closing portion 164R that integrally extends downward and rearward from the bottom portion, so that the reduction gear housing is housed inside the gear case 154R.
  • a space 158R is formed.
  • a brake base 162R of a brake mechanism 160R which will be described later, is integrally provided on the right end surface of the bottom of the gear case 154R.
  • a motor bearing 166R that pivotally supports the motor shaft 76R is provided in the through hole 152R of the motor housing portion 96R.
  • a first bearing 168R that pivotally supports the right end of the motor shaft 76R is provided above the left end surface (inner wall surface) of the bottom of the gear case 154R so as to face the motor bearing 166R in the axial direction.
  • the motor shaft 166R and the first bearing 168R rotatably support the motor shaft 76R in the motor housing portion 96R and the gear case 154R.
  • An input gear 82R is provided on the motor shaft 76R between the motor bearing 166R and the first bearing 168R. In other words, the motor bearing 166R is arranged between the motor 74R and the input gear 82R.
  • a second bearing 170R that pivotally supports the right end of the intermediate shaft 80R is provided on the left end surface of the bottom of the gear case 154R and below the first bearing 168R.
  • An intermediate bearing 122R that axially supports the left end of the intermediate shaft 80R is provided on the right end surface of the bottom of the motor housing portion 96R so as to face the second bearing 170R in the axial direction.
  • the intermediate shaft 80R is rotatably supported by the motor housing portion 96R and the gear case 154R by the second bearing 170R and the intermediate bearing 122R. That is, as shown in FIG. 6, the intermediate shaft 80R is arranged below the motor shaft 76R.
  • a first intermediate gear 172R and a second intermediate gear 174R are provided as an intermediate gear 84R between the intermediate bearing 122R of the intermediate shaft 80R and the first bearing 168R.
  • the first intermediate gear 172R is disposed on the right side (second bearing 170R side) of the second intermediate gear 174R and meshes with the input gear 82R.
  • the second intermediate gear 174R is disposed between the first intermediate gear 172R and the intermediate bearing 122R, and meshes with the output gear 86R provided on the axle 78R.
  • the right end side of the axle 78R is exposed to the outside of the reduction gear housing space 158R via a through hole 176R that axially penetrates the bottom of the gear case 154R and the brake base 162R, and is connected to the rear wheel 16R.
  • the right end side of the axle 78R is inserted and fixed to a hub portion 180R provided on a wheel 178R of the rear wheel 16R.
  • a third bearing 182R that pivotally supports the axle 78R is provided in the through hole 176R.
  • a fourth bearing 184R that pivotally supports the left end of the axle 78R is provided on the right end surface of the bottom of the motor housing portion 96R and the right end surface of the closing portion 164R so as to axially face the third bearing 182R.
  • the third bearing 182R and the fourth bearing 184R rotatably support the axle 78R in the motor housing portion 96R and the gear case 154R (brake base 162R).
  • An output gear 86R is disposed on the left side of the axle 78R between the third bearing 182R and the fourth bearing 184R.
  • the motor bearing 166R is arranged closer to the input gear 82R in the axial direction of the motor shaft 76R than the intermediate bearing 122R. That is, for example, as shown in FIG. 7, the left end face of the motor bearing 166R is arranged at a position separated from the left end face of the intermediate bearing 122R by a distance L1 on the right side in the axial direction.
  • the fastening member 120R projects from the motor 74R toward the motor bearing 166R side (right side), it is arranged between the motor 74R and the motor bearing 166R closest to the motor bearing 166R side. Further, the intermediate bearing 122R faces the motor 74R via the motor housing portion 96R and is provided on the side close to the motor 74R among the constituent elements of the speed reducer 88R.
  • the fastening member 120R and the intermediate bearing 122R are arranged at positions where the positions of the motor shaft 76R in the circumferential direction are different from each other and overlap in the axial direction. That is, for example, the right end surface of the fastening member 120R is arranged at a position separated from the left end surface of the intermediate bearing 122R by a distance L2 on the right side in the axial direction.
  • An extension portion 164aR extending rightward in the vehicle width direction is provided on the lower end side of the closing portion 164R so as to face below the output gear 86R, and the extension portion 164aR can be opened and closed by a drain bolt 186R.
  • the closed drain hole 188R is formed so as to penetrate along the vertical direction.
  • a breather tube 190R that connects the inside and the outside of the reduction gear housing space 158R is provided on the upper end side of the gear case 154R along the vertical direction.
  • the wheel 178R is provided with a brake mechanism accommodating portion 192R.
  • the brake mechanism accommodating space 194R accommodating the brake mechanism 160R is formed between the brake base 162R integrally provided on the right end surface of the bottom of the gear case 154R and the brake mechanism accommodating portion 192R of the wheel 178R. .. That is, around the right rear wheel 16R, the motor 74R, the speed reducer 88R, and the brake mechanism 160R are arranged in this order from the left side to the right side in the vehicle width direction.
  • the brake mechanism accommodating portion 192R has a bottomed cylindrical shape with an opening provided on the left side in the vehicle width direction and a bottom portion provided on the right side, and the opening is closed by the brake base 162R.
  • the brake mechanism housing 192R and the brake base 162R are joined together. Further, the bottom of the brake mechanism housing 192R is formed integrally with the hub 180R.
  • the brake mechanism 160R is a so-called drum brake and has a brake drum 196R, a brake base 162R, and a pair of brake shoes 198R (one of the brake shoes 198R is not shown).
  • the brake drum 196R has a cylindrical shape arranged along the inner circumference of the brake mechanism housing portion 192R, and is integrated with the wheel 178R (brake mechanism housing portion 192R).
  • Each brake shoe 198R has an arc shape, and the two brake shoes 198R face each other with the axle 78R interposed therebetween.
  • the brake shoe 198R is provided with a lining 200R on the outer peripheral surface thereof, and is supported by the brake base 162R so that the lining 200R faces the inner peripheral surface of the brake drum 196R. Further, a spring member (not shown) for elastically urging the brake shoes 198R is interposed between the brake shoes 198R.
  • An anchor pin 202R (see FIG. 6), which is a rotation axis of each brake shoe 198R, is erected on the brake base 162R.
  • a cam 204R that expands and opens each brake shoe 198R is rotatably supported by a pivot shaft 206R at a position facing the anchor pin 202R of the brake base 162R with the axle 78R interposed therebetween.
  • the cam 204R is provided at the right end of the pivot shaft 206R.
  • the left end side of the pivot shaft 206R penetrates the brake base 162R and projects to the left side thereof, and the base end of the brake arm 208R is attached to this protruding end. That is, the pivot shaft 206R is arranged along the rotary shaft 210R of the brake arm 208R.
  • the brake arm 208R is arranged between the wheel (rear wheel 16R) and the output gear 86R in the vehicle width direction.
  • the tip of the brake arm 208R is connected to one end of a brake wire (not shown).
  • the other end side of the brake wire is provided with a brake wire holding portion 212R (see FIG. 6) provided on the left end surface of the brake base 162R through a brake operator 214 provided in front of the electric vehicle 12 (see FIG. 1, etc.) ) Is linked to.
  • the brake operator 214 By operating the brake operator 214 to rotate the brake arm 208R via the brake wire, the cam 204R rotates together with the pivot shaft 206R.
  • the brake shoe 198R expands against the elastic biasing force of the spring member, so that the lining 200R of the brake shoe 198R makes frictional contact with the inner peripheral surface of the brake drum 196R.
  • the rotation of the wheel 178R (rear wheel 16R) provided integrally with the brake drum 196R can be braked.
  • the rotary shaft 210R (pivot shaft 206R) of the brake arm 208R is arranged above and behind the axle 78R, and the intermediate shaft 80R and the motor shaft 76R are arranged in front of the axle 78R. ..
  • the motor shaft 76R is arranged in front of the axle 78R, and the power supply line 118R (see FIG. 7) is arranged in front of the motor shaft 76R.
  • the gear cases 154L and 154R include the upper branch portions 64L and 64R and the lower branch portions 66L and 66R of the swing arms 18L and 18R.
  • the rear end side is attached by bolting or the like.
  • the electric drive units 10L and 10R are mounted on the left and right swing arms 18L and 18R, respectively.
  • the motor bearing 166R is arranged closer to the input gear 82R than the intermediate bearing 122R, so that the motor 74R avoids interference with the motor bearing 166R. Meanwhile, the motor shaft 76R can be easily shortened by approaching the input gear 82R side. As a result, it is possible to easily reduce the thickness of the electric drive unit 10 in the left-right direction (vehicle width direction). Further, since the motor shaft 76R can be shortened, the weight of the electric drive unit 10 can be reduced.
  • the annular bus ring 116R that feeds power to the motor 74R is located between the motor 74R and the intermediate shaft 80R in the axial direction, and the feed line 118R is connected to the bus ring 116R.
  • the fastening member 120R to be fastened is arranged at a position overlapping the intermediate bearing 122R in the axial direction.
  • the fastening member 120R is arranged closest to the motor bearing 166R side between the motor 74R and the motor bearing 166R. Further, the intermediate bearing 122R is provided on the side closer to the motor 74R among the constituent elements of the speed reducer 88R. Therefore, by disposing the fastening member 120R and the intermediate bearing 122R at positions different from each other in the circumferential direction of the motor shaft 76R so as to overlap in the axial direction, the motor 74R can be brought closer to the input gear 82R side. You can As a result, it becomes easier to reduce the thickness of the electric drive unit 10.
  • the motor shaft 76R is arranged in front of the axle 78R, and the power supply line 118R is arranged in front of the motor shaft 76R.
  • the electric drive unit 10 can be made thin. Will be easier.
  • the rotation angle detector 142R that detects the rotation angle of the motor 74R is arranged in the axial direction on the opposite side of the input gear 82R with the motor 74R interposed therebetween. ..
  • the rotation angle detector 142R can be prevented from being interposed between the motor 74R and the motor bearing 166R, the motor 74R can be effectively brought closer to the input gear 82R side, and the electric drive unit 10 It becomes easier to reduce the thickness.
  • the brake arm 208R is arranged in the axial direction between the wheel (rear wheel 16R) connected to the axle 78R and the output gear 86R.
  • the brake arm 208R can be arranged by effectively utilizing the space between the output gear 86R and the rear wheel 16R while avoiding interference with other components, and thus the electric drive unit 10 can be provided. It becomes easier to reduce the thickness.
  • the rotary shaft 210R of the brake arm 208R is arranged above the axle 78R. In this case, it becomes easy to secure the minimum ground clearance of the electric vehicle 12 including the electric drive unit 10.
  • the rotating shaft 210R is arranged behind the axle 78R, and the intermediate shaft 80R and the motor shaft 76R are arranged in front of the axle 78R. In this case, it becomes easier to avoid the brake arm 208R from interfering with the constituent elements such as the speed reducer 88R of the electric drive unit 10, and it becomes easier to reduce the thickness of the electric drive unit 10.
  • the electric drive unit 10 is mounted on the swing arms 18L and 18R.
  • the electric drive unit 10 that can be easily reduced in thickness as described above on the swing arms 18L and 18R, the vehicle width of the electric vehicle 12 can be reduced.
  • the swing arms 18L and 18R on which the electric drive unit 10 is mounted are provided on the left and right in the vehicle width direction, respectively.
  • the electric drive unit 10 can be made thin as described above.
  • the vehicle width can be effectively reduced. In other words, it is between the two rear wheels 16L, 16R provided on the left and right in the vehicle width direction and outside the rear wheels 16L, 16R (the center side of the rear wheels 16L, 16R in the vehicle width direction). Even if each of the two electric drive units 10 is provided in (1), it is possible to effectively prevent the vehicle width of the electric vehicle 12 from increasing.

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  • Engineering & Computer Science (AREA)
  • Power Engineering (AREA)
  • Arrangement Or Mounting Of Propulsion Units For Vehicles (AREA)
  • Connection Of Motors, Electrical Generators, Mechanical Devices, And The Like (AREA)

Abstract

The present invention pertains to an electric drive unit and an electric vehicle. The electric drive unit (10) has a motor (74R), a motor shaft (76R), an intermediate shaft (80R), an axle (78R), an input gear (82R), an intermediate gear (84R), and an output gear (86R). A motor bearing (166R) that rotatably pivots the motor shaft (76R) between the motor (74R) and the input gear (82R) is positioned on a side closer to the input gear (82R) in the axial direction of the motor shaft (76R) than an intermediate bearing (122R) that rotatably pivots the intermediate shaft (80R) further on the motor (74R) side than the intermediate gear (84R).

Description

電動駆動ユニット及び電動車両Electric drive unit and electric vehicle
　本発明は、モータと、モータ軸と、中間軸と、車軸とを有する電動駆動ユニット及び電動車両に関する。 The present invention relates to an electric drive unit having a motor, a motor shaft, an intermediate shaft, and an axle, and an electric vehicle.
　例えば、特許第５５１３６２８号公報には、モータと、モータに設けられたモータ軸と、車輪に連結される車軸と、モータ軸及び車軸の各々と連係する中間軸とを有する電動駆動ユニットが記載されている。モータ軸には入力ギアが設けられ、中間軸には中間ギアが設けられ、車軸には出力ギアが設けられる。モータの駆動によりモータ軸が回転すると、モータの駆動力が入力ギア、中間ギア、出力ギアを介して車軸に伝達され、車軸に連結された車輪を回転させることができる。 For example, Japanese Patent No. 5513628 describes an electric drive unit having a motor, a motor shaft provided on the motor, an axle connected to wheels, and an intermediate shaft that is linked to each of the motor shaft and the axle. ing. The motor shaft is provided with an input gear, the intermediate shaft is provided with an intermediate gear, and the axle is provided with an output gear. When the motor shaft is rotated by driving the motor, the driving force of the motor is transmitted to the axle via the input gear, the intermediate gear, and the output gear, and the wheels connected to the axle can be rotated.
　モータ軸、中間軸及び車軸のそれぞれは、互いの軸方向が平行となるように、軸受によって回転自在に軸支されている。モータ軸を軸支する軸受の一つとして、入力ギアとモータとの間にモータ軸受が設けられる。中間軸を軸支する軸受けの一つとして、中間ギアよりもモータ側に中間軸受が設けられる。軸方向において、モータ軸受は、中間軸受と同じ位置又は中間軸受よりもモータに近接する側の位置に配設されている。 ▽ Each of the motor shaft, intermediate shaft and axle is rotatably supported by bearings so that their axial directions are parallel to each other. A motor bearing is provided between the input gear and the motor as one of the bearings that support the motor shaft. As one of the bearings that support the intermediate shaft, an intermediate bearing is provided closer to the motor than the intermediate gear. In the axial direction, the motor bearing is arranged at the same position as the intermediate bearing or at a position closer to the motor than the intermediate bearing.
　ところで、電動駆動ユニットの薄型化を図るためには、軸方向においてモータを車輪側（入力ギア側）に寄せ、モータ軸を短くすることが考えられる。しかしながら、上記のようにモータ軸受が中間軸受に比してモータに近接して設けられる電動駆動ユニットでは、モータとモータ軸受との干渉を回避しつつ、モータを入力ギア側に寄せることが困難であるため、薄型化を図ることが容易ではない。 By the way, in order to reduce the thickness of the electric drive unit, it is conceivable to bring the motor closer to the wheel side (input gear side) in the axial direction to shorten the motor shaft. However, in the electric drive unit in which the motor bearing is provided closer to the motor as compared with the intermediate bearing as described above, it is difficult to move the motor to the input gear side while avoiding interference between the motor and the motor bearing. Therefore, it is not easy to reduce the thickness.
　本発明の主たる目的は、薄型化を容易に図ることができる電動駆動ユニットを提供することにある。 The main object of the present invention is to provide an electric drive unit that can be easily made thinner.
　本発明の別の目的は、上記の電動駆動ユニットを備える電動車両を提供することにある。 Another object of the present invention is to provide an electric vehicle including the above electric drive unit.
　本発明の一態様は、モータと、モータ軸と、中間軸と、車軸と、前記モータ軸に設けられた入力ギアと、前記中間軸に設けられた中間ギアと、前記車軸に設けられた出力ギアとを有する電動駆動ユニットであって、前記モータ軸を前記モータと前記入力ギアとの間で回転自在に軸支するモータ軸受は、前記中間軸を前記中間ギアよりも前記モータ側で回転自在に軸支する中間軸受に比して、前記モータ軸の軸方向で前記入力ギアに近接する側に配置されている。 One aspect of the present invention is a motor, a motor shaft, an intermediate shaft, an axle, an input gear provided on the motor shaft, an intermediate gear provided on the intermediate shaft, and an output provided on the axle. An electric drive unit having a gear, wherein a motor bearing that rotatably supports the motor shaft between the motor and the input gear is such that the intermediate shaft is rotatable on the motor side with respect to the intermediate gear. It is arranged on the side closer to the input gear in the axial direction of the motor shaft than the intermediate bearing axially supported by.
　本発明の別の一態様は、上記の電動駆動ユニットを備える電動車両であって、電動駆動ユニットは、スイングアームに搭載されている。 Another aspect of the present invention is an electric vehicle including the electric drive unit described above, and the electric drive unit is mounted on a swing arm.
　本発明によれば、モータ軸受が中間軸受に比して入力ギアに近接する側に配置される分、モータをモータ軸受との干渉を回避しつつ入力ギア側に近づけて、モータ軸を容易に短くすることができる。これによって、電動駆動ユニットの薄型化を容易に図ることができる。また、モータ軸を短くすることができる分、電動駆動ユニットの軽量化を図ることも容易になる。 According to the present invention, since the motor bearing is arranged closer to the input gear than the intermediate bearing, the motor is brought closer to the input gear side while avoiding interference with the motor bearing, thereby facilitating the motor shaft. Can be shortened. This makes it possible to easily reduce the thickness of the electric drive unit. Further, since the motor shaft can be shortened, it becomes easy to reduce the weight of the electric drive unit.
本実施形態に係る電動車両の要部左側面図である。It is a left side view of the important section of the electric vehicle concerning this embodiment. 図１の電動車両の左側方斜視図である。It is a left side perspective view of the electric vehicle of FIG. 図１の電動車両の背面図である。It is a rear view of the electric vehicle of FIG. 図１の電動車両の車両後方の要部斜視図である。FIG. 2 is a perspective view of a main part of a rear side of the electric vehicle of FIG. 図４の分解斜視図である。FIG. 5 is an exploded perspective view of FIG. 4. 図１の電動車両の右のスイングアームに搭載された電動駆動ユニットの要部左側面図である。FIG. 2 is a left side view of a main part of an electric drive unit mounted on a right swing arm of the electric vehicle of FIG. 1. 図６のＶＩＩ－ＶＩＩ線に沿った断面図である。FIG. 7 is a sectional view taken along line VII-VII of FIG. 6.
　以下、本発明に係る電動駆動ユニット及び電動車両の好適な実施形態について、添付の図面を参照しながら説明する。 Hereinafter, preferred embodiments of an electric drive unit and an electric vehicle according to the present invention will be described with reference to the accompanying drawings.
　図１～図７に示すように、本実施形態に係る電動駆動ユニット１０は、電動車両１２に備えられる。なお、特に説明しない限り、電動車両１２のシート１４に着座した乗員の見た方向に従って、前後、左右及び上下の方向を説明する。また、電動車両１２において、左右一対に配設される構成要素については、左側の構成要素に「Ｌ」、右側の構成要素に「Ｒ」の文字を付けて説明する場合がある。さらに、電動車両１２では、フロントカウルやシートカウル等の外装部品の図示及び詳細な説明を省略している。 As shown in FIGS. 1 to 7, the electric drive unit 10 according to the present embodiment is provided in an electric vehicle 12. Unless otherwise specified, the front-rear direction, the left-right direction, and the up-down direction will be described according to the direction viewed by an occupant seated on the seat 14 of the electric vehicle 12. In the electric vehicle 12, the left and right constituent elements may be described as a pair of left and right constituent elements with the letter “L” and the right element with the letter “R”. Further, in the electric vehicle 12, illustration and detailed description of exterior parts such as a front cowl and a seat cowl are omitted.
　以下では、図３に示すように、電動車両１２が、車輪として、前輪１５と、左右の後輪１６Ｌ、１６Ｒとを備える三輪の鞍乗型車両である場合を例に挙げて説明する。電動車両１２は、車幅方向の左右に設けられた後輪１６Ｌ、１６Ｒをそれぞれ独立懸架する左右一組のスイングアーム１８Ｌ、１８Ｒ（図４参照）を備える。これらのスイングアーム１８Ｌ、１８Ｒのそれぞれに電動駆動ユニット１０が搭載される。 In the following, as shown in FIG. 3, the case where the electric vehicle 12 is a three-wheel saddle type vehicle including front wheels 15 and left and right rear wheels 16L and 16R as wheels will be described as an example. The electric vehicle 12 includes a pair of left and right swing arms 18L and 18R (see FIG. 4) that independently suspend rear wheels 16L and 16R provided on the left and right in the vehicle width direction. The electric drive unit 10 is mounted on each of the swing arms 18L and 18R.
　なお、左のスイングアーム１８Ｌに搭載される電動駆動ユニット１０を「電動駆動ユニット１０Ｌ」ともいい、右のスイングアーム１８Ｒに搭載される電動駆動ユニット１０を「電動駆動ユニット１０Ｒ」ともいう。また、左右の電動駆動ユニット１０Ｌ、１０Ｒを総称して、電動駆動ユニット１０ともいう。 The electric drive unit 10 mounted on the left swing arm 18L is also referred to as an "electric drive unit 10L", and the electric drive unit 10 mounted on the right swing arm 18R is also referred to as an "electric drive unit 10R". The left and right electric drive units 10L and 10R are also collectively referred to as an electric drive unit 10.
　本実施形態に係る電動車両１２は、電動駆動ユニット１０Ｌ、１０Ｒにより左右の後輪１６Ｌ、１６Ｒをそれぞれ回転駆動させることで走行可能となっている。しかしながら、電動車両１２は、上記の三輪の鞍乗型車両に限定されるものではなく、電動駆動ユニット１０の駆動力により走行する各種の電動車両に適用することが可能である。 The electric vehicle 12 according to the present embodiment can be driven by rotating the left and right rear wheels 16L and 16R by the electric drive units 10L and 10R, respectively. However, the electric vehicle 12 is not limited to the above-mentioned three-wheel saddle-ride type vehicle, but can be applied to various electric vehicles that are driven by the driving force of the electric drive unit 10.
　図１及び図２に示すように、電動車両１２において、車両前方フレーム２０を構成するメインフレーム２２の前端部には、ステアリングステム２４を回動自在に軸支するヘッドパイプ２６が取り付けられている。ステアリングステム２４の上部には、操向ハンドル２８が取り付けられ、下部には、前輪１５を回転自在に軸支するフロントフォーク３０が取り付けられている。 As shown in FIGS. 1 and 2, in the electric vehicle 12, a head pipe 26 that pivotally supports a steering stem 24 is attached to a front end portion of a main frame 22 that constitutes a vehicle front frame 20. .. A steering handle 28 is attached to an upper portion of the steering stem 24, and a front fork 30 that rotatably supports the front wheel 15 is attached to a lower portion thereof.
　図２に示すように、メインフレーム２２の下端部には、該メインフレーム２２から車幅方向の左右両側に離間しつつ後方に延伸する左右一組のサイドフレーム３２Ｌ、３２Ｒが連結される。サイドフレーム３２Ｌ、３２Ｒの後端側は、車両上方に向かってそれぞれ湾曲し、車幅方向に延伸する連結パイプ３４によって連結される。連結パイプ３４には、バッテリ保持部３６が連結されている。 As shown in FIG. 2, a pair of left and right side frames 32L and 32R are connected to the lower end of the main frame 22 and extend rearward while being separated from the main frame 22 on both left and right sides in the vehicle width direction. The rear end sides of the side frames 32L and 32R are connected to each other by a connecting pipe 34 that curves upward in the vehicle and extends in the vehicle width direction. A battery holder 36 is connected to the connecting pipe 34.
　バッテリ保持部３６は、前方支持部３８と、下方支持部４０と、側方支持部４２と、押さえ部４４とを有する。前方支持部３８は、連結パイプ３４の左右方向の一端側から他端側に架けて延在するとともに、左右方向の略中央部がその両端側よりも上方に位置する。下方支持部４０は、連結パイプ３４の左右方向の一端側から他端側に架けて延在するとともに、左右方向の略中央部がその両端側よりも後方に位置する。側方支持部４２は、連結パイプ３４の左右方向の一端側から他端側に架けて延在するとともに、左右方向の略中央部がその両端側よりも後方且つ上方に位置する。押さえ部４４は、前方支持部３８と側方支持部４２との間を水平方向に延伸する。 The battery holding portion 36 has a front supporting portion 38, a lower supporting portion 40, a side supporting portion 42, and a holding portion 44. The front support portion 38 extends from one end side in the left-right direction of the connecting pipe 34 to the other end side, and a substantially central portion in the left-right direction is positioned higher than both end sides thereof. The lower support portion 40 extends from one end side in the left-right direction of the connecting pipe 34 to the other end side, and a substantially central portion in the left-right direction is located rearward of both end sides thereof. The lateral support portion 42 extends from one end side in the left-right direction of the connecting pipe 34 to the other end side, and a substantially central portion in the left-right direction is located rearward and above the both end sides. The pressing portion 44 extends horizontally between the front support portion 38 and the side support portion 42.
　これらの前方支持部３８と、下方支持部４０と、側方支持部４２と、押さえ部４４とによって囲まれる空間内に、電動駆動ユニット１０に電力を供給するバッテリ４６が保持される。また、前方支持部３８の上端部と側方支持部４２の上端部との間に架けてシート１４が配置される。すなわち、バッテリ４６は、シート１４の下方に収容される。 A battery 46 that supplies electric power to the electric drive unit 10 is held in a space surrounded by the front support portion 38, the lower support portion 40, the side support portion 42, and the holding portion 44. Further, the seat 14 is arranged so as to bridge between the upper end of the front support portion 38 and the upper end of the side support portion 42. That is, the battery 46 is accommodated below the seat 14.
　サイドフレーム３２Ｌ、３２Ｒの前端側と後端側との間には、車幅方向に延伸する軸部材４８によって、後部車体支持ユニット５０の前端部が支持されている。後部車体支持ユニット５０は、車幅方向中央に位置するリジッドバー５２（図１参照）によって連結パイプ３４に吊り下げられている。図４及び図５に示すように、後部車体支持ユニット５０の後端部には、車体フレーム５４の前端部が、該車体フレーム５４の軸方向回りに回動可能に軸支されている。後部車体支持ユニット５０の内部には、車体フレーム５４の前端部の回転動作にダンパ効果を与えるナイトハルト式ダンパ（不図示）が収納されている。 The front end portion of the rear vehicle body support unit 50 is supported by the shaft member 48 extending in the vehicle width direction between the front end side and the rear end side of the side frames 32L, 32R. The rear vehicle body support unit 50 is suspended from the connecting pipe 34 by a rigid bar 52 (see FIG. 1) located at the center of the vehicle width direction. As shown in FIGS. 4 and 5, the front end of the vehicle body frame 54 is pivotally supported at the rear end of the rear vehicle body support unit 50 so as to be rotatable around the axial direction of the vehicle body frame 54. Inside the rear vehicle body support unit 50, a Knighthart type damper (not shown) that has a damper effect on the rotational movement of the front end portion of the vehicle body frame 54 is housed.
　車体フレーム５４の後端側には、上方に向かって延伸する延伸部５６が設けられている。延伸部５６の上端には、後方側に延伸するリヤフレーム５８が連結されている。また、車体フレーム５４の前端部と延伸部５６との間には、車幅方向に延伸する回動軸６０が配置されている。この回動軸６０に沿って配置される１本のシャフト６２により、左右一組のスイングアーム１８Ｌ、１８Ｒが回動可能に軸支されている。すなわち、回動軸６０の一方（左側）にスイングアーム１８Ｌが回動可能に軸支され、回動軸６０の他方（右側）にスイングアーム１８Ｒが回動可能に軸支されている。 Extending portion 56 extending upward is provided on the rear end side of the body frame 54. A rear frame 58 extending rearward is connected to the upper end of the extending portion 56. Further, a rotating shaft 60 extending in the vehicle width direction is arranged between the front end portion of the vehicle body frame 54 and the extending portion 56. A pair of left and right swing arms 18L and 18R are rotatably supported by one shaft 62 arranged along the rotation shaft 60. That is, the swing arm 18L is rotatably supported on one side (left side) of the rotating shaft 60, and the swing arm 18R is rotatably supported on the other side (right side) of the rotating shaft 60.
　左のスイングアーム１８Ｌは、車体フレーム５４から車幅方向の左側に離間しつつ、上方且つ後方に斜めに延伸し、その後端部に上下方向に分岐する上側分岐部６４Ｌ及び下側分岐部６６Ｌが設けられている。右のスイングアーム１８Ｒは、車体フレーム５４から車幅方向の右側に離間しつつ、上方且つ後方に斜めに延伸し、その後端部に上下方向に分岐する上側分岐部６４Ｒ及び下側分岐部６６Ｒが設けられている。スイングアーム１８Ｌ、１８Ｒの下側分岐部６６Ｌ、６６Ｒの下端には、車幅方向中央に向かって突出する突軸部６８Ｌ、６８Ｒがそれぞれ設けられている。 The left swing arm 18L is spaced apart from the body frame 54 on the left side in the vehicle width direction, extends obliquely upward and backward, and has an upper branch portion 64L and a lower branch portion 66L branching vertically at its rear end. It is provided. The right swing arm 18R is separated from the body frame 54 to the right side in the vehicle width direction, extends obliquely upward and rearward, and has an upper branch portion 64R and a lower branch portion 66R that branch vertically in the rear end portion. It is provided. At the lower ends of the lower branch portions 66L, 66R of the swing arms 18L, 18R, projecting shaft portions 68L, 68R projecting toward the center in the vehicle width direction are provided, respectively.
　突軸部６８Ｌ、６８Ｒのそれぞれは、左右一組のリヤショックユニット７０Ｌ、７０Ｒの下端に取り付けられている。リヤショックユニット７０Ｌ、７０Ｒの上端は、車体フレーム５４のリヤフレーム５８より下側に取り付けられている。これによって、スイングアーム１８Ｌ、１８Ｒは、リヤショックユニット７０Ｌ、７０Ｒを介して、車体フレーム５４にそれぞれ吊り下げられている。 Each of the protruding shaft portions 68L, 68R is attached to the lower end of a pair of left and right rear shock units 70L, 70R. The upper ends of the rear shock units 70L and 70R are attached to the vehicle body frame 54 below the rear frame 58. As a result, the swing arms 18L and 18R are suspended from the vehicle body frame 54 via the rear shock units 70L and 70R, respectively.
　また、スイングアーム１８Ｌ、１８Ｒの各々の上側分岐部６４Ｌ、６４Ｒ及び下側分岐部６６Ｌ、６６Ｒの後端側には、左右の電動駆動ユニット１０Ｌ、１０Ｒを収容するケース７２Ｌ、７２Ｒがそれぞれ取り付けられている。左右の電動駆動ユニット１０Ｌ、１０Ｒは各構成要素の配置が左右方向に対称であることを除いて略同様に構成される。このため、以下では、右の電動駆動ユニット１０Ｒの説明をもって、左の電動駆動ユニット１０Ｌの詳細な説明については省略する。 Further, cases 72L and 72R accommodating the left and right electric drive units 10L and 10R are attached to the rear ends of the upper branch portions 64L and 64R and the lower branch portions 66L and 66R of the swing arms 18L and 18R, respectively. ing. The left and right electric drive units 10L, 10R have substantially the same configuration except that the arrangement of each component is symmetrical in the left-right direction. Therefore, hereinafter, the description of the right electric drive unit 10R will be omitted, and the detailed description of the left electric drive unit 10L will be omitted.
　図７に示すように、電動駆動ユニット１０Ｒは、モータ７４Ｒと、モータ７４Ｒに設けられるモータ軸７６Ｒと、後輪１６Ｒに連結される車軸７８Ｒと、モータ軸７６Ｒ及び車軸７８Ｒを連係する中間軸８０Ｒと、モータ軸７６Ｒに設けられた入力ギア８２Ｒと、中間軸８０Ｒに設けられた中間ギア８４Ｒと、車軸７８Ｒに設けられた出力ギア８６Ｒとを有する。モータ軸７６Ｒ、中間軸８０Ｒ、車軸７８Ｒは、各々の軸方向が車幅方向（左右方向）に沿うように配設されている。 As shown in FIG. 7, the electric drive unit 10R includes a motor 74R, a motor shaft 76R provided on the motor 74R, an axle 78R connected to the rear wheel 16R, and an intermediate shaft 80R that links the motor shaft 76R and the axle 78R. An input gear 82R provided on the motor shaft 76R, an intermediate gear 84R provided on the intermediate shaft 80R, and an output gear 86R provided on the axle 78R. The motor shaft 76R, the intermediate shaft 80R, and the axle 78R are arranged so that their respective axial directions are along the vehicle width direction (left-right direction).
　モータ７４Ｒの駆動によりモータ軸７６Ｒが回転すると、その回転駆動力が、入力ギア８２Ｒ、中間ギア８４Ｒ、出力ギア８６Ｒを介して車軸７８Ｒに伝達され、車軸７８Ｒに連結された後輪１６Ｒを回転させることができる。この際、モータ軸７６Ｒの回転速度がリダクションギアである中間ギア８４Ｒで減速されるため、車軸７８Ｒ（後輪１６Ｒ）の回転速度はモータ軸７６Ｒの回転速度から減速される。つまり、モータ軸７６Ｒと車軸７８Ｒとの間に介在する入力ギア８２Ｒと、中間軸８０Ｒと、中間ギア８４Ｒと、出力ギア８６Ｒとは、減速機８８Ｒを構成する。 When the motor shaft 76R rotates by driving the motor 74R, the rotational driving force is transmitted to the axle 78R via the input gear 82R, the intermediate gear 84R, and the output gear 86R to rotate the rear wheel 16R connected to the axle 78R. be able to. At this time, since the rotation speed of the motor shaft 76R is reduced by the intermediate gear 84R that is the reduction gear, the rotation speed of the axle 78R (rear wheel 16R) is reduced from the rotation speed of the motor shaft 76R. That is, the input gear 82R, the intermediate shaft 80R, the intermediate gear 84R, and the output gear 86R that are interposed between the motor shaft 76R and the axle 78R form a speed reducer 88R.
　以下、図６及び図７を参照しつつ、電動駆動ユニット１０Ｒの具体的な構成について説明する。モータ７４Ｒは、例えば、三相の交流モータであって、ステータ９０Ｒと、ロータ９２Ｒと、これらのステータ９０Ｒ及びロータ９２Ｒを収容するケース７２Ｒとしてのモータケース９４Ｒとを有する。モータケース９４Ｒは、車幅方向の左側に開口が設けられ且つ右側に底部が設けられた略有底筒状のモータ収容部９６Ｒと、モータ収容部９６Ｒに対し開口を塞ぐようにボルト９８Ｒ等によって固定されるモータカバー１００Ｒとを有する。これらのモータ収容部９６Ｒとモータカバー１００Ｒとの間にモータ７４Ｒを収容するモータ収容空間１０２Ｒが形成される。 Hereinafter, a specific configuration of the electric drive unit 10R will be described with reference to FIGS. 6 and 7. The motor 74R is, for example, a three-phase AC motor, and has a stator 90R, a rotor 92R, and a motor case 94R as a case 72R accommodating the stator 90R and the rotor 92R. The motor case 94R is provided with a substantially bottomed cylindrical motor housing portion 96R having an opening on the left side in the vehicle width direction and a bottom portion on the right side, and a bolt 98R or the like for closing the opening to the motor housing portion 96R. The motor cover 100R is fixed. A motor housing space 102R for housing the motor 74R is formed between the motor housing portion 96R and the motor cover 100R.
　ステータ９０Ｒは、積層鋼板からなる円筒状のステータコア１０４Ｒを有する。ステータコア１０４Ｒには、モータ７４Ｒの周方向に複数のスロット１０６Ｒが所定角度間隔で形成されている。複数のスロット１０６Ｒには、コイル１０８Ｒがそれぞれ巻回されている。これらのコイル１０８Ｒは、Ｗ相、Ｖ相、Ｕ相の３相分からなり、環状に配設されている。ステータコア１０４Ｒには、その外周面側に挿通孔１１０Ｒが設けられている。この挿通孔１１０Ｒに挿通されたボルト１１２Ｒが、モータ収容部９６Ｒの左端側に設けられたボルト穴１１４Ｒに螺合することで、ステータコア１０４Ｒはモータ収容部９６Ｒに固定状態で支持されている。 The stator 90R has a cylindrical stator core 104R made of laminated steel plates. A plurality of slots 106R are formed in the stator core 104R in the circumferential direction of the motor 74R at predetermined angular intervals. A coil 108R is wound around each of the plurality of slots 106R. These coils 108R are composed of three phases of W phase, V phase, and U phase, and are arranged in an annular shape. An insertion hole 110R is provided on the outer peripheral surface side of the stator core 104R. The stator core 104R is fixedly supported in the motor housing portion 96R by screwing the bolt 112R inserted through the insertion hole 110R into the bolt hole 114R provided on the left end side of the motor housing portion 96R.
　モータ７４Ｒに給電する集配電部材として、環状のバスリング１１６Ｒがステータコア１０４Ｒの右端側に設けられる。このようにして設けられたバスリング１１６Ｒは、軸方向（車幅方向、左右方向）でモータ７４Ｒと、中間軸８０Ｒの左端部との間に配設される。バスリング１１６Ｒは、Ｗ相のコイル１０８Ｒに集配電するＷ相と、Ｖ相のコイル１０８Ｒに集配電するＶ相と、Ｕ相のコイル１０８Ｒに集配電するＵ相と、中性点のＮ相との４相分からなり、軸方向の左端側から右端側に向かって上記の順に積層されている。 An annular bus ring 116R is provided on the right end side of the stator core 104R as a power collection and distribution member that supplies power to the motor 74R. The bus ring 116R provided in this manner is arranged between the motor 74R and the left end portion of the intermediate shaft 80R in the axial direction (vehicle width direction, left-right direction). The bus ring 116R includes a W phase that collects and distributes power in the W phase coil 108R, a V phase that collects and distributes power in the V phase coil 108R, a U phase that collects and distributes power in the U phase coil 108R, and a neutral N phase. And 4 layers, and are stacked in the above order from the left end side to the right end side in the axial direction.
　バスリング１１６Ｒには、不図示のＰＣＵ（パワーコントロールユニット）等を介してバッテリ４６（図１等参照）からの電力をコイル１０８Ｒに供給するための給電線１１８Ｒが電気的に接続される。具体的には、三相線である給電線１１８Ｒの各線に設けられる３個の端子部と、バスリング１１６ＲのＷ相、Ｕ相、Ｖ相の各相分の３個の端子部とがボルト等の３個の締結部材１２０Ｒによりそれぞれ締結される。これによって、給電線１１８Ｒとバスリング１１６Ｒとの互いに対応する相同士が電気的に接続される。なお、図７には、３個の締結部材１２０Ｒのうちの１個のみが図示されている。これらの締結部材１２０Ｒは並列し、後述するように、中間軸受１２２Ｒと軸方向に重なる位置にそれぞれ配設されている。 A power supply line 118R for electrically supplying power from the battery 46 (see FIG. 1, etc.) to the coil 108R is electrically connected to the bus ring 116R via a PCU (power control unit) or the like (not shown). Specifically, three terminal portions provided on each line of the feed line 118R, which is a three-phase line, and three terminal portions for each of the W-phase, U-phase, and V-phase of the bus ring 116R are bolts. Are fastened by three fastening members 120R. As a result, the corresponding phases of the power supply line 118R and the bus ring 116R are electrically connected. Note that FIG. 7 illustrates only one of the three fastening members 120R. These fastening members 120R are juxtaposed and are respectively arranged at positions overlapping the intermediate bearing 122R in the axial direction, as will be described later.
　また、給電線１１８Ｒは、モータ７４Ｒから前方に引き出されている。そのため、モータケース９４Ｒの前方には、該モータケース９４Ｒの内外に給電線１１８Ｒを延在させるための切欠１２４Ｒ（図６参照）が設けられている。 Also, the power supply line 118R is drawn forward from the motor 74R. Therefore, in front of the motor case 94R, a cutout 124R (see FIG. 6) for extending the power supply line 118R inside and outside the motor case 94R is provided.
　ステータ９０Ｒの径方向内側には、ロータ９２Ｒが配置されている。ロータ９２Ｒは、積層鋼板からなる円筒状のロータコア１２６Ｒと、ロータコア１２６Ｒの内周側に一体化されたロータコア本体１２８Ｒとを有する。ロータコア１２６Ｒには、その周方向に複数のスロット１３０Ｒが所定角度間隔で形成されている。複数のスロット１３０Ｒには磁石１３２Ｒがそれぞれ配置されている。ロータコア本体１２８Ｒは筒状であり、その内部にモータ軸７６Ｒが車幅方向に挿通されている。 A rotor 92R is arranged inside the stator 90R in the radial direction. The rotor 92R has a cylindrical rotor core 126R made of laminated steel plates and a rotor core body 128R integrated on the inner peripheral side of the rotor core 126R. In the rotor core 126R, a plurality of slots 130R are formed in the circumferential direction at predetermined angular intervals. Magnets 132R are arranged in the plurality of slots 130R, respectively. The rotor core body 128R has a tubular shape, and the motor shaft 76R is inserted in the rotor core body 128R in the vehicle width direction.
　ロータコア本体１２８Ｒの左端部１３４Ｒは、ロータコア１２６Ｒの左端よりも左側に突出する。また、ロータコア本体１２８Ｒの左端部１３４Ｒには大内径部１３６Ｒが設けられている。ロータコア本体１２８Ｒでは、大内径部１３６Ｒの内径が、該大内径部１３６Ｒの右側に隣接する隣接部分１３８Ｒの内径よりも大きい。この大内径部１３６Ｒ内で、モータ軸７６Ｒの左端部にナット１４０Ｒが取り付けられている。ナット１４０Ｒの外径は、隣接部分１３８Ｒの内径よりも大きいことから、上記のようにして、モータ軸７６Ｒの左端部にナット１４０Ｒを設けることで、モータ軸７６Ｒに対してロータ９２Ｒを抜け止めすることができる。 The left end portion 134R of the rotor core body 128R projects to the left of the left end of the rotor core 126R. A large inner diameter portion 136R is provided at the left end portion 134R of the rotor core body 128R. In the rotor core body 128R, the inner diameter of the large inner diameter portion 136R is larger than the inner diameter of the adjacent portion 138R adjacent to the right side of the large inner diameter portion 136R. A nut 140R is attached to the left end of the motor shaft 76R within the large inner diameter portion 136R. Since the outer diameter of the nut 140R is larger than the inner diameter of the adjacent portion 138R, by providing the nut 140R at the left end portion of the motor shaft 76R as described above, the rotor 92R is prevented from coming off from the motor shaft 76R. be able to.
　ロータコア本体１２８Ｒの左端部１３４Ｒの外周側には、モータ７４Ｒの回転角度（ロータ９２Ｒ及びモータ軸７６Ｒの回転角度）を検出する回転角検出器１４２Ｒが配設されている。回転角検出器１４２Ｒは、レゾルバであって、ロータコア本体１２８Ｒの左端部１３４Ｒの外周に固定されたレゾルバロータ１４４Ｒと、レゾルバロータ１４４Ｒに対向するようにボルト１４６Ｒ等を介してモータカバー１００Ｒに固定されたレゾルバステータ１４８Ｒとを有する。回転角検出器１４２Ｒは、軸方向で、モータ７４Ｒを挟んで入力ギア８２Ｒと反対側に配置されている。なお、レゾルバは周知であるため、その詳細な説明は省略する。 A rotation angle detector 142R that detects the rotation angle of the motor 74R (rotation angle of the rotor 92R and the motor shaft 76R) is disposed on the outer peripheral side of the left end portion 134R of the rotor core body 128R. The rotation angle detector 142R is a resolver, and is fixed to the motor cover 100R via a bolt 146R or the like so as to face the resolver rotor 144R fixed to the outer periphery of the left end portion 134R of the rotor core body 128R and the resolver rotor 144R. Resolver stator 148R. The rotation angle detector 142R is arranged on the opposite side of the input gear 82R with the motor 74R interposed therebetween in the axial direction. Since resolvers are well known, detailed description thereof will be omitted.
　レゾルバステータ１４８Ｒには、例えば、モータ７４Ｒの回転角度の検出結果を上記のＰＣＵ等との間で送受信可能とする通信線１５０Ｒが接続されている。通信線１５０Ｒは、モータケース９４Ｒの前方に設けられた切欠１２４Ｒを介して回転角検出器１４２Ｒから前方に引き出される。 The resolver stator 148R is connected with, for example, a communication line 150R that enables transmission/reception of the detection result of the rotation angle of the motor 74R to/from the PCU or the like. The communication line 150R is pulled out forward from the rotation angle detector 142R through a notch 124R provided in front of the motor case 94R.
　モータ軸７６Ｒの右端側は、モータ収容部９６Ｒの底部に形成された貫通孔１５２Ｒを介してモータ収容空間１０２Ｒの外部に露出する。モータ収容部９６Ｒの底部の右端側には、ケース７２Ｒとしてのギアケース１５４Ｒがボルト１５６Ｒを介して固定されることで、減速機８８Ｒを収容する減速機収容空間１５８Ｒが形成されている。このため、モータ収容空間１０２Ｒから露出するモータ軸７６Ｒの右端側は減速機収容空間１５８Ｒに収容される。 The right end side of the motor shaft 76R is exposed to the outside of the motor housing space 102R via a through hole 152R formed in the bottom of the motor housing portion 96R. A gear case 154R as a case 72R is fixed via a bolt 156R to a right end side of a bottom portion of the motor housing portion 96R, thereby forming a speed reducer housing space 158R for housing the speed reducer 88R. Therefore, the right end side of the motor shaft 76R exposed from the motor housing space 102R is housed in the speed reducer housing space 158R.
　ギアケース１５４Ｒは、車幅方向の左側に開口が設けられ且つ右側に底部が設けられた略有底筒状である。ギアケース１５４Ｒの開口が、モータ収容部９６Ｒの底部の右端面と、該底部から下方及び後方に一体に延在する閉塞部１６４Ｒとにより塞がれることで、ギアケース１５４Ｒの内部に減速機収容空間１５８Ｒが形成されている。また、ギアケース１５４Ｒの底部の右端面には、後述するブレーキ機構１６０Ｒのブレーキベース１６２Ｒが一体に設けられている。 The gear case 154R has a substantially bottomed tubular shape with an opening provided on the left side in the vehicle width direction and a bottom portion provided on the right side. The opening of the gear case 154R is closed by the right end surface of the bottom portion of the motor housing portion 96R and the closing portion 164R that integrally extends downward and rearward from the bottom portion, so that the reduction gear housing is housed inside the gear case 154R. A space 158R is formed. A brake base 162R of a brake mechanism 160R, which will be described later, is integrally provided on the right end surface of the bottom of the gear case 154R.
　モータ収容部９６Ｒの貫通孔１５２Ｒには、モータ軸７６Ｒを軸支するモータ軸受１６６Ｒが設けられる。ギアケース１５４Ｒの底部の左端面（内壁面）の上方には、モータ軸受１６６Ｒと軸方向に対向するように、モータ軸７６Ｒの右端を軸支する第１軸受１６８Ｒが設けられている。これらのモータ軸受１６６Ｒ及び第１軸受１６８Ｒにより、モータ収容部９６Ｒ及びギアケース１５４Ｒにモータ軸７６Ｒが回転自在に支持される。モータ軸７６Ｒには、モータ軸受１６６Ｒと第１軸受１６８Ｒとの間の部分に入力ギア８２Ｒが設けられている。換言すると、モータ７４Ｒと入力ギア８２Ｒとの間にモータ軸受１６６Ｒが配設されている。 A motor bearing 166R that pivotally supports the motor shaft 76R is provided in the through hole 152R of the motor housing portion 96R. A first bearing 168R that pivotally supports the right end of the motor shaft 76R is provided above the left end surface (inner wall surface) of the bottom of the gear case 154R so as to face the motor bearing 166R in the axial direction. The motor shaft 166R and the first bearing 168R rotatably support the motor shaft 76R in the motor housing portion 96R and the gear case 154R. An input gear 82R is provided on the motor shaft 76R between the motor bearing 166R and the first bearing 168R. In other words, the motor bearing 166R is arranged between the motor 74R and the input gear 82R.
　ギアケース１５４Ｒの底部の左端面であって、第１軸受１６８Ｒの下方には、中間軸８０Ｒの右端を軸支する第２軸受１７０Ｒが設けられている。また、モータ収容部９６Ｒの底部の右端面には、第２軸受１７０Ｒと軸方向に対向するように、中間軸８０Ｒの左端を軸支する中間軸受１２２Ｒが設けられている。これらの第２軸受１７０Ｒ及び中間軸受１２２Ｒにより、モータ収容部９６Ｒ及びギアケース１５４Ｒに中間軸８０Ｒが回転自在に支持される。つまり、図６に示すように、中間軸８０Ｒは、モータ軸７６Ｒよりも下方に配置される。 A second bearing 170R that pivotally supports the right end of the intermediate shaft 80R is provided on the left end surface of the bottom of the gear case 154R and below the first bearing 168R. An intermediate bearing 122R that axially supports the left end of the intermediate shaft 80R is provided on the right end surface of the bottom of the motor housing portion 96R so as to face the second bearing 170R in the axial direction. The intermediate shaft 80R is rotatably supported by the motor housing portion 96R and the gear case 154R by the second bearing 170R and the intermediate bearing 122R. That is, as shown in FIG. 6, the intermediate shaft 80R is arranged below the motor shaft 76R.
　中間軸８０Ｒの中間軸受１２２Ｒと第１軸受１６８Ｒとの間には、中間ギア８４Ｒとして第１中間ギア１７２Ｒ及び第２中間ギア１７４Ｒが設けられている。第１中間ギア１７２Ｒは、第２中間ギア１７４Ｒよりも右側（第２軸受１７０Ｒ側）に配設され、入力ギア８２Ｒと噛合する。第２中間ギア１７４Ｒは、第１中間ギア１７２Ｒと中間軸受１２２Ｒとの間に配設され、車軸７８Ｒに設けられた出力ギア８６Ｒと噛合する。 A first intermediate gear 172R and a second intermediate gear 174R are provided as an intermediate gear 84R between the intermediate bearing 122R of the intermediate shaft 80R and the first bearing 168R. The first intermediate gear 172R is disposed on the right side (second bearing 170R side) of the second intermediate gear 174R and meshes with the input gear 82R. The second intermediate gear 174R is disposed between the first intermediate gear 172R and the intermediate bearing 122R, and meshes with the output gear 86R provided on the axle 78R.
　車軸７８Ｒの右端側は、ギアケース１５４Ｒの底部及びブレーキベース１６２Ｒを軸方向に貫通する貫通孔１７６Ｒを介して減速機収容空間１５８Ｒの外部に露出し、後輪１６Ｒに連結されている。具体的には、車軸７８Ｒの右端側は、後輪１６Ｒのホイール１７８Ｒに設けられたハブ部１８０Ｒに挿通されて固定されている。貫通孔１７６Ｒには、車軸７８Ｒを軸支する第３軸受１８２Ｒが設けられている。 The right end side of the axle 78R is exposed to the outside of the reduction gear housing space 158R via a through hole 176R that axially penetrates the bottom of the gear case 154R and the brake base 162R, and is connected to the rear wheel 16R. Specifically, the right end side of the axle 78R is inserted and fixed to a hub portion 180R provided on a wheel 178R of the rear wheel 16R. A third bearing 182R that pivotally supports the axle 78R is provided in the through hole 176R.
　また、モータ収容部９６Ｒの底部の右端面及び閉塞部１６４Ｒの右端面には、第３軸受１８２Ｒと軸方向に対向するように、車軸７８Ｒの左端を軸支する第４軸受１８４Ｒが設けられている。これらの第３軸受１８２Ｒ及び第４軸受１８４Ｒにより、モータ収容部９６Ｒ、ギアケース１５４Ｒ（ブレーキベース１６２Ｒ）に車軸７８Ｒが回転自在に支持される。車軸７８Ｒには、第３軸受１８２Ｒと第４軸受１８４Ｒの間の左側に出力ギア８６Ｒが配設されている。 A fourth bearing 184R that pivotally supports the left end of the axle 78R is provided on the right end surface of the bottom of the motor housing portion 96R and the right end surface of the closing portion 164R so as to axially face the third bearing 182R. There is. The third bearing 182R and the fourth bearing 184R rotatably support the axle 78R in the motor housing portion 96R and the gear case 154R (brake base 162R). An output gear 86R is disposed on the left side of the axle 78R between the third bearing 182R and the fourth bearing 184R.
　減速機収容空間１５８Ｒの内部では、モータ軸受１６６Ｒが、中間軸受１２２Ｒに比してモータ軸７６Ｒの軸方向で入力ギア８２Ｒに近接する側に配置されている。つまり、例えば、図７に示すように、中間軸受１２２Ｒの左端面から、軸方向の右側に距離Ｌ１離れた位置に、モータ軸受１６６Ｒの左端面が配置されている。 Inside the reduction gear housing space 158R, the motor bearing 166R is arranged closer to the input gear 82R in the axial direction of the motor shaft 76R than the intermediate bearing 122R. That is, for example, as shown in FIG. 7, the left end face of the motor bearing 166R is arranged at a position separated from the left end face of the intermediate bearing 122R by a distance L1 on the right side in the axial direction.
　締結部材１２０Ｒは、モータ７４Ｒからモータ軸受１６６Ｒ側（右側）に向かって突出するため、モータ７４Ｒとモータ軸受１６６Ｒとの間で最もモータ軸受１６６Ｒ側に近接して配置される。また、中間軸受１２２Ｒは、モータ収容部９６Ｒを介してモータ７４Ｒに臨み、減速機８８Ｒの構成要素のなかで、モータ７４Ｒに近接する側に設けられる。これらの締結部材１２０Ｒと中間軸受１２２Ｒとは、モータ軸７６Ｒの周方向の位置が互いに異なり、軸方向に重なる位置に配設される。つまり、例えば、中間軸受１２２Ｒの左端面から、軸方向の右側に距離Ｌ２離れた位置に、締結部材１２０Ｒの右端面が配置されている。 Since the fastening member 120R projects from the motor 74R toward the motor bearing 166R side (right side), it is arranged between the motor 74R and the motor bearing 166R closest to the motor bearing 166R side. Further, the intermediate bearing 122R faces the motor 74R via the motor housing portion 96R and is provided on the side close to the motor 74R among the constituent elements of the speed reducer 88R. The fastening member 120R and the intermediate bearing 122R are arranged at positions where the positions of the motor shaft 76R in the circumferential direction are different from each other and overlap in the axial direction. That is, for example, the right end surface of the fastening member 120R is arranged at a position separated from the left end surface of the intermediate bearing 122R by a distance L2 on the right side in the axial direction.
　閉塞部１６４Ｒの下端側には、出力ギア８６Ｒの下方に臨むように車幅方向の右側に延在する延在部１６４ａＲが設けられ、該延在部１６４ａＲには、ドレインボルト１８６Ｒで開閉自在に閉塞されたドレイン孔１８８Ｒが上下方向に沿って貫通形成されている。また、図６に示すように、ギアケース１５４Ｒの上端側には、減速機収容空間１５８Ｒの内部と外部とを連通させるブリーザチューブ１９０Ｒが上下方向に沿って設けられている。 An extension portion 164aR extending rightward in the vehicle width direction is provided on the lower end side of the closing portion 164R so as to face below the output gear 86R, and the extension portion 164aR can be opened and closed by a drain bolt 186R. The closed drain hole 188R is formed so as to penetrate along the vertical direction. Further, as shown in FIG. 6, a breather tube 190R that connects the inside and the outside of the reduction gear housing space 158R is provided on the upper end side of the gear case 154R along the vertical direction.
　温度上昇等に起因して減速機収容空間１５８Ｒ内で、減速機８８Ｒに用いられる潤滑油が揮発し、該減速機収容空間１５８Ｒの内圧が上昇したとしても、霧状の潤滑油を含む気体を、ブリーザチューブ１９０Ｒを介して排出することで該内圧を低下させることができる。また、減速機収容空間１５８Ｒ内の液体の潤滑油は、ドレインボルト１８６Ｒを取り外すこと等により、ドレイン孔１８８Ｒを介して減速機収容空間１５８Ｒの外部に排出することができる。 Even if the lubricating oil used for the speed reducer 88R volatilizes and the internal pressure of the speed reducer housing space 158R rises in the speed reducer housing space 158R due to a temperature rise or the like, a gas containing mist-like lubricating oil is generated. By discharging through the breather tube 190R, the internal pressure can be reduced. Further, the liquid lubricating oil in the speed reducer housing space 158R can be discharged to the outside of the speed reducer housing space 158R via the drain hole 188R by removing the drain bolt 186R or the like.
　図７に示すように、ホイール１７８Ｒにはブレーキ機構収容部１９２Ｒが設けられる。上記の通り、ギアケース１５４Ｒの底部の右端面に一体に設けられたブレーキベース１６２Ｒと、ホイール１７８Ｒのブレーキ機構収容部１９２Ｒとの間にブレーキ機構１６０Ｒを収容するブレーキ機構収容空間１９４Ｒが形成される。つまり、右の後輪１６Ｒの周辺では、車幅方向の左側から右側に向かって、モータ７４Ｒ、減速機８８Ｒ及びブレーキ機構１６０Ｒがこの順に配置されている。 As shown in FIG. 7, the wheel 178R is provided with a brake mechanism accommodating portion 192R. As described above, the brake mechanism accommodating space 194R accommodating the brake mechanism 160R is formed between the brake base 162R integrally provided on the right end surface of the bottom of the gear case 154R and the brake mechanism accommodating portion 192R of the wheel 178R. .. That is, around the right rear wheel 16R, the motor 74R, the speed reducer 88R, and the brake mechanism 160R are arranged in this order from the left side to the right side in the vehicle width direction.
　具体的には、ブレーキ機構収容部１９２Ｒは、車幅方向の左側に開口が設けられ且つ右側に底部が設けられた有底円筒状であり、その開口がブレーキベース１６２Ｒにより塞がれるように、ブレーキ機構収容部１９２Ｒとブレーキベース１６２Ｒとが接合されている。また、ブレーキ機構収容部１９２Ｒの底部は、ハブ部１８０Ｒと一体に形成されている。 Specifically, the brake mechanism accommodating portion 192R has a bottomed cylindrical shape with an opening provided on the left side in the vehicle width direction and a bottom portion provided on the right side, and the opening is closed by the brake base 162R. The brake mechanism housing 192R and the brake base 162R are joined together. Further, the bottom of the brake mechanism housing 192R is formed integrally with the hub 180R.
　ブレーキ機構１６０Ｒは、いわゆる、ドラムブレーキであって、ブレーキドラム１９６Ｒと、ブレーキベース１６２Ｒと、一対のブレーキシュー１９８Ｒ（これらのうち一方のブレーキシュー１９８Ｒの図示は省略する）とを有する。ブレーキドラム１９６Ｒは、ブレーキ機構収容部１９２Ｒの内周に沿って配設された円筒状であり、ホイール１７８Ｒ（ブレーキ機構収容部１９２Ｒ）と一体化されている。各ブレーキシュー１９８Ｒは円弧状であり、２個のブレーキシュー１９８Ｒは、車軸７８Ｒを挟んで互いに対向する。また、ブレーキシュー１９８Ｒは、各々の外周面にライニング２００Ｒが設けられ、該ライニング２００Ｒがブレーキドラム１９６Ｒの内周面に臨むようにブレーキベース１６２Ｒに支持される。さらに、ブレーキシュー１９８Ｒ同士の間には、互いを接近させる方向に弾発付勢するばね部材（不図示）が介装されている。 The brake mechanism 160R is a so-called drum brake and has a brake drum 196R, a brake base 162R, and a pair of brake shoes 198R (one of the brake shoes 198R is not shown). The brake drum 196R has a cylindrical shape arranged along the inner circumference of the brake mechanism housing portion 192R, and is integrated with the wheel 178R (brake mechanism housing portion 192R). Each brake shoe 198R has an arc shape, and the two brake shoes 198R face each other with the axle 78R interposed therebetween. The brake shoe 198R is provided with a lining 200R on the outer peripheral surface thereof, and is supported by the brake base 162R so that the lining 200R faces the inner peripheral surface of the brake drum 196R. Further, a spring member (not shown) for elastically urging the brake shoes 198R is interposed between the brake shoes 198R.
　ブレーキベース１６２Ｒには、各ブレーキシュー１９８Ｒの回動軸となるアンカーピン２０２Ｒ（図６参照）が立設される。また、ブレーキベース１６２Ｒのアンカーピン２０２Ｒと車軸７８Ｒを挟んで対向する位置には、各ブレーキシュー１９８Ｒを拡開作動させるカム２０４Ｒがピボットシャフト２０６Ｒにより回動可能に支持される。 An anchor pin 202R (see FIG. 6), which is a rotation axis of each brake shoe 198R, is erected on the brake base 162R. A cam 204R that expands and opens each brake shoe 198R is rotatably supported by a pivot shaft 206R at a position facing the anchor pin 202R of the brake base 162R with the axle 78R interposed therebetween.
　カム２０４Ｒは、ピボットシャフト２０６Ｒの右端部に設けられる。ピボットシャフト２０６Ｒの左端側は、ブレーキベース１６２Ｒを貫通してその左側に突出し、この突出端部にはブレーキアーム２０８Ｒの基端部が取り付けられている。すなわち、ピボットシャフト２０６Ｒは、ブレーキアーム２０８Ｒの回転軸２１０Ｒに沿って配置されている。 The cam 204R is provided at the right end of the pivot shaft 206R. The left end side of the pivot shaft 206R penetrates the brake base 162R and projects to the left side thereof, and the base end of the brake arm 208R is attached to this protruding end. That is, the pivot shaft 206R is arranged along the rotary shaft 210R of the brake arm 208R.
　ブレーキアーム２０８Ｒは、車幅方向で、車輪（後輪１６Ｒ）と出力ギア８６Ｒとの間に配置される。ブレーキアーム２０８Ｒの先端部は、不図示のブレーキワイヤの一端側に連結されている。ブレーキワイヤの他端側は、ブレーキベース１６２Ｒの左端面に設けられたブレーキワイヤ保持部２１２Ｒ（図６参照）を介して、電動車両１２の前方に設けられたブレーキ操作子２１４（図１等参照）に連結されている。このブレーキ操作子２１４の操作により、ブレーキワイヤを介してブレーキアーム２０８Ｒを回動させることで、ピボットシャフト２０６Ｒとともにカム２０４Ｒが回動する。 The brake arm 208R is arranged between the wheel (rear wheel 16R) and the output gear 86R in the vehicle width direction. The tip of the brake arm 208R is connected to one end of a brake wire (not shown). The other end side of the brake wire is provided with a brake wire holding portion 212R (see FIG. 6) provided on the left end surface of the brake base 162R through a brake operator 214 provided in front of the electric vehicle 12 (see FIG. 1, etc.) ) Is linked to. By operating the brake operator 214 to rotate the brake arm 208R via the brake wire, the cam 204R rotates together with the pivot shaft 206R.
　カム２０４Ｒの回動によって、ブレーキシュー１９８Ｒがばね部材の弾発付勢力に抗して拡開作動することで、ブレーキシュー１９８Ｒのライニング２００Ｒがブレーキドラム１９６Ｒの内周面に摩擦接触する。その結果、ブレーキドラム１９６Ｒと一体に設けられたホイール１７８Ｒ（後輪１６Ｒ）の回転を制動させることができる。図６に示すように、ブレーキアーム２０８Ｒの回転軸２１０Ｒ（ピボットシャフト２０６Ｒ）は、車軸７８Ｒの上方且つ後方に配置され、該車軸７８Ｒの前方に、中間軸８０Ｒ及びモータ軸７６Ｒが配置されている。また、車軸７８Ｒよりも前方にモータ軸７６Ｒが配置され、モータ軸７６Ｒよりも前方に給電線１１８Ｒ（図７参照）が配置されている。 By the rotation of the cam 204R, the brake shoe 198R expands against the elastic biasing force of the spring member, so that the lining 200R of the brake shoe 198R makes frictional contact with the inner peripheral surface of the brake drum 196R. As a result, the rotation of the wheel 178R (rear wheel 16R) provided integrally with the brake drum 196R can be braked. As shown in FIG. 6, the rotary shaft 210R (pivot shaft 206R) of the brake arm 208R is arranged above and behind the axle 78R, and the intermediate shaft 80R and the motor shaft 76R are arranged in front of the axle 78R. .. Further, the motor shaft 76R is arranged in front of the axle 78R, and the power supply line 118R (see FIG. 7) is arranged in front of the motor shaft 76R.
　上記のように構成される電動駆動ユニット１０Ｌ、１０Ｒを収容するケース７２Ｌ、７２Ｒのうち、ギアケース１５４Ｌ、１５４Ｒにスイングアーム１８Ｌ、１８Ｒの上側分岐部６４Ｌ、６４Ｒ及び下側分岐部６６Ｌ、６６Ｒの後端側がボルト止め等によってそれぞれ取り付けられる。これによって、電動車両１２では、左右のスイングアーム１８Ｌ、１８Ｒのそれぞれに電動駆動ユニット１０Ｌ、１０Ｒが搭載される。 Of the cases 72L and 72R housing the electric drive units 10L and 10R configured as described above, the gear cases 154L and 154R include the upper branch portions 64L and 64R and the lower branch portions 66L and 66R of the swing arms 18L and 18R. The rear end side is attached by bolting or the like. As a result, in the electric vehicle 12, the electric drive units 10L and 10R are mounted on the left and right swing arms 18L and 18R, respectively.
　以上から、本実施形態に係る電動駆動ユニット１０では、モータ軸受１６６Ｒが中間軸受１２２Ｒに比して入力ギア８２Ｒに近接する側に配置される分、モータ７４Ｒをモータ軸受１６６Ｒとの干渉を回避しつつ入力ギア８２Ｒ側に近づけて、モータ軸７６Ｒを容易に短くすることができる。これによって、電動駆動ユニット１０の左右方向（車幅方向）の薄型化を容易に図ることができる。また、モータ軸７６Ｒを短くできる分、電動駆動ユニット１０の軽量化を図ることもできる。 From the above, in the electric drive unit 10 according to the present embodiment, the motor bearing 166R is arranged closer to the input gear 82R than the intermediate bearing 122R, so that the motor 74R avoids interference with the motor bearing 166R. Meanwhile, the motor shaft 76R can be easily shortened by approaching the input gear 82R side. As a result, it is possible to easily reduce the thickness of the electric drive unit 10 in the left-right direction (vehicle width direction). Further, since the motor shaft 76R can be shortened, the weight of the electric drive unit 10 can be reduced.
　上記の実施形態に係る電動駆動ユニット１０では、モータ７４Ｒに給電する環状のバスリング１１６Ｒが、軸方向でモータ７４Ｒと中間軸８０Ｒとの間に位置しており、バスリング１１６Ｒに給電線１１８Ｒを締結する締結部材１２０Ｒは、中間軸受１２２Ｒと軸方向に重なる位置に配設されていることとした。 In the electric drive unit 10 according to the above-described embodiment, the annular bus ring 116R that feeds power to the motor 74R is located between the motor 74R and the intermediate shaft 80R in the axial direction, and the feed line 118R is connected to the bus ring 116R. The fastening member 120R to be fastened is arranged at a position overlapping the intermediate bearing 122R in the axial direction.
　上記の通り、締結部材１２０Ｒは、モータ７４Ｒとモータ軸受１６６Ｒとの間で最もモータ軸受１６６Ｒ側に近接して配置される。また、中間軸受１２２Ｒは、減速機８８Ｒの構成要素のなかで、モータ７４Ｒに近接する側に設けられる。従って、締結部材１２０Ｒと中間軸受１２２Ｒとを、モータ軸７６Ｒの周方向の位置を互いに異ならせて、軸方向に重なる位置に配設することで、モータ７４Ｒをさらに入力ギア８２Ｒ側に近接させることができる。その結果、電動駆動ユニット１０の薄型化を図ることが一層容易になる。 As described above, the fastening member 120R is arranged closest to the motor bearing 166R side between the motor 74R and the motor bearing 166R. Further, the intermediate bearing 122R is provided on the side closer to the motor 74R among the constituent elements of the speed reducer 88R. Therefore, by disposing the fastening member 120R and the intermediate bearing 122R at positions different from each other in the circumferential direction of the motor shaft 76R so as to overlap in the axial direction, the motor 74R can be brought closer to the input gear 82R side. You can As a result, it becomes easier to reduce the thickness of the electric drive unit 10.
　上記の実施形態に係る電動駆動ユニット１０では、車軸７８Ｒよりも前方にモータ軸７６Ｒが配置され、モータ軸７６Ｒよりも前方に給電線１１８Ｒが配置されることとした。この場合、モータ７４Ｒを入力ギア８２Ｒ側に近接させても、モータ軸７６Ｒよりも後方の構成要素と、給電線１１８Ｒとが干渉することを回避できるため、電動駆動ユニット１０の薄型化を図ることが一層容易になる。 In the electric drive unit 10 according to the above embodiment, the motor shaft 76R is arranged in front of the axle 78R, and the power supply line 118R is arranged in front of the motor shaft 76R. In this case, even if the motor 74R is brought close to the input gear 82R side, it is possible to avoid the interference between the component behind the motor shaft 76R and the power supply line 118R, and therefore the electric drive unit 10 can be made thin. Will be easier.
　上記の実施形態に係る電動駆動ユニット１０では、モータ７４Ｒの回転角度を検出する回転角検出器１４２Ｒが、軸方向で、モータ７４Ｒを挟んで入力ギア８２Ｒと反対側に配置されていることとした。この場合、モータ７４Ｒとモータ軸受１６６Ｒとの間に回転角検出器１４２Ｒが介在することを回避できる分、モータ７４Ｒを効果的に入力ギア８２Ｒ側に近接させることが可能になり、電動駆動ユニット１０の薄型化を図ることが一層容易になる。 In the electric drive unit 10 according to the above-described embodiment, the rotation angle detector 142R that detects the rotation angle of the motor 74R is arranged in the axial direction on the opposite side of the input gear 82R with the motor 74R interposed therebetween. .. In this case, since the rotation angle detector 142R can be prevented from being interposed between the motor 74R and the motor bearing 166R, the motor 74R can be effectively brought closer to the input gear 82R side, and the electric drive unit 10 It becomes easier to reduce the thickness.
　上記の実施形態に係る電動駆動ユニット１０では、軸方向で、車軸７８Ｒに連結される車輪（後輪１６Ｒ）と出力ギア８６Ｒとの間にブレーキアーム２０８Ｒが配置されることとした。この場合、ブレーキアーム２０８Ｒを、他の構成要素との干渉を回避しつつ、出力ギア８６Ｒと後輪１６Ｒとの間のスペースを有効に利用して配置することができるため、電動駆動ユニット１０の薄型化を図ることが一層容易になる。 In the electric drive unit 10 according to the above embodiment, the brake arm 208R is arranged in the axial direction between the wheel (rear wheel 16R) connected to the axle 78R and the output gear 86R. In this case, the brake arm 208R can be arranged by effectively utilizing the space between the output gear 86R and the rear wheel 16R while avoiding interference with other components, and thus the electric drive unit 10 can be provided. It becomes easier to reduce the thickness.
　上記の実施形態に係る電動駆動ユニット１０では、ブレーキアーム２０８Ｒの回転軸２１０Ｒは、車軸７８Ｒの上方に配置されることとした。この場合、電動駆動ユニット１０を備える電動車両１２の最低地上高を確保することが容易になる。 In the electric drive unit 10 according to the above embodiment, the rotary shaft 210R of the brake arm 208R is arranged above the axle 78R. In this case, it becomes easy to secure the minimum ground clearance of the electric vehicle 12 including the electric drive unit 10.
　上記の実施形態に係る電動駆動ユニット１０では、回転軸２１０Ｒは、車軸７８Ｒの後方に配置され、中間軸８０Ｒ及びモータ軸７６Ｒは、車軸７８Ｒの前方に配置されることとした。この場合、ブレーキアーム２０８Ｒが、電動駆動ユニット１０の減速機８８Ｒ等の構成要素に干渉することを回避し易くなり、電動駆動ユニット１０の薄型化を図ることが一層容易になる。 In the electric drive unit 10 according to the above embodiment, the rotating shaft 210R is arranged behind the axle 78R, and the intermediate shaft 80R and the motor shaft 76R are arranged in front of the axle 78R. In this case, it becomes easier to avoid the brake arm 208R from interfering with the constituent elements such as the speed reducer 88R of the electric drive unit 10, and it becomes easier to reduce the thickness of the electric drive unit 10.
　上記の実施形態に係る電動車両１２では、電動駆動ユニット１０がスイングアーム１８Ｌ、１８Ｒに搭載されていることとした。上記のように薄型化を容易に図ることが可能な電動駆動ユニット１０をスイングアーム１８Ｌ、１８Ｒに搭載することで、電動車両１２の車幅を薄型化することが可能になる。 In the electric vehicle 12 according to the above embodiment, the electric drive unit 10 is mounted on the swing arms 18L and 18R. By mounting the electric drive unit 10 that can be easily reduced in thickness as described above on the swing arms 18L and 18R, the vehicle width of the electric vehicle 12 can be reduced.
　上記の実施形態に係る電動車両１２では、電動駆動ユニット１０が搭載されたスイングアーム１８Ｌ、１８Ｒは、車幅方向の左右にそれぞれ設けられていることとした。このように、車幅方向の左右に電動駆動ユニット１０が搭載されたスイングアーム１８Ｌ、１８Ｒを設けても、上記の通り電動駆動ユニット１０を薄型化することが可能であるため、電動車両１２の車幅を効果的に薄型化することができる。換言すれば、車幅方向の左右に設けられた２個の後輪１６Ｌ、１６Ｒ同士の間であって、各後輪１６Ｌ、１６Ｒの外部（各後輪１６Ｌ、１６Ｒの車幅方向の中心側）に２個の電動駆動ユニット１０をそれぞれ配設しても、電動車両１２の車幅が増大することを効果的に回避することができる。 In the electric vehicle 12 according to the above-described embodiment, the swing arms 18L and 18R on which the electric drive unit 10 is mounted are provided on the left and right in the vehicle width direction, respectively. As described above, even if the swing arms 18L and 18R on which the electric drive unit 10 is mounted are provided on the left and right in the vehicle width direction, the electric drive unit 10 can be made thin as described above. The vehicle width can be effectively reduced. In other words, it is between the two rear wheels 16L, 16R provided on the left and right in the vehicle width direction and outside the rear wheels 16L, 16R (the center side of the rear wheels 16L, 16R in the vehicle width direction). Even if each of the two electric drive units 10 is provided in (1), it is possible to effectively prevent the vehicle width of the electric vehicle 12 from increasing.
　以上、本発明について好適な実施形態を用いて説明したが、本発明の技術的範囲は、上記の実施形態の記載範囲に限定されることはない。上記の実施形態に、多様な変更又は改良を加えることが可能であることは、当業者に明らかである。そのような変更又は改良を加えた形態も、本発明の技術的範囲に含まれ得ることが、請求の範囲の記載から明らかである。また、請求の範囲に記載された括弧書きの符号は、本発明の理解の容易化のために添付図面中の符号に倣って付したものであり、本発明がその符号をつけた要素に限定されて解釈されるものではない。 Although the present invention has been described above using the preferred embodiments, the technical scope of the present invention is not limited to the description range of the above embodiments. It will be apparent to those skilled in the art that various modifications and improvements can be added to the above-described embodiment. It is apparent from the scope of the claims that the embodiment added with such changes or improvements can be included in the technical scope of the present invention. Further, the reference numerals in parentheses described in the claims are added according to the reference numerals in the accompanying drawings for facilitating the understanding of the present invention, and the present invention is limited to the elements to which the reference numerals are attached. It is not intended to be interpreted.
１０、１０Ｌ、１０Ｒ…電動駆動ユニット　１２…電動車両
１６Ｌ、１６Ｒ…後輪　　　　　　　　　　１８Ｌ、１８Ｒ…スイングアーム
７４Ｒ…モータ　　　　　　　　　　　　　７６Ｒ…モータ軸
７８Ｒ…車軸　　　　　　　　　　　　　　８０Ｒ…中間軸
８２Ｒ…入力ギア　　　　　　　　　　　　８４Ｒ…中間ギア
８６Ｒ…出力ギア　　　　　　　　　　　　１１６Ｒ…バスリング
１１８Ｒ…給電線　　　　　　　　　　　　１２０Ｒ…締結部材
１２２Ｒ…中間軸受　　　　　　　　　　　１４２Ｒ…回転角検出器
１６６Ｒ…モータ軸受　　　　　　　　　　２０８Ｒ…ブレーキアーム
２１０Ｒ…回転軸 10, 10L, 10R... Electric drive unit 12... Electric vehicles 16L, 16R... Rear wheels 18L, 18R... Swing arm 74R... Motor 76R... Motor shaft 78R... Axle 80R... Intermediate shaft 82R... Input gear 84R... Intermediate gear 86R... Output Gear 116R... Bus ring 118R... Power supply line 120R... Fastening member 122R... Intermediate bearing 142R... Rotation angle detector 166R... Motor bearing 208R... Brake arm 210R... Rotation shaft

Claims (10)

  1. 　モータ（７４Ｒ）と、モータ軸（７６Ｒ）と、中間軸（８０Ｒ）と、車軸（７８Ｒ）と、前記モータ軸（７６Ｒ）に設けられた入力ギア（８２Ｒ）と、前記中間軸（８０Ｒ）に設けられた中間ギア（８４Ｒ）と、前記車軸（７８Ｒ）に設けられた出力ギア（８６Ｒ）とを有する電動駆動ユニット（１０）であって、
    　前記モータ軸（７６Ｒ）を前記モータ（７４Ｒ）と前記入力ギア（８２Ｒ）との間で回転自在に軸支するモータ軸受（１６６Ｒ）は、前記中間軸（８０Ｒ）を前記中間ギア（８４Ｒ）よりも前記モータ（７４Ｒ）側で回転自在に軸支する中間軸受（１２２Ｒ）に比して、前記モータ軸（７６Ｒ）の軸方向で前記入力ギア（８２Ｒ）に近接する側に配置されている、電動駆動ユニット（１０）。     The motor (74R), the motor shaft (76R), the intermediate shaft (80R), the axle (78R), the input gear (82R) provided on the motor shaft (76R), and the intermediate shaft (80R). An electric drive unit (10) having an intermediate gear (84R) provided and an output gear (86R) provided on the axle (78R),
    A motor bearing (166R) that rotatably supports the motor shaft (76R) between the motor (74R) and the input gear (82R) includes an intermediate shaft (80R) from the intermediate gear (84R). Is also arranged closer to the input gear (82R) in the axial direction of the motor shaft (76R) than the intermediate bearing (122R) rotatably supported on the motor (74R) side. Electric drive unit (10).
  2. 　請求項１記載の電動駆動ユニット（１０）において、
    　前記モータ（７４Ｒ）に給電する環状のバスリング（１１６Ｒ）が、前記軸方向で前記モータ（７４Ｒ）と前記中間軸（８０Ｒ）との間に位置しており、
    　前記バスリング（１１６Ｒ）に給電線（１１８Ｒ）を締結する締結部材（１２０Ｒ）は、前記中間軸受（１２２Ｒ）と前記軸方向に重なる位置に配設されている、電動駆動ユニット（１０）。     The electric drive unit (10) according to claim 1,
    An annular bus ring (116R) for feeding the motor (74R) is located between the motor (74R) and the intermediate shaft (80R) in the axial direction,
    The electric drive unit (10), wherein a fastening member (120R) for fastening the power supply line (118R) to the bus ring (116R) is arranged at a position overlapping the intermediate bearing (122R) in the axial direction.
  3. 　請求項２記載の電動駆動ユニット（１０）において、
    　前記車軸（７８Ｒ）よりも前方に前記モータ軸（７６Ｒ）が配置され、
    　前記モータ軸（７６Ｒ）よりも前方に前記給電線（１１８Ｒ）が配置される、電動駆動ユニット（１０）。     The electric drive unit (10) according to claim 2,
    The motor shaft (76R) is arranged in front of the axle (78R),
    An electric drive unit (10) in which the power supply line (118R) is arranged in front of the motor shaft (76R).
  4. 　請求項１～３の何れか１項に記載の電動駆動ユニット（１０）において、
    　前記モータ（７４Ｒ）の回転角度を検出する回転角検出器（１４２Ｒ）は、前記軸方向で、前記モータ（７４Ｒ）を挟んで前記入力ギア（８２Ｒ）と反対側に配置されている、電動駆動ユニット（１０）。     The electric drive unit (10) according to any one of claims 1 to 3,
    A rotation angle detector (142R) that detects a rotation angle of the motor (74R) is arranged on the opposite side of the input gear (82R) across the motor (74R) in the axial direction. Unit (10).
  5. 　請求項１～４の何れか１項に記載の電動駆動ユニット（１０）において、
    　前記軸方向で、前記車軸（７８Ｒ）に連結される車輪（１６Ｒ）と前記出力ギア（８６Ｒ）との間にブレーキアーム（２０８Ｒ）が配置される、電動駆動ユニット（１０）。     The electric drive unit (10) according to any one of claims 1 to 4,
    An electric drive unit (10) in which a brake arm (208R) is disposed between a wheel (16R) connected to the axle (78R) and the output gear (86R) in the axial direction.
  6. 　請求項５記載の電動駆動ユニット（１０）において、
    　前記ブレーキアーム（２０８Ｒ）の回転軸（２１０Ｒ）は、前記車軸（７８Ｒ）の上方に配置される、電動駆動ユニット（１０）。     The electric drive unit (10) according to claim 5,
    An electric drive unit (10) in which a rotating shaft (210R) of the brake arm (208R) is arranged above the axle (78R).
  7. 　請求項６記載の電動駆動ユニット（１０）において、
    　前記回転軸（２１０Ｒ）は、前記車軸（７８Ｒ）の後方に配置され、
    　前記中間軸（８０Ｒ）及び前記モータ軸（７６Ｒ）は、前記車軸（７８Ｒ）の前方に配置される、電動駆動ユニット（１０）。     The electric drive unit (10) according to claim 6,
    The rotating shaft (210R) is arranged behind the axle (78R),
    The electric drive unit (10) in which the intermediate shaft (80R) and the motor shaft (76R) are arranged in front of the axle (78R).
  8. 　請求項５～７の何れか１項に記載の電動駆動ユニット（１０）において、
    　前記車軸（７８Ｒ）は、前記軸方向で、前記出力ギア（８６Ｒ）を挟んで前記モータ（７４Ｒ）と反対側に前記車輪（１６Ｒ）を連結可能であり、
    　前記モータ軸受（１６６Ｒ）は、前記中間軸受（１２２Ｒ）に比して、前記軸方向で、前記車輪（１６Ｒ）に近接する側に配置されている、電動駆動ユニット（１０）。     The electric drive unit (10) according to any one of claims 5 to 7,
    The axle (78R) can connect the wheel (16R) to the opposite side of the motor (74R) with the output gear (86R) interposed therebetween in the axial direction.
    The electric drive unit (10) in which the motor bearing (166R) is arranged closer to the wheel (16R) in the axial direction than the intermediate bearing (122R).
  9. 　請求項１～８の何れか１項に記載の電動駆動ユニット（１０）を備える電動車両（１２）であって、前記電動駆動ユニット（１０）は、スイングアーム（１８Ｌ、１８Ｒ）に搭載されている、電動車両（１２）。 An electric vehicle (12) comprising the electric drive unit (10) according to any one of claims 1 to 8, wherein the electric drive unit (10) is mounted on a swing arm (18L, 18R). Electric vehicle (12).
  10. 　請求項９記載の電動車両（１２）において、
    　前記電動駆動ユニット（１０）が搭載された前記スイングアーム（１８Ｌ、１８Ｒ）は、車幅方向の左右にそれぞれ設けられている、電動車両（１２）。     The electric vehicle (12) according to claim 9,
    The electric vehicle (12) in which the swing arms (18L, 18R) on which the electric drive unit (10) is mounted are respectively provided on the left and right in the vehicle width direction.
PCT/JP2019/050915 2018-12-26 2019-12-25 Electric drive unit and electric vehicle WO2020138204A1 (en)

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JP2010228627A (en) * 2009-03-27 2010-10-14 Honda Motor Co Ltd Power transmission device for electric vehicle
JP2010228628A (en) * 2009-03-27 2010-10-14 Honda Motor Co Ltd Electric vehicle
JP2011121573A (en) * 2009-12-09 2011-06-23 Kanzaki Kokyukoki Manufacturing Co Ltd Electric transaxle unit

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Publication number Priority date Publication date Assignee Title
JP5784930B2 (en) 2011-03-07 2015-09-24 Ntn株式会社 Electric car

Patent Citations (3)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JP2010228627A (en) * 2009-03-27 2010-10-14 Honda Motor Co Ltd Power transmission device for electric vehicle
JP2010228628A (en) * 2009-03-27 2010-10-14 Honda Motor Co Ltd Electric vehicle
JP2011121573A (en) * 2009-12-09 2011-06-23 Kanzaki Kokyukoki Manufacturing Co Ltd Electric transaxle unit

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