JP2005138824A - Independent left/right wheel driving device for vehicle - Google Patents

Independent left/right wheel driving device for vehicle Download PDF

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JP2005138824A
JP2005138824A JP2004291858A JP2004291858A JP2005138824A JP 2005138824 A JP2005138824 A JP 2005138824A JP 2004291858 A JP2004291858 A JP 2004291858A JP 2004291858 A JP2004291858 A JP 2004291858A JP 2005138824 A JP2005138824 A JP 2005138824A
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planetary gear
reduction mechanism
gear
vehicle
right wheel
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JP4701668B2 (en
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Kunihiko Morikawa
邦彦 森川
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Nissan Motor Co Ltd
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Nissan Motor Co Ltd
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    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L9/00—Electric propulsion with power supply external to the vehicle
    • B60L9/16—Electric propulsion with power supply external to the vehicle using ac induction motors
    • B60L9/18—Electric propulsion with power supply external to the vehicle using ac induction motors fed from dc supply lines
    • 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
    • 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
    • B60K17/00—Arrangement or mounting of transmissions in vehicles
    • B60K17/34—Arrangement or mounting of transmissions in vehicles for driving both front and rear wheels, e.g. four wheel drive vehicles
    • B60K17/354—Arrangement or mounting of transmissions in vehicles for driving both front and rear wheels, e.g. four wheel drive vehicles having separate mechanical assemblies for transmitting drive to the front or to the rear wheels or set of wheels
    • 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
    • B60K17/00—Arrangement or mounting of transmissions in vehicles
    • B60K17/34—Arrangement or mounting of transmissions in vehicles for driving both front and rear wheels, e.g. four wheel drive vehicles
    • B60K17/356—Arrangement or mounting of transmissions in vehicles for driving both front and rear wheels, e.g. four wheel drive vehicles having fluid or electric motor, for driving one or more wheels
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L58/00—Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles
    • B60L58/30—Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles for monitoring or controlling fuel cells
    • 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
    • B60K2001/001—Arrangement or mounting of electrical propulsion units one motor mounted on a propulsion axle for rotating right and left wheels of this axle
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L2220/00—Electrical machine types; Structures or applications thereof
    • B60L2220/50—Structural details of electrical machines
    • B60L2220/52—Clutch motors
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L2260/00—Operating Modes
    • B60L2260/20—Drive modes; Transition between modes
    • B60L2260/28—Four wheel or all wheel drive
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L2270/00—Problem solutions or means not otherwise provided for
    • B60L2270/10—Emission reduction
    • B60L2270/14—Emission reduction of noise
    • B60L2270/142—Emission reduction of noise acoustic
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L2270/00—Problem solutions or means not otherwise provided for
    • B60L2270/10—Emission reduction
    • B60L2270/14—Emission reduction of noise
    • B60L2270/145—Structure borne vibrations
    • 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
    • F16H1/28—Toothed gearings for conveying rotary motion with gears having orbital motion
    • F16H2001/289—Toothed gearings for conveying rotary motion with gears having orbital motion comprising two or more coaxial and identical sets of orbital gears, e.g. for distributing torque between the coaxial sets
    • 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
    • F16H2200/00—Transmissions for multiple ratios
    • F16H2200/0021—Transmissions for multiple ratios specially adapted for electric vehicles
    • 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
    • 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
    • Y02T90/00—Enabling technologies or technologies with a potential or indirect contribution to GHG emissions mitigation
    • Y02T90/40—Application of hydrogen technology to transportation, e.g. using fuel cells

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  • Engineering & Computer Science (AREA)
  • Transportation (AREA)
  • Mechanical Engineering (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Life Sciences & Earth Sciences (AREA)
  • Sustainable Development (AREA)
  • Sustainable Energy (AREA)
  • Power Engineering (AREA)
  • Retarders (AREA)
  • Electric Propulsion And Braking For Vehicles (AREA)
  • Arrangement Or Mounting Of Propulsion Units For Vehicles (AREA)

Abstract

<P>PROBLEM TO BE SOLVED: To provide an independent left/right wheel driving device for a vehicle, which achieves a high on-vehicle mounting property for requiring a small space as well as a high silence property for restraining generation of vibrations and noises. <P>SOLUTION: The independent left/right wheel driving devices for a vehicle respectively comprising a motor and a planetary gear reduction mechanism are provided between left/right front wheels 27F, 37F and between left/right rear wheels 27R, 37R. The motor is a coaxial three-layer motor 10 in which an inner rotor 12, an outer rotor 13, and a stator 11 are coaxially arranged. The planetary gear reduction mechanism is composed of a first planetary gear reduction mechanism 20 where the inner rotor 12 is input and a first drive shaft 26 is output and a second planetary gear reduction mechanism 30 where the outer rotor 13 is input and a second drive shaft 36 is output. A speed reduction ratio i20 of the first planetary gear reduction mechanism 20 is set to be larger than a speed reduction ratio i30 of the second planetary gear reduction mechanism 30. <P>COPYRIGHT: (C)2005,JPO&NCIPI

Description

本発明は、電気自動車や燃料電池車等に適用される車両用左右輪独立駆動装置に関するものである。   The present invention relates to a vehicle left and right wheel independent drive device applied to an electric vehicle, a fuel cell vehicle, and the like.

従来、車両用左右輪独立駆動装置としては、第１回転要素と第２回転要素と第３回転要素との３個の回転要素を有する一対の差動装置をそれぞれ左右両輪に配置し、両差動装置の第１回転要素に各々連結される一対の電動機を設け、両差動装置の第２回転要素を各々左右の車輪に連結すると共に、両差動装置の第３回転要素同士を連結し、第３回転要素の回転を拘束するブレーキ手段を設けたものがある（例えば、特許文献１参照）。
特開平９−７９３４８号公報 Conventionally, as an independent drive device for left and right wheels for a vehicle, a pair of differential devices having three rotation elements of a first rotation element, a second rotation element, and a third rotation element are arranged on both the left and right wheels, respectively. A pair of electric motors connected to the first rotating element of the moving device is provided, the second rotating elements of both differential devices are connected to the left and right wheels, respectively, and the third rotating elements of both differential devices are connected to each other. There is one provided with a brake means for restraining the rotation of the third rotating element (for example, see Patent Document 1).
JP-A-9-79348

しかしながら、従来の車両用左右輪独立駆動装置にあっては、２つの電動機を白湯雨両輪のそれぞれに設置し、さらに、各電動機のモータ軸を各差動装置の軸と平行に設けているため、２つの電動機を差動装置軸を挟んで車両前方位置と車両後方位置に配置した場合には、装置が前後方向に大きくなるし、また、２つの電動機を差動装置軸を挟んで車両上方位置と車両下方位置に配置した場合には、装置が上下方向に大きくなるというように、車載時に必要スペースが大きくなりコンパクト性に欠ける。加えて、平行軸歯車と遊星歯車を左右輪のそれぞれについて２組有するため、ギヤノイズ発生源が多くなり、静粛性が悪化するという問題があった。   However, in the conventional left and right wheel independent drive device for a vehicle, two motors are installed on each of the white hot water rain wheels, and the motor shaft of each motor is provided in parallel with the shaft of each differential device. When two electric motors are arranged at the vehicle front position and the vehicle rear position across the differential shaft, the device becomes larger in the front-rear direction, and the two electric motors are located above the vehicle across the differential shaft. When it is arranged at the position and the lower position of the vehicle, the required space becomes large when the vehicle is mounted, and the compactness is lacking. In addition, since there are two pairs of parallel shaft gears and planetary gears for each of the left and right wheels, there is a problem that the number of gear noise generation sources increases and the quietness deteriorates.

本発明は、上記問題に着目してなされたもので、必要スペースが小さい高い車載性と、振動騒音の発生を抑制した高い静粛性と、を併せて達成することができる車両用左右輪独立駆動装置を提供することを目的とする。   The present invention has been made by paying attention to the above-described problems, and can achieve both left and right wheel independent driving for vehicles capable of achieving both high in-vehicle performance with a small required space and high quietness with suppressed generation of vibration noise. An object is to provide an apparatus.

上記目的を達成するため、本発明では、車両の左右前輪間、または、左右後輪間、あるいは、左右前輪間及び左右後輪間に設けられ、電動機と遊星歯車減速機構とを有する車両用左右輪独立駆動装置において、
前記電動機を、同軸上にインナーロータとアウターロータとステータを配置した同軸三層モータとし、前記遊星歯車減速機構を、前記インナーロータを入力とし第１ドライブシャフトを出力とする第１遊星歯車減速機構と、前記アウターロータを入力とし第２ドライブシャフトを出力とする第２遊星歯車減速機構とにより構成し、かつ、第１遊星歯車減速機構の減速比を第２遊星歯車減速機構の減速比よりも大きな減速比に設定した。 In order to achieve the above object, in the present invention, the left and right front wheels of a vehicle, the left and right rear wheels, or the left and right front wheels and the left and right rear wheels are provided. In the wheel independent drive device,
The electric motor is a coaxial three-layer motor in which an inner rotor, an outer rotor, and a stator are coaxially arranged, and the planetary gear reduction mechanism is a first planetary gear reduction mechanism that has the inner rotor as an input and a first drive shaft as an output. And a second planetary gear reduction mechanism having the outer rotor as an input and a second drive shaft as an output, and the reduction ratio of the first planetary gear reduction mechanism is greater than the reduction ratio of the second planetary gear reduction mechanism A large reduction ratio was set.

よって、本発明の車両用左右輪独立駆動装置にあっては、第１遊星歯車減速機構の減速比を第２遊星歯車減速機構の減速比よりも大きな減速比に設定することで、高回転低トルクというインナーロータの出力特性と、低回転高トルクというアウターロータの出力特性に対応した第１遊星歯車減速機構と第２遊星歯車減速機構となる。そして、２つの独立したモータ機能を持ちながらも外観上は１つのモータである同軸三層モータを採用することで、同軸三層モータと両遊星歯車減速機構と両ドライブシャフトを同軸上にコンパクトに配置でき、必要スペースが小さい高い車載性を達成することができる。併せて、従来技術のように２組の平行軸歯車を用いることがないので、ギヤノイズ発生源が少なく、振動騒音の発生を抑制した高い静粛性を達成することができる。   Therefore, in the left and right wheel independent drive device for a vehicle of the present invention, by setting the reduction ratio of the first planetary gear reduction mechanism to a reduction ratio larger than the reduction ratio of the second planetary gear reduction mechanism, it is possible to reduce the rotation speed. The first planetary gear reduction mechanism and the second planetary gear reduction mechanism correspond to the output characteristic of the inner rotor called torque and the output characteristic of the outer rotor called low rotation high torque. By adopting a coaxial three-layer motor, which has two independent motor functions but is one motor in appearance, the coaxial three-layer motor, both planetary gear reduction mechanisms, and both drive shafts can be made compact on the same axis. It can be arranged, and a high in-vehicle property with a small required space can be achieved. In addition, since two sets of parallel shaft gears are not used unlike the prior art, there are few gear noise generation sources, and high silence with suppressed generation of vibration noise can be achieved.

以下、本発明の車両用左右輪独立駆動装置を実現する最良の実施の形態を、図面に示す実施例１〜実施例６に基づいて説明する。   BEST MODE FOR CARRYING OUT THE INVENTION Hereinafter, the best mode for realizing a vehicle left and right wheel independent drive device of the present invention will be described based on Examples 1 to 6 shown in the drawings.

まず、構成を説明する。
図１は実施例１の車両用左右輪独立駆動装置が適用された燃料電池車を示す全体システム図である。実施例１の車両用左右輪独立駆動装置は、図１に示すように、車両の左右前輪２７Ｆ，３７Ｆ間及び左右後輪２７Ｒ，３７Ｒ間にそれぞれ設けられ、同軸三層モータ１０Ｆ，１０Ｒ（電動機）と、第１遊星歯車減速機構２０Ｆ，２０Ｒと、第２遊星歯車減速機構３０Ｆ，３０Ｒと、第１ドライブシャフト２６Ｆ，２６Ｒと、第２ドライブシャフト３６Ｆ，３６Ｒと、を有する。 First, the configuration will be described.
FIG. 1 is an overall system diagram showing a fuel cell vehicle to which a left and right wheel independent drive device for a vehicle according to a first embodiment is applied. As shown in FIG. 1, the vehicle left and right wheel independent drive device of the first embodiment is provided between the left and right front wheels 27F and 37F and between the left and right rear wheels 27R and 37R, respectively, and has coaxial three-layer motors 10F and 10R (electric motors). ), First planetary gear reduction mechanisms 20F and 20R, second planetary gear reduction mechanisms 30F and 30R, first drive shafts 26F and 26R, and second drive shafts 36F and 36R.

前記同軸三層モータ１０Ｆ，１０Ｒにモータ駆動電流を印加する燃料電池システムは、図１に示すように、メタノール燃料タンク１に貯留されている燃料のメタノールをメタノール改質器２で水と反応させて水素を取り出す。この水素を燃料電池３で酸素と反応させて発電し、直流を交流に変換するインバータ４を介して同軸三層モータ１０Ｆ，１０Ｒを駆動する。前記燃料電池３は、燃料ガス及び空気を加圧して燃料電池３内に供給する加圧型であるため、加圧空気を作り出すコンプレッサ５を備えている。そして、前記インバータ４は、モータ駆動制御のためのパワーコントロールユニット６からの指令に応じて動作する。また、燃料電池３の始動性の悪さを補うためにリチウムイオン２次電池７を搭載している。なお、点線で囲まれた部分の前記メタノール改質器２と前記燃料電池３と前記コンプレッサ５により燃料電池パワーユニット８が構成されている。   As shown in FIG. 1, the fuel cell system for applying a motor driving current to the coaxial three-layer motors 10F and 10R causes the methanol of the fuel stored in the methanol fuel tank 1 to react with water in the methanol reformer 2. Take out the hydrogen. The hydrogen is reacted with oxygen in the fuel cell 3 to generate electric power, and the coaxial three-layer motors 10F and 10R are driven through an inverter 4 that converts direct current into alternating current. Since the fuel cell 3 is a pressurized type that pressurizes fuel gas and air and supplies the fuel gas and air into the fuel cell 3, the fuel cell 3 includes a compressor 5 that creates pressurized air. The inverter 4 operates in response to a command from the power control unit 6 for motor drive control. In addition, a lithium ion secondary battery 7 is mounted to compensate for the poor startability of the fuel cell 3. A fuel cell power unit 8 is configured by the methanol reformer 2, the fuel cell 3, and the compressor 5 in a portion surrounded by a dotted line.

図２は実施例１の車両用左右輪独立駆動装置を示す断面図である。なお、左右前輪２７Ｆ，３７Ｆ間及び左右後輪２７Ｒ，３７Ｒ間に設けられた車両用左右輪独立駆動装置は同じものであるため、前後輪を示すＦ，Ｒを省略して以下説明する。   FIG. 2 is a cross-sectional view showing the vehicle left and right wheel independent drive device of the first embodiment. Since the vehicle left and right wheel independent drive devices provided between the left and right front wheels 27F and 37F and between the left and right rear wheels 27R and 37R are the same, F and R indicating the front and rear wheels are omitted and described below.

前記同軸三層モータ１０は、外観的には１つのモータであるが２つのモータジェネレータ機能を有する。この複軸多層モータＭは、モータケース１５に固定され、コイルを巻いた固定電機子としてのステータ１１と、該ステータ１１の内側に配置し、永久磁石を埋設したインナーロータ１２と、前記ステータ１１の外側に配置し、永久磁石を埋設したアウターロータ１３と、を同軸上に三層配置することで構成されている。   The coaxial three-layer motor 10 is one motor in appearance, but has two motor generator functions. This multi-shaft multilayer motor M is fixed to a motor case 15 and has a stator 11 as a fixed armature wound with a coil, an inner rotor 12 disposed inside the stator 11 and embedded with permanent magnets, and the stator 11 The outer rotor 13 which is arranged outside and is embedded with permanent magnets is arranged in three layers on the same axis.

前記インナーロータ１２には、永久磁石が軸方向に複数本埋設されている。例えば、永久磁石を軸方向に１２本埋設し、２本を対として同じ極性を示し３極対としている。   A plurality of permanent magnets are embedded in the inner rotor 12 in the axial direction. For example, twelve permanent magnets are embedded in the axial direction, and two are paired to show the same polarity and a three-pole pair.

前記アウターロータ１３には、インナーロータ１２と同様に、永久磁石が軸方向に複数本埋設されている。例えば、永久磁石を軸方向に１２本埋設し、１本づつ極性を異ならせることで６極対としている。   Similar to the inner rotor 12, a plurality of permanent magnets are embedded in the outer rotor 13 in the axial direction. For example, 12 permanent magnets are embedded in the axial direction, and the polarity is changed one by one to form a 6-pole pair.

前記ステータ１１は、積層鋼鈑にコイルが巻き付けられたコイル付きステータティースが円周上に複数配列されている。例えば、コイル数を１８とし、６相コイルを３回繰り返しながら円周上に配列している。このコイルには、３相交流と６相交流を複合させた複合電流が印加され、この複合電流により、３相駆動の前記インナーロータ１２と６相駆動の前記アウターロータ１３とを独立に駆動制御できるようにしている。   In the stator 11, a plurality of stator teeth with coils in which a coil is wound around a laminated steel plate are arranged on the circumference. For example, the number of coils is 18, and six-phase coils are arranged on the circumference while being repeated three times. A composite current obtained by combining three-phase alternating current and six-phase alternating current is applied to the coil, and drive control of the inner rotor 12 driven by three phases and the outer rotor 13 driven by six phases is independently performed by the combined current. I can do it.

前記第１遊星歯車減速機構２０は、前記インナーロータ１２を入力とし第１ドライブシャフト２６を出力とする。この第１遊星歯車減速機構２０としては、サンギヤ２１と、該サンギヤ２１に噛み合うピニオン２２を支持するピニオンキャリア２３と、前記サンギヤ２１に噛み合うリングギヤ２４とを有する単純遊星歯車を採用している。そして、前記サンギヤ２１をインナーロータ出力軸に連結し、前記リングギヤ２４を減速機ケース２５に固定し、前記ピニオンキャリア２３を第１ドライブシャフト２６を介して車輪２７に連結している。   The first planetary gear reduction mechanism 20 uses the inner rotor 12 as an input and the first drive shaft 26 as an output. As the first planetary gear reduction mechanism 20, a simple planetary gear having a sun gear 21, a pinion carrier 23 that supports a pinion 22 that meshes with the sun gear 21, and a ring gear 24 that meshes with the sun gear 21 is employed. The sun gear 21 is connected to the inner rotor output shaft, the ring gear 24 is fixed to the speed reducer case 25, and the pinion carrier 23 is connected to the wheel 27 via the first drive shaft 26.

前記第２遊星歯車減速機構３０は、前記アウターロータ１３を入力とし第２ドライブシャフト３６を出力とする。この第２遊星歯車減速機構３０としては、第１遊星歯車減速機構２０と同様に、サンギヤ３１と、該サンギヤ３１に噛み合うピニオン３２を支持するピニオンキャリア３３と、前記サンギヤ３１に噛み合うリングギヤ３４とを有する単純遊星歯車を採用している。そして、前記サンギヤ３１をアウターロータ出力軸に連結し、前記リングギヤ３４を減速機ケース３５に固定し、前記ピニオンキャリア３３を第２ドライブシャフト３６を介して車輪３７に連結している。   The second planetary gear reduction mechanism 30 uses the outer rotor 13 as an input and the second drive shaft 36 as an output. As with the first planetary gear reduction mechanism 20, the second planetary gear reduction mechanism 30 includes a sun gear 31, a pinion carrier 33 that supports a pinion 32 that meshes with the sun gear 31, and a ring gear 34 that meshes with the sun gear 31. The simple planetary gear which has is employ | adopted. The sun gear 31 is connected to the outer rotor output shaft, the ring gear 34 is fixed to the speed reducer case 35, and the pinion carrier 33 is connected to the wheel 37 via the second drive shaft 36.

前記第１遊星歯車減速機構２０の減速比i20を第２遊星歯車減速機構３０の減速比i30は、サンギヤ２１，３１の歯数をZ21,Z31とし、リングギヤ２４，３４の歯数をZ24,Z34としたとき、
i20＝（１＋λ20）/λ20 λ20＝Z21/Z24 …(1)
i30＝（１＋λ30）/λ30 λ30＝Z31/Z34 …(2)
で与えられる。 The reduction ratio i20 of the first planetary gear reduction mechanism 20 and the reduction ratio i30 of the second planetary gear reduction mechanism 30 are the numbers of teeth of the sun gears 21 and 31 are Z21 and Z31, and the number of teeth of the ring gears 24 and 34 are Z24 and Z34. When
i20 = (1 + λ20) / λ20 λ20 = Z21 / Z24 (1)
i30 = (1 + λ30) / λ30 λ30 = Z31 / Z34 (2)
Given in.

そこで、サンギヤ２１，３１の歯数関係をZ21<Z31とし、リングギヤ２４，３４の歯数をZ24>Z34とすることで、第１遊星歯車減速機構２０の減速比i20を第２遊星歯車減速機構３０の減速比i30よりも大きな減速比に設定している。   Therefore, the relationship between the number of teeth of the sun gears 21 and 31 is Z21 <Z31 and the number of teeth of the ring gears 24 and 34 is Z24> Z34, whereby the reduction ratio i20 of the first planetary gear reduction mechanism 20 is set to the second planetary gear reduction mechanism. A reduction ratio larger than 30 reduction ratio i30 is set.

また、前記第１遊星歯車減速機構２０のリングギヤ歯数Z24と、前記第２遊星歯車減速機構３０のリングギヤ歯数Z34と、の両歯数差｜Z24−Z34｜を３以上となるように設定している。   Also, the difference in the number of teeth | Z24−Z34 | between the number of ring gear teeth Z24 of the first planetary gear reduction mechanism 20 and the number of ring gear teeth Z34 of the second planetary gear reduction mechanism 30 is set to 3 or more. doing.

次に、作用を説明する。   Next, the operation will be described.

［駆動トルク均等性］
同軸三層モータ１０は、外観的には１つのモータであるが２つのモータジェネレータ機能を有するメリットがある反面、高回転低トルクというインナーロータの出力特性と、低回転高トルクというアウターロータの出力特性を示す。 [Driving torque uniformity]
The coaxial three-layer motor 10 is one motor in appearance but has the advantage of having two motor generator functions, but on the other hand, the output characteristics of the inner rotor with high rotation and low torque and the output of the outer rotor with low rotation and high torque. Show properties.

よって、左右の車輪への遊星歯車減速機構の減速比を同じにした場合には、２つの出力特性の差が大きく影響し、例えば、直進走行時で左右の車輪を同じ回転数になるようにモータ制御した場合、インナーロータに接続される車輪への伝達駆動トルクが低く、アウターロータに接続される車輪の伝達駆動トルクが高いというように、左右の駆動トルクに差が生じてしまう。   Therefore, when the reduction ratio of the planetary gear reduction mechanism to the left and right wheels is the same, the difference between the two output characteristics greatly affects, for example, so that the left and right wheels have the same rotation speed during straight traveling. When the motor is controlled, there is a difference between the left and right drive torques such that the transmission drive torque to the wheels connected to the inner rotor is low and the transmission drive torque of the wheels connected to the outer rotor is high.

これに対し、実施例１では、第１遊星歯車減速機構２０の減速比i20を第２遊星歯車減速機構３０の減速比i30よりも大きな減速比に設定したことで、インナーロータ１２に接続される車輪への伝達駆動トルクは、高回転特性を利用した第１遊星歯車減速機構２０での大減速により、大きなトルク幅でのトルク上昇となり、アウターロータ１３に接続される車輪の伝達駆動トルクは、第２遊星歯車減速機構３０での小減速により、小さなトルク幅でのトルク上昇となる。   On the other hand, in the first embodiment, the reduction ratio i20 of the first planetary gear reduction mechanism 20 is set to a reduction ratio larger than the reduction ratio i30 of the second planetary gear reduction mechanism 30, so that it is connected to the inner rotor 12. The transmission drive torque to the wheel is increased by a large deceleration by the first planetary gear speed reduction mechanism 20 using the high rotation characteristics, and the torque of the wheel connected to the outer rotor 13 is increased. Due to the small deceleration by the second planetary gear reduction mechanism 30, the torque increases with a small torque width.

この結果、左右の駆動トルク差が是正され、インナーロータに接続される車輪への伝達駆動トルクと、アウターロータに接続される車輪の伝達駆動トルクと、の均等性が確保される。   As a result, the left and right drive torque difference is corrected, and the uniformity of the transmission drive torque to the wheels connected to the inner rotor and the transmission drive torque of the wheels connected to the outer rotor is ensured.

［コンパクト性］
従来技術の場合、動力源として、２つのモータを使用したものであるため、一対の差動装置の周りに２つのモータが突出して配置されるレイアウトになり、車両に搭載する上でレイアウト自由度が低い上に、車室スペース等を狭くしてしまう。 [Compactness]
In the case of the prior art, since two motors are used as a power source, the layout is such that two motors protrude around a pair of differential devices, and the degree of freedom in layout when mounted on a vehicle In addition to being low, the cabin space is narrowed.

これに対し、実施例１では、２つの独立したモータ機能を持ちながらも外観上は１つのモータである同軸三層モータを採用しているため、図１及び図２に示すように、同軸三層モータ１０と両遊星歯車減速機構２０，３０と両ドライブシャフト２６，３６を同軸上にコンパクトに配置でき、必要スペースが小さく高いレイアウト自由度を持つと共に、車室スペースや他の機器類のスペースを十分に確保できるというように、高い車載性を達成することができる。   On the other hand, in the first embodiment, a coaxial three-layer motor, which is one motor in appearance while having two independent motor functions, is employed, and therefore, as shown in FIGS. The layer motor 10, the planetary gear speed reduction mechanisms 20, 30 and the drive shafts 26, 36 can be compactly arranged on the same axis, have a small required space and a high degree of layout freedom, as well as a space for a passenger compartment and other devices. As a result, it is possible to achieve high on-vehicle performance.

［静粛性］
従来技術の場合、動力源として、一対の差動装置に対する２つのモータからの駆動入力をを２組の平行軸歯車を用いて行うものであるため、ギヤノイズ発生源として、遊星歯車により構成される差動装置と、２組の平行軸歯車とが存在することになり、ギヤノイズ発生源が多い分、高い静粛性を達成することが困難であるし、高い静粛性を達成しようとするためには、防音カバーで覆ったり、高い振動減衰性を持つパワーユニットマウントを採用せざるを得ず、コンパクト性を損なうと共に、部品点数の増大によりコスト的に不利になるという問題があった。 [Quietness]
In the case of the prior art, as a power source, drive input from two motors to a pair of differential devices is performed using two sets of parallel shaft gears. There will be a differential gear and two sets of parallel shaft gears. Since there are many sources of gear noise, it is difficult to achieve high silence, and in order to achieve high silence. However, there is a problem that a power unit mount having a high sound damping property or covering with a soundproof cover must be adopted, and the compactness is impaired, and the increase in the number of parts is disadvantageous in terms of cost.

これに対し、実施例１では、従来技術のように２組の平行軸歯車を用いることがないので、ギヤノイズ発生源は両遊星歯車減速機構２０，３０のみとなり、ギヤノイズ発生源が少なく、振動騒音の発生を抑制した高い静粛性を達成することができる。   On the other hand, in the first embodiment, two sets of parallel shaft gears are not used as in the prior art, so the gear noise generation source is only the planetary gear reduction mechanisms 20 and 30 and the gear noise generation source is small and vibration noise is reduced. It is possible to achieve high quietness with suppressed occurrence of.

なお、遊星歯車では、サンギヤ歯数、リングギヤ歯数及びピニオンの個数の選定からギヤノイズを低減する方法が多数公知となっておりそれらを適用することでギヤノイズの低減も図ることができる。   In planetary gears, many methods for reducing gear noise are known from the selection of the number of sun gear teeth, the number of ring gear teeth, and the number of pinions. By applying these methods, gear noise can be reduced.

さらに、実施例１では、第１遊星歯車減速機構２０のリングギヤ歯数Z24と、前記第２遊星歯車減速機構３０のリングギヤ歯数Z34と、の両歯数差（Z24−Z34）を３以上となるように設定しているため、起振力の増幅やうなり現象の発生を防止することができる。   Further, in the first embodiment, the difference in both teeth numbers (Z24−Z34) between the number of ring gear teeth Z24 of the first planetary gear reduction mechanism 20 and the number of ring gear teeth Z34 of the second planetary gear reduction mechanism 30 is 3 or more. Therefore, it is possible to prevent amplification of vibration force and occurrence of a beat phenomenon.

すなわち、通常の直進走行時、左右の車輪２７，３７は同じ回転数で回転する。したがって、各遊星歯車減速機構２０，３０の出力軸であるキャリア２３，３３も同じ回転でリングギヤ２４，３４の周りを回転する。よって、リングギヤ２４，３４の歯数をZ24，Z34とすると、ギヤノイズの次数は出力軸回転のZ24次とZ34次となる。今、Z24＝Z34とすると両遊星歯車減速機構２０，３０からのギヤノイズは同じ次数となり、起振力が２倍になってしまう。また、その差が１あるいは２の場合には回転の１次あるいは２次のうなり現象を生じる場合がある。実施例１のように、リングギヤ２４，３４の歯数Z24，Z34の差を３以上とすることで、起振力の増幅やうなり現象の発生を防止することができ静粛性が向上する。   That is, during normal straight traveling, the left and right wheels 27 and 37 rotate at the same rotational speed. Therefore, the carriers 23 and 33 that are output shafts of the planetary gear speed reduction mechanisms 20 and 30 also rotate around the ring gears 24 and 34 with the same rotation. Therefore, if the number of teeth of the ring gears 24 and 34 is Z24 and Z34, the order of the gear noise is the Z24th order and the Z34th order of the output shaft rotation. Now, assuming that Z24 = Z34, the gear noise from the planetary gear reduction mechanisms 20 and 30 has the same order, and the excitation force is doubled. If the difference is 1 or 2, a primary or secondary beat phenomenon of rotation may occur. As in the first embodiment, by setting the difference between the number of teeth Z24 and Z34 of the ring gears 24 and 34 to 3 or more, amplification of vibration force and occurrence of a beat phenomenon can be prevented, and quietness is improved.

次に、効果を説明する。
実施例１の車両用左右輪独立駆動装置にあっては、下記に列挙する効果を得ることができる。 Next, the effect will be described.
In the vehicle left and right wheel independent drive device of the first embodiment, the effects listed below can be obtained.

(1) 車両の左右前輪２７Ｆ，３７Ｆ間及び左右後輪２７Ｒ，３７Ｒ間に設けられ、電動機と遊星歯車減速機構とを有する車両用左右輪独立駆動装置において、前記電動機を、同軸上にインナーロータ１２とアウターロータ１３とステータ１１を配置した同軸三層モータ１０とし、前記遊星歯車減速機構を、前記インナーロータ１２を入力とし第１ドライブシャフト２６を出力とする第１遊星歯車減速機構２０と、前記アウターロータ１３を入力とし第２ドライブシャフト３６を出力とする第２遊星歯車減速機構３０とにより構成し、かつ、第１遊星歯車減速機構２０の減速比i20を第２遊星歯車減速機構３０の減速比i30よりも大きな減速比に設定したため、必要スペースが小さい高い車載性と、振動騒音の発生を抑制した高い静粛性と、を併せて達成することができる。   (1) In a vehicle left and right wheel independent drive device provided between the left and right front wheels 27F and 37F and between the left and right rear wheels 27R and 37R and having a motor and a planetary gear reduction mechanism, the motor is coaxially connected to an inner rotor. 12, a coaxial three-layer motor 10 in which an outer rotor 13 and a stator 11 are arranged, and the planetary gear reduction mechanism, the first planetary gear reduction mechanism 20 having the inner rotor 12 as an input and the first drive shaft 26 as an output, The second planetary gear reduction mechanism 30 has the outer rotor 13 as an input and the second drive shaft 36 as an output, and the reduction ratio i20 of the first planetary gear reduction mechanism 20 is the same as that of the second planetary gear reduction mechanism 30. Because the reduction ratio is set to be larger than the reduction ratio i30, it combines high in-vehicle performance with a small required space and high silence that suppresses the generation of vibration noise. Can be achieved.

(2) 第１遊星歯車減速機構２０と第２遊星歯車減速機構３０を、それぞれサンギヤ２１，３１とピニオンキャリア２３，３３とリングギヤ２４，３４とを有する単純遊星歯車とし、前記サンギヤ２１，３１をロータ出力軸に連結し、前記リングギヤ２４，３４を減速機ケース２５，３５に固定し、前記ピニオンキャリア２３，３３をドライブシャフト２６，３６を介して車輪２７，３７に連結したため、単純遊星歯車としては減速比を最も大きく取れ、高回転低トルクというインナーロータ１２の出力特性と、低回転高トルクというアウターロータ１３の出力特性に対応した第１遊星歯車減速機構２０の減速比i20と第２遊星歯車減速機構３０の減速比i30とを容易に設定することができる。   (2) The first planetary gear reduction mechanism 20 and the second planetary gear reduction mechanism 30 are simple planetary gears having sun gears 21 and 31, pinion carriers 23 and 33, and ring gears 24 and 34, respectively. Since it is connected to the rotor output shaft, the ring gears 24, 34 are fixed to the speed reducer cases 25, 35, and the pinion carriers 23, 33 are connected to the wheels 27, 37 via the drive shafts 26, 36. Has the largest reduction ratio, the reduction ratio i20 of the first planetary gear reduction mechanism 20 and the second planetary gear corresponding to the output characteristic of the inner rotor 12 of high rotation and low torque and the output characteristic of the outer rotor 13 of low rotation and high torque. The reduction ratio i30 of the gear reduction mechanism 30 can be easily set.

(3) 第１遊星歯車減速機構２０のリングギヤ歯数Z24と、前記第２遊星歯車減速機構３０のリングギヤ歯数Z34と、の両歯数差（Z24−Z34）を３以上となるように設定したため、両遊星歯車両減速機構２０，３０から発生する起振力の増幅やギヤノイズのうなり現象を抑制することで、さらに静粛性を向上させることができる。   (3) The difference in the number of teeth (Z24−Z34) between the number of ring gear teeth Z24 of the first planetary gear reduction mechanism 20 and the number of ring gear teeth Z34 of the second planetary gear reduction mechanism 30 is set to 3 or more. Therefore, quietness can be further improved by suppressing the amplification of the vibration generating force generated from the two planetary gear speed reduction mechanisms 20 and 30 and the beat phenomenon of gear noise.

実施例２は、第１遊星歯車減速機構２０を複合遊星歯車機構とした点で実施例１とは異なる例である。   The second embodiment is an example different from the first embodiment in that the first planetary gear reduction mechanism 20 is a compound planetary gear mechanism.

すなわち、図３に示すように、第１遊星歯車減速機構２０を、サンギヤ２１に噛み合う大径ピニオン２２Ｌとリングギヤ２４に噛み合う小径ピニオン２２Ｓを一体にした段付きピニオン２２を有する複合遊星歯車機構としている。第２遊星歯車減速機構３０は、実施例１と同様に、サンギヤ３１とピニオンキャリア３３とリングギヤ３４とを有する単純遊星歯車とし、前記サンギヤ２１，３１をロータ出力軸に連結し、前記リングギヤ２４，３４を減速機ケース２５，３５に固定し、前記ピニオンキャリア２３，３３をドライブシャフト２６，３６を介して車輪２７，３７に連結している。なお、他の構成は実施例１と同様であるので、図面に同一符号を付して説明を省略する。   That is, as shown in FIG. 3, the first planetary gear reduction mechanism 20 is a compound planetary gear mechanism having a stepped pinion 22 in which a large-diameter pinion 22L meshing with the sun gear 21 and a small-diameter pinion 22S meshing with the ring gear 24 are integrated. . The second planetary gear reduction mechanism 30 is a simple planetary gear having a sun gear 31, a pinion carrier 33, and a ring gear 34, as in the first embodiment, and the sun gears 21, 31 are connected to a rotor output shaft, and the ring gears 24, 34 is fixed to the speed reducer cases 25 and 35, and the pinion carriers 23 and 33 are connected to wheels 27 and 37 via drive shafts 26 and 36, respectively. Since other configurations are the same as those of the first embodiment, the same reference numerals are given to the drawings and description thereof is omitted.

次に、実施例２の作用を説明すると、前記段付ピニオン２２を有する第１遊星歯車減速機構２０の減速比i20は、サンギヤ２１の歯数をZ21，リングギヤ２４の歯数をZ24，大径ピニオン２２Ｌの歯数をZ22L，小径ピニオン２２Ｓの歯数をZ22Sとすると、
i20＝１＋i0 i0＝（Z22L・Z24）/（Z22S・Z21） …(3)
で与えられる。この(3)式より、実施例２の第１遊星歯車減速機構２０は、実施例１の第１遊星歯車減速機構２０に比べて、さらに大きな減速比をコンパクトな構成で得ることができる。 Next, the operation of the second embodiment will be described. The reduction gear ratio i20 of the first planetary gear reduction mechanism 20 having the stepped pinion 22 is such that the number of teeth of the sun gear 21 is Z21, the number of teeth of the ring gear 24 is Z24, and the large diameter. If the number of teeth of the pinion 22L is Z22L and the number of teeth of the small diameter pinion 22S is Z22S,
i20 = 1 + i0 i0 = (Z22L / Z24) / (Z22S / Z21) (3)
Given in. From this equation (3), the first planetary gear reduction mechanism 20 of the second embodiment can obtain a larger reduction ratio with a more compact configuration than the first planetary gear reduction mechanism 20 of the first embodiment.

次に、効果を説明する。
実施例２の車両用左右輪独立駆動装置にあっては、実施例１の(1),(3)の効果に加え、下記の効果を得ることができる。 Next, the effect will be described.
In the vehicle left and right wheel independent drive device of the second embodiment, in addition to the effects (1) and (3) of the first embodiment, the following effects can be obtained.

(4) 第１遊星歯車減速機構２０を、サンギヤ２１に噛み合う大径ピニオン２２Ｌとリングギヤ２４に噛み合う小径ピニオン２２Ｓを一体にした段付きピニオン２２を有する複合遊星歯車機構とし、第２遊星歯車減速機構３０を、サンギヤ３１とピニオンキャリア３３とリングギヤ３４とを有する単純遊星歯車とし、前記サンギヤ２１，３１をロータ出力軸に連結し、前記リングギヤ２４，３４を減速機ケース２５，３５に固定し、前記ピニオンキャリア２３，３３をドライブシャフト２６，３６を介して車輪２７，３７に連結したため、第１遊星歯車減速機構２０は実施例１に比べてさらに大きな減速比i20を取ることができ、より高回転型のモータに適用することができる。   (4) The first planetary gear reduction mechanism 20 is a compound planetary gear mechanism having a stepped pinion 22 in which a large-diameter pinion 22L meshing with the sun gear 21 and a small-diameter pinion 22S meshing with the ring gear 24 are integrated, and the second planetary gear reduction mechanism. 30 is a simple planetary gear having a sun gear 31, a pinion carrier 33, and a ring gear 34, the sun gears 21 and 31 are connected to a rotor output shaft, the ring gears 24 and 34 are fixed to reducer cases 25 and 35, and Since the pinion carriers 23 and 33 are connected to the wheels 27 and 37 via the drive shafts 26 and 36, the first planetary gear reduction mechanism 20 can have a larger reduction ratio i20 than that of the first embodiment, and can rotate at a higher speed. It can be applied to a type of motor.

実施例３は、両遊星歯車減速機構２０，３０を段付きピニオン２２，３２を有する複合遊星歯車機構とした例である。   The third embodiment is an example in which both planetary gear speed reduction mechanisms 20 and 30 are compound planetary gear mechanisms having stepped pinions 22 and 32.

すなわち、図４に示すように、第１遊星歯車減速機構２０と第２遊星歯車減速機構３０は、それぞれサンギヤ２１，３１に噛み合う大径ピニオン２２Ｌ，３２Ｌとリングギヤ２４，３４に噛み合う小径ピニオン２２Ｓ，３２Ｓを一体にした段付きピニオン２２，３２を有する複合遊星歯車機構とされる。そして、前記サンギヤ２１，３１をロータ出力軸に連結し、前記リングギヤ２４，３４を減速機ケース２５，３５に固定し、前記ピニオンキャリア２３，３３をドライブシャフト２６，３６を介して車輪２７，３７に連結している。なお、他の構成は実施例１と同様であるので、図面に同一符号を付して説明を省略する。   That is, as shown in FIG. 4, the first planetary gear speed reduction mechanism 20 and the second planetary gear speed reduction mechanism 30 include a large diameter pinion 22L, 32L meshed with the sun gears 21, 31 and a small diameter pinion 22S meshed with the ring gears 24, 34, respectively. A compound planetary gear mechanism having stepped pinions 22 and 32 integrated with 32S is provided. The sun gears 21 and 31 are connected to the rotor output shaft, the ring gears 24 and 34 are fixed to the reducer cases 25 and 35, and the pinion carriers 23 and 33 are connected to the wheels 27 and 37 via the drive shafts 26 and 36, respectively. It is linked to. Since other configurations are the same as those of the first embodiment, the same reference numerals are given to the drawings and description thereof is omitted.

次に、実施例３の作用を説明すると、実施例３の両遊星歯車減速機構２０，３０を、共に段付きピニオン２２，３２を有する複合遊星歯車機構としたことで、実施例１の両遊星歯車減速機構２０，３０、及び実施例２の第２遊星歯車機構３０に比べ、さらに大きな減速比i20,i30を得ることができる。   Next, the operation of the third embodiment will be described. Both planetary gear speed reduction mechanisms 20 and 30 of the third embodiment are compound planetary gear mechanisms having stepped pinions 22 and 32. Compared with the gear reduction mechanisms 20 and 30 and the second planetary gear mechanism 30 of the second embodiment, a larger reduction ratio i20 and i30 can be obtained.

次に、効果を説明する。
実施例３の車両用左右輪独立駆動装置にあっては、実施例１の(1),(3)の効果に加え、下記の効果を得ることができる。 Next, the effect will be described.
In the vehicle left and right wheel independent drive device of the third embodiment, in addition to the effects (1) and (3) of the first embodiment, the following effects can be obtained.

(5) 第１遊星歯車減速機構２０と第２遊星歯車減速機構３０を、それぞれサンギヤ２１，３１に噛み合う大径ピニオン２２Ｌ，３２Ｌとリングギヤ２４，３４に噛み合う小径ピニオン２２Ｓ，３２Ｓを一体にした段付きピニオン２２，３２を有する複合遊星歯車機構とし、前記サンギヤ２１，３１をロータ出力軸に連結し、前記リングギヤ２４，３４を減速機ケース２５，３５に固定し、前記ピニオンキャリア２３，３３をドライブシャフト２６，３６を介して車輪２７，３７に連結したため、第１遊星歯車減速機構２０の大きな減速比i20と第２遊星歯車減速機構３０の大きな減速比i30とをコンパクトな構成にて得ることができ、より高回転型のモータに適用することができる。   (5) A stage in which the first planetary gear speed reduction mechanism 20 and the second planetary gear speed reduction mechanism 30 are integrated with the large diameter pinions 22L and 32L meshing with the sun gears 21 and 31 and the small diameter pinions 22S and 32S meshing with the ring gears 24 and 34, respectively. The sun gears 21 and 31 are connected to the rotor output shaft, the ring gears 24 and 34 are fixed to the speed reducer cases 25 and 35, and the pinion carriers 23 and 33 are driven. Since the wheels 27 and 37 are connected via the shafts 26 and 36, the large reduction ratio i20 of the first planetary gear reduction mechanism 20 and the large reduction ratio i30 of the second planetary gear reduction mechanism 30 can be obtained in a compact configuration. It can be applied to a motor of higher rotation type.

実施例４は、第１遊星歯車減速機構をリングギヤ出力による複合遊星歯車機構とした例である。   The fourth embodiment is an example in which the first planetary gear reduction mechanism is a compound planetary gear mechanism with ring gear output.

すなわち、図５に示すように、第１遊星歯車減速機構２０は、サンギヤ２１及び第１リングギヤ２４Ｌに噛み合う大径ピニオン２２Ｌと第２リングギヤ２４Ｓに噛み合う小径ピニオン２２Ｓを一体にした段付きピニオン２２を有する複合遊星歯車機構とし、前記サンギヤ２１をインナーロータ１２の出力軸に連結し、前記第１リングギヤ２４Ｌを減速機ケース２５に固定し、前記第２リングギヤ２４Ｓを第１ドライブシャフト２６を介して車輪２７に連結している。なお、実施例４の第２遊星歯車減速機構３０は、実施例３の第２遊星歯車減速機構３０と同じ構成であり、他の構成は実施例１と同様であるので、図面に同一符号を付して説明を省略する。   That is, as shown in FIG. 5, the first planetary gear speed reduction mechanism 20 includes a stepped pinion 22 in which a large-diameter pinion 22L meshing with the sun gear 21 and the first ring gear 24L and a small-diameter pinion 22S meshing with the second ring gear 24S are integrated. The sun gear 21 is connected to the output shaft of the inner rotor 12, the first ring gear 24L is fixed to the speed reducer case 25, and the second ring gear 24S is connected to the wheel via the first drive shaft 26. 27. The second planetary gear reduction mechanism 30 of the fourth embodiment has the same configuration as the second planetary gear reduction mechanism 30 of the third embodiment, and the other configurations are the same as those of the first embodiment. A description thereof will be omitted.

次に、実施例４の作用を説明すると、第１遊星歯車減速機構２０の減速比i20は、サンギヤ２１の歯数をZ21，第１リングギヤ２４Ｌの歯数をZ24L，第２リングギヤ２４Ｓの歯数をZ24S，大径ピニオン２２Ｌの歯数をZ22L，小径ピニオン２２Ｓの歯数をZ22Sとすると、
i20＝（io'＋io"）/（io'−１）
io＝Z22L/Z21>１，io'＝（Z22L・Z24S）/（Z24L・Z22S）>１，io"＝io・io'>１…(4)
で与えられる。(4）式より、実施例４の第１遊星歯車減速機構２０の減速比i20は、実施例２や実施例３の第１遊星歯車減速機構２０に比べて、さらに大きな減速比を得ることができる。 Next, the operation of the fourth embodiment will be described. The reduction ratio i20 of the first planetary gear reduction mechanism 20 is such that the number of teeth of the sun gear 21 is Z21, the number of teeth of the first ring gear 24L is Z24L, and the number of teeth of the second ring gear 24S. Is Z24S, the number of teeth of the large diameter pinion 22L is Z22L, and the number of teeth of the small diameter pinion 22S is Z22S,
i20 = (io '+ io ") / (io'-1)
io = Z22L / Z21> 1, io '= (Z22L / Z24S) / (Z24L / Z22S)> 1, io "= io.io'> 1 (4)
Given in. From the equation (4), the reduction ratio i20 of the first planetary gear reduction mechanism 20 of the fourth embodiment can obtain a larger reduction ratio than the first planetary gear reduction mechanism 20 of the second and third embodiments. it can.

次に、効果を説明する。
実施例４の車両用左右輪独立駆動装置にあっては、実施例１の(1),(3)の効果に加え、下記の効果を得ることができる。 Next, the effect will be described.
In the vehicle left and right wheel independent drive device of the fourth embodiment, in addition to the effects (1) and (3) of the first embodiment, the following effects can be obtained.

(6) 第１遊星歯車減速機構２０を、サンギヤ２１及び第１リングギヤ２４Ｌに噛み合う大径ピニオン２２Ｌと第２リングギヤ２４Ｓに噛み合う小径ピニオン２２Ｓを一体にした段付きピニオン２２を有する複合遊星歯車機構とし、前記サンギヤ２１をインナーロータ１２の出力軸に連結し、前記第１リングギヤ２４Ｌを減速機ケース２５に固定し、前記第２リングギヤ２４Ｓを第１ドライブシャフト２６を介して車輪２７に連結したため、第１遊星歯車減速機構２０は実施例１，２，３に比べてさらに大きな減速比i20を取ることができ、より高回転型のモータに適用することができる。   (6) The first planetary gear reduction mechanism 20 is a compound planetary gear mechanism having a stepped pinion 22 in which a large-diameter pinion 22L meshing with the sun gear 21 and the first ring gear 24L and a small-diameter pinion 22S meshing with the second ring gear 24S are integrated. The sun gear 21 is connected to the output shaft of the inner rotor 12, the first ring gear 24L is fixed to the speed reducer case 25, and the second ring gear 24S is connected to the wheel 27 via the first drive shaft 26. The one planetary gear speed reduction mechanism 20 can have a larger reduction ratio i20 than the first, second, and third embodiments, and can be applied to a higher rotation type motor.

実施例５は、第２遊星歯車減速機構３０を、段付きピニオンを有するリングギヤ出力による複合遊星歯車機構とした例である。   The fifth embodiment is an example in which the second planetary gear speed reduction mechanism 30 is a compound planetary gear mechanism with a ring gear output having a stepped pinion.

すなわち、図６に示すように、第２遊星歯車減速機構３０は、サンギヤ３１に噛み合う大径ピニオン３２Ｌとリングギヤ３４に噛み合う小径ピニオン３２Ｓを一体にした段付きピニオン３２を有する複合遊星歯車機構とし、前記サンギヤ３１をアウターロータ１３の出力軸に連結し、ピニオンキャリア３３を減速機ケース３５に固定し、前記リングギヤ３４を第２ドライブシャフト３６を介して車輪３７に連結したものである。なお、実施例５の第１遊星歯車減速機構２０は、実施例２，３の第１遊星歯車減速機構２０と同じ構成であり、他の構成は実施例１と同様であるので、図面に同一符号を付して説明を省略する。   That is, as shown in FIG. 6, the second planetary gear speed reduction mechanism 30 is a compound planetary gear mechanism having a stepped pinion 32 in which a large diameter pinion 32L meshing with the sun gear 31 and a small diameter pinion 32S meshing with the ring gear 34 are integrated. The sun gear 31 is connected to the output shaft of the outer rotor 13, the pinion carrier 33 is fixed to the reducer case 35, and the ring gear 34 is connected to the wheel 37 via the second drive shaft 36. The first planetary gear reduction mechanism 20 according to the fifth embodiment has the same configuration as the first planetary gear reduction mechanism 20 according to the second and third embodiments, and the other configurations are the same as those of the first embodiment. The reference numerals are attached and the description is omitted.

次に、実施例５の作用を説明すると、第２遊星歯車減速機構３０は、サンギヤ３１をアウターロータ１３の出力軸に連結し、ピニオンキャリア３３をモータケース１５に固定し、リングギヤ３４を第２ドライブシャフト３６を介して車輪３７に連結したため、アウターロータ１３の出力は、逆転されて車輪３７に伝達される。したがって、左右両車輪２７，３７の回転方向を同一方向とするためにはインナーロータ１２とアウターロータ１３の回転を逆方向とする必要が生じる。これによりステータ１１に作用するインナーロータ１２からの反力と、アウターロータ１３からの反力は逆方向となり、ステータ１１に作用する力を緩和することができるという効果が生じる。   Next, the operation of the fifth embodiment will be described. The second planetary gear speed reduction mechanism 30 connects the sun gear 31 to the output shaft of the outer rotor 13, fixes the pinion carrier 33 to the motor case 15, and connects the ring gear 34 to the second gear. Since it is connected to the wheel 37 via the drive shaft 36, the output of the outer rotor 13 is reversed and transmitted to the wheel 37. Therefore, in order to make the rotation directions of the left and right wheels 27 and 37 the same direction, it is necessary to rotate the inner rotor 12 and the outer rotor 13 in opposite directions. As a result, the reaction force from the inner rotor 12 acting on the stator 11 and the reaction force from the outer rotor 13 are in opposite directions, and an effect that the force acting on the stator 11 can be relaxed occurs.

尚、図２乃至図５に示した第１遊星歯車減速機構２０および第２遊星歯車減速機構３０においては、ピニオンキャリア２３，３３をドライブシャフト２６，３６を介して車輪２７，３７に連結しているが、実施例５のように、ロータの出力軸をサンギヤに連結し、ピニオンキャリアをモータケースに固定し、リングギヤをドライブシャフトを介して車輪に連結した場合にも、同様の効果が得られる。   In the first planetary gear reduction mechanism 20 and the second planetary gear reduction mechanism 30 shown in FIGS. 2 to 5, pinion carriers 23 and 33 are connected to wheels 27 and 37 via drive shafts 26 and 36, respectively. However, the same effect can be obtained when the output shaft of the rotor is connected to the sun gear, the pinion carrier is fixed to the motor case, and the ring gear is connected to the wheels via the drive shaft as in the fifth embodiment. .

図２及び図３に記載の単純遊星歯車機構による第２遊星歯車減速機構３０の減速比i30は、サンギヤ３１の歯数をZ31，リングギヤ３４の歯数をZ34とすると、
i30＝−（１/λ30） λ30＝Z31/Z34 …(5)
で与えられる。 The reduction ratio i30 of the second planetary gear reduction mechanism 30 based on the simple planetary gear mechanism shown in FIGS. 2 and 3 is as follows. The number of teeth of the sun gear 31 is Z31 and the number of teeth of the ring gear 34 is Z34.
i30 =-(1 / λ30) λ30 = Z31 / Z34 (5)
Given in.

一方、実施例５における第２遊星歯車減速機構３０の減速比i30は、サンギヤ３１の歯数をZ31，リングギヤ３４の歯数をZ34，大径ピニオン３２Ｌの歯数をZ32L，小径ピニオン３２Ｓの歯数をZ32Sとすると、
i30＝−io io＝（Z32L・Z34）/（Z32S・Z31） …(6)
で与えられる。(5)式と(6)式とを対比すると、第２遊星歯車減速機構３０を実施例５の構成とすることにより、実施例１，２あるいは実施例３，４の第２遊星歯車減速機構３０に比べて減速比i30を多少小さくできるので、インナーロータ１２側の第１遊星歯車減速機構２０の減速比i20との差をつけやすくなるという利点も得られる。 On the other hand, the reduction ratio i30 of the second planetary gear reduction mechanism 30 in the fifth embodiment is such that the number of teeth of the sun gear 31 is Z31, the number of teeth of the ring gear 34 is Z34, the number of teeth of the large diameter pinion 32L is Z32L, and the number of teeth of the small diameter pinion 32S. If the number is Z32S,
i30 = -io io = (Z32L / Z34) / (Z32S / Z31) (6)
Given in. Comparing the formulas (5) and (6), the second planetary gear speed reduction mechanism 30 according to the first, second or third or fourth embodiment can be obtained by configuring the second planetary gear speed reduction mechanism 30 according to the fifth embodiment. Since the reduction ratio i30 can be made somewhat smaller than 30, the advantage of easily making a difference from the reduction ratio i20 of the first planetary gear reduction mechanism 20 on the inner rotor 12 side is also obtained.

次に、効果を説明する。
実施例５の車両用左右輪独立駆動装置にあっては、実施例１の(1),(3)の効果に加え、下記の効果を得ることができる。 Next, the effect will be described.
In the vehicle left and right wheel independent drive device of the fifth embodiment, in addition to the effects (1) and (3) of the first embodiment, the following effects can be obtained.

(7) 第２遊星歯車減速機構３０を、サンギヤ３１に噛み合う大径ピニオン３２Ｌとリングギヤ３４に噛み合う小径ピニオン３２Ｓを一体にした段付きピニオン３２を有する複合遊星歯車機構とし、前記サンギヤ３１をアウターロータ１３の出力軸に連結し、ピニオンキャリア３３をモータケース１５に固定し、前記リングギヤ３４を第２ドライブシャフト３６を介して車輪３７に連結したため、インナーロータ１２とアウターロータ１３の回転を逆方向とする必要が生じることで、ステータ１１に作用する力を緩和することができると共に、インナーロータ１２側の第１遊星歯車減速機構２０の減速比i20とアウターロータ１３側の第２遊星歯車減速機構３０の減速比i30との差がつけやすくなるという効果を得ることができる。   (7) The second planetary gear speed reduction mechanism 30 is a compound planetary gear mechanism having a stepped pinion 32 in which a large-diameter pinion 32L meshing with the sun gear 31 and a small-diameter pinion 32S meshing with the ring gear 34 are integrated, and the sun gear 31 is an outer rotor. 13, the pinion carrier 33 is fixed to the motor case 15, and the ring gear 34 is connected to the wheel 37 via the second drive shaft 36, so that the rotation of the inner rotor 12 and the outer rotor 13 is reversed. Therefore, the force acting on the stator 11 can be relaxed, and the reduction ratio i20 of the first planetary gear reduction mechanism 20 on the inner rotor 12 side and the second planetary gear reduction mechanism 30 on the outer rotor 13 side can be reduced. It is possible to obtain an effect that a difference from the reduction ratio i30 can be easily obtained.

実施例６は、両遊星歯車減速機構２０，３０の固定要素と減速機ケース２５，３５との間にブレーキ機構を設けた例である。   The sixth embodiment is an example in which a brake mechanism is provided between the fixed elements of the planetary gear speed reduction mechanisms 20 and 30 and the speed reducer cases 25 and 35.

すなわち、図７に示すように、実施例３の第１遊星歯車減速機構２０と第２遊星歯車減速機構３０のリングギヤ２４，３４（固定要素）を、減速機ケース２５，３５に対して断接するブレーキ機構２８，３８を設けている。このブレーキ機構２８，３８は、油圧により締結される多板式のものである。ここで、図６に示す実施例５のようにキャリア３３をモータケース１５に対して固定する場合には、図示はしないがキャリア３３とモータケース１５の間にブレーキ機構を配設する。なお、他の構成は、実施例３と同様であるので、図面に同一符号を付して説明を省略する。   That is, as shown in FIG. 7, the ring gears 24 and 34 (fixed elements) of the first planetary gear reduction mechanism 20 and the second planetary gear reduction mechanism 30 according to the third embodiment are connected to and disconnected from the reduction gear cases 25 and 35. Brake mechanisms 28 and 38 are provided. The brake mechanisms 28 and 38 are of a multi-plate type that is fastened by hydraulic pressure. Here, when the carrier 33 is fixed to the motor case 15 as in the fifth embodiment shown in FIG. 6, although not shown, a brake mechanism is disposed between the carrier 33 and the motor case 15. Since other configurations are the same as those of the third embodiment, the same reference numerals are given to the drawings and description thereof is omitted.

次に、実施例６の作用を説明すると、フル充電時等であって、回生不要の時にこのブレーキ機構２８，３８を切断しておけば、同軸三層モータ１０を引きずることなく空回りさせることができるので、両遊星歯車減速機構２０，３０の発熱を抑制することができ両遊星歯車減速機構２０，３０の耐久性を向上させることができる。   Next, the operation of the sixth embodiment will be described. If the brake mechanisms 28 and 38 are disconnected when full regeneration is required and regeneration is unnecessary, the coaxial three-layer motor 10 can be idled without being dragged. Therefore, the heat generation of both planetary gear reduction mechanisms 20 and 30 can be suppressed, and the durability of both planetary gear reduction mechanisms 20 and 30 can be improved.

次に、効果を説明する。
実施例６の車両用左右輪独立駆動装置にあっては、実施例１〜実施例５の各効果に加え、下記の効果を得ることができる。 Next, the effect will be described.
In the vehicle left and right wheel independent drive device of the sixth embodiment, in addition to the effects of the first to fifth embodiments, the following effects can be obtained.

(8) 第１遊星歯車減速機構２０と第２遊星歯車減速機構３０のリングギヤ２４，３４を、減速機ケース２５，３５に対して断接するブレーキ機構２８，３８を設けたため、回生不要時にブレーキ機構２８，３８を切断しておけば、両遊星歯車減速機構２０，３０の発熱を抑制することができ、両遊星歯車減速機構２０，３０の耐久性が向上するという効果が得られる。   (8) Since the brake mechanisms 28 and 38 for connecting and disconnecting the ring gears 24 and 34 of the first planetary gear reduction mechanism 20 and the second planetary gear reduction mechanism 30 to the reduction gear cases 25 and 35 are provided, the brake mechanism is used when regeneration is not required. If 28 and 38 are cut | disconnected, the heat_generation | fever of both the planetary gear reduction mechanisms 20 and 30 can be suppressed, and the effect that durability of both the planetary gear reduction mechanisms 20 and 30 improves will be acquired.

以上、本発明の車両用左右輪独立駆動装置を実施例１〜実施例６に基づき説明してきたが、具体的な構成については、これらの実施例に限られるものではなく、特許請求の範囲の各請求項に係る発明の要旨を逸脱しない限り、設計の変更や追加等は許容される。   As mentioned above, although the left-right wheel independent drive apparatus for vehicles of this invention has been demonstrated based on Example 1- Example 6, it is not restricted to these Examples about a specific structure, Claim of Claims Design changes and additions are allowed without departing from the spirit of the invention according to each claim.

例えば、実施例１〜実施例６に本発明の車両用左右輪独立駆動装置の例を示したが、車両の要求特性や電動機の出力特性から最適な構成を選択すればよい。   For example, although the examples of the vehicle left and right wheel independent drive device of the present invention are shown in the first to sixth embodiments, an optimum configuration may be selected from the required characteristics of the vehicle and the output characteristics of the electric motor.

本発明の実施例１〜実施例６では、本発明の車両用左右輪独立駆動装置を燃料電池車へ適用した例を示したが、燃料電池の代わりにバッテリが搭載された電気自動車に適用することができることは勿論のことである。また、本発明の実施例１〜実施例６では、左右前輪間と左右後輪間の両方に左右輪独立駆動装置を搭載した例を示したが、左右前輪間のみ、或いは、左右後輪間のみに左右輪独立駆動装置を搭載しても良い。さらに、前輪または後輪をエンジンにより駆動する場合、他方の後輪または前輪をモータ駆動するモータ四輪駆動車にも適用することができる。   In the first to sixth embodiments of the present invention, the vehicle left and right wheel independent drive device of the present invention is applied to a fuel cell vehicle. However, the present invention is applied to an electric vehicle equipped with a battery instead of a fuel cell. Of course, it can be done. In the first to sixth embodiments of the present invention, an example in which the left and right wheel independent drive devices are mounted between the left and right front wheels and between the left and right rear wheels is shown. Only the left and right wheel independent drive device may be mounted. Further, when the front wheels or the rear wheels are driven by the engine, the present invention can be applied to a motor four-wheel drive vehicle in which the other rear wheel or front wheel is driven by a motor.

実施例１の車両用左右輪独立駆動装置が適用された燃料電池車を示す全体システム図である。1 is an overall system diagram illustrating a fuel cell vehicle to which a left and right wheel independent drive device for a vehicle according to a first embodiment is applied. 実施例１の車両用左右輪独立駆動装置を示す断面図である。It is sectional drawing which shows the left-right wheel independent drive device for vehicles of Example 1. FIG. 実施例２の車両用左右輪独立駆動装置を示す断面図である。It is sectional drawing which shows the left-right wheel independent drive device for vehicles of Example 2. FIG. 実施例３の車両用左右輪独立駆動装置を示す断面図である。It is sectional drawing which shows the left-right wheel independent drive device for vehicles of Example 3. FIG. 実施例４の車両用左右輪独立駆動装置を示す断面図である。It is sectional drawing which shows the left-right wheel independent drive device for vehicles of Example 4. FIG. 実施例５の車両用左右輪独立駆動装置を示す断面図である。It is sectional drawing which shows the vehicle left-right wheel independent drive device of Example 5. 実施例６の車両用左右輪独立駆動装置を示す断面図である。FIG. 10 is a cross-sectional view illustrating a vehicle left and right wheel independent drive device according to a sixth embodiment.

符号の説明Explanation of symbols

１０ 同軸三層モータ
２０ 第１遊星歯車減速機構
３０ 第２遊星歯車減速機構
１１ ステータ
１２ インナーロータ
１３ アウターロータ
１５ モータケース
２１ サンギヤ
２２ ピニオン
２２Ｌ 大径ピニオン
２２Ｓ 小径ピニオン
２３ ピニオンキャリア
２４ リングギヤ
２４Ｌ 第１リングギヤ
２４Ｓ 第２リングギヤ
２５ 減速機ケース
２６ ドライブシャフト
２７ 車輪
２８ ブレーキ機構
３１ サンギヤ
３２ ピニオン
３２Ｌ 大径ピニオン
３２Ｓ 小径ピニオン
３３ ピニオンキャリア
３４ リングギヤ
３５ 減速機ケース
３６ ドライブシャフト
３７ 車輪
３８ ブレーキ機構
10 coaxial three-layer motor 20 first planetary gear reduction mechanism 30 second planetary gear reduction mechanism 11 stator 12 inner rotor 13 outer rotor 15 motor case 21 sun gear 22 pinion 22L large diameter pinion 22S small diameter pinion 23 pinion carrier 24 ring gear 24L first ring gear 24S Second ring gear 25 Reduction gear case 26 Drive shaft 27 Wheel 28 Brake mechanism 31 Sun gear 32 Pinion 32L Large diameter pinion 32S Small diameter pinion 33 Pinion carrier 34 Ring gear 35 Reduction gear case 36 Drive shaft 37 Wheel 38 Brake mechanism

Claims (8)

車両の左右前輪間、または、左右後輪間、あるいは、左右前輪間及び左右後輪間に設けられ、電動機と遊星歯車減速機構とを有する車両用左右輪独立駆動装置において、
前記電動機を、同軸上にインナーロータとアウターロータとステータを配置した同軸三層モータとし、
前記遊星歯車減速機構を、前記インナーロータを入力とし第１ドライブシャフトを出力とする第１遊星歯車減速機構と、前記アウターロータを入力とし第２ドライブシャフトを出力とする第２遊星歯車減速機構とにより構成し、かつ、第１遊星歯車減速機構の減速比を第２遊星歯車減速機構の減速比よりも大きな減速比に設定したことを特徴とする車両用左右輪独立駆動装置。 In the vehicle left and right wheel independent drive device provided between the left and right front wheels of the vehicle, between the left and right rear wheels, or between the left and right front wheels and between the left and right rear wheels, and having an electric motor and a planetary gear reduction mechanism,
The electric motor is a coaxial three-layer motor in which an inner rotor, an outer rotor, and a stator are arranged on the same axis,
The planetary gear speed reduction mechanism includes a first planetary gear speed reduction mechanism that uses the inner rotor as an input and a first drive shaft as an output, and a second planetary gear speed reduction mechanism that uses the outer rotor as an input and a second drive shaft as an output. And a left and right wheel independent drive device for vehicles, wherein the reduction ratio of the first planetary gear reduction mechanism is set to a reduction ratio larger than the reduction ratio of the second planetary gear reduction mechanism. 請求項１に記載された車両用左右輪独立駆動装置において、
前記第１遊星歯車減速機構と第２遊星歯車減速機構を、それぞれサンギヤとピニオンキャリアとリングギヤとを有する単純遊星歯車とし、
前記サンギヤをロータ出力軸に連結し、前記リングギヤを減速機ケースに固定し、前記ピニオンキャリアをドライブシャフトを介して車輪に連結したことを特徴とする車両用左右輪独立駆動装置。 In the vehicle left and right wheel independent drive device according to claim 1,
The first planetary gear reduction mechanism and the second planetary gear reduction mechanism are simple planetary gears each having a sun gear, a pinion carrier, and a ring gear;
A left and right wheel independent drive device for a vehicle, wherein the sun gear is connected to a rotor output shaft, the ring gear is fixed to a reduction gear case, and the pinion carrier is connected to a wheel via a drive shaft. 請求項１に記載された車両用左右輪独立駆動装置において、
前記第１遊星歯車減速機構を、サンギヤに噛み合う大径ピニオンとリングギヤに噛み合う小径ピニオンを一体にした段付きピニオンを有する複合遊星歯車機構とし、
前記第２遊星歯車減速機構を、サンギヤとピニオンキャリアとリングギヤとを有する単純遊星歯車とし、
前記サンギヤをロータ出力軸に連結し、前記リングギヤを減速機ケースに固定し、前記ピニオンキャリアをドライブシャフトを介して車輪に連結したことを特徴とする車両用左右輪独立駆動装置。 In the vehicle left and right wheel independent drive device according to claim 1,
The first planetary gear reduction mechanism is a compound planetary gear mechanism having a stepped pinion in which a large-diameter pinion meshing with a sun gear and a small-diameter pinion meshing with a ring gear are integrated.
The second planetary gear reduction mechanism is a simple planetary gear having a sun gear, a pinion carrier, and a ring gear,
A left and right wheel independent drive device for a vehicle, wherein the sun gear is connected to a rotor output shaft, the ring gear is fixed to a reduction gear case, and the pinion carrier is connected to a wheel via a drive shaft. 請求項１に記載された車両用左右輪独立駆動装置において、
前記第１遊星歯車減速機構と第２遊星歯車減速機構を、それぞれサンギヤに噛み合う大径ピニオンとリングギヤに噛み合う小径ピニオンを一体にした段付きピニオンを有する複合遊星歯車機構とし、
前記サンギヤをロータ出力軸に連結し、前記リングギヤを減速機ケースに固定し、前記ピニオンキャリアをドライブシャフトを介して車輪に連結したことを特徴とする車両用左右輪独立駆動装置。 In the vehicle left and right wheel independent drive device according to claim 1,
The first planetary gear speed reduction mechanism and the second planetary gear speed reduction mechanism are each a compound planetary gear mechanism having a stepped pinion in which a large diameter pinion meshing with a sun gear and a small diameter pinion meshing with a ring gear are integrated.
A left and right wheel independent drive device for a vehicle, wherein the sun gear is connected to a rotor output shaft, the ring gear is fixed to a reduction gear case, and the pinion carrier is connected to a wheel via a drive shaft. 請求項１ないし請求項４の何れか１項に記載された車両用左右輪独立駆動装置において、
前記第１遊星歯車減速機構の第１リングギヤ歯数と、第２遊星歯車減速機構の第２リングギヤ歯数と、の両歯数差を３以上となるように設定したことを特徴とする車両用左右輪独立駆動装置。 The vehicle left and right wheel independent drive device according to any one of claims 1 to 4,
For vehicles, wherein the difference between the number of teeth of the first ring gear teeth of the first planetary gear reduction mechanism and the number of second ring gear teeth of the second planetary gear reduction mechanism is set to 3 or more. Left and right wheel independent drive device. 請求項１に記載された車両用左右輪独立駆動装置において、
前記第１遊星歯車減速機構を、サンギヤ及び第１リングギヤに噛み合う大径ピニオンと第２リングギヤに噛み合う小径ピニオンを一体にした段付きピニオンを有する複合遊星歯車機構とし、
前記サンギヤをインナーロータ出力軸に連結し、前記第１リングギヤを減速機ケースに固定し、前記第２リングギヤを第１ドライブシャフトを介して車輪に連結したことを特徴とする車両用左右輪独立駆動装置。 In the vehicle left and right wheel independent drive device according to claim 1,
The first planetary gear reduction mechanism is a compound planetary gear mechanism having a stepped pinion in which a large-diameter pinion meshing with a sun gear and a first ring gear and a small-diameter pinion meshing with a second ring gear are integrated.
The left and right wheels independent drive for vehicles, wherein the sun gear is connected to an inner rotor output shaft, the first ring gear is fixed to a reduction gear case, and the second ring gear is connected to a wheel via a first drive shaft. apparatus. 請求項１に記載された車両用左右輪独立駆動装置において、
前記第２遊星歯車減速機構を、サンギヤに噛み合う大径ピニオンとリングギヤに噛み合う小径ピニオンを一体にした段付きピニオンを有する複合遊星歯車機構とし、
前記サンギヤをアウターロータ出力軸に連結し、ピニオンキャリアをケースに固定し、前記リングギヤを第２ドライブシャフトを介して車輪に連結したことを特徴とする車両用左右輪独立駆動装置。 In the vehicle left and right wheel independent drive device according to claim 1,
The second planetary gear reduction mechanism is a compound planetary gear mechanism having a stepped pinion in which a large-diameter pinion meshing with a sun gear and a small-diameter pinion meshing with a ring gear are integrated.
A left and right wheel independent drive device for a vehicle, wherein the sun gear is connected to an outer rotor output shaft, a pinion carrier is fixed to a case, and the ring gear is connected to a wheel via a second drive shaft. 請求項１ないし請求項７の何れか１項に記載された車両用左右輪独立駆動装置において、
前記第１遊星歯車減速機構と第２遊星歯車減速機構の固定要素を、減速機ケースに対して断接するブレーキ機構を設けたことを特徴とする車両用左右輪独立駆動装置。
In the vehicle left and right wheel independent drive device according to any one of claims 1 to 7,
A left and right wheel independent drive device for a vehicle, comprising a brake mechanism for connecting and disconnecting fixed elements of the first planetary gear reduction mechanism and the second planetary gear reduction mechanism to a reduction gear case.
JP2004291858A 2003-10-14 2004-10-04 Independent drive system for left and right wheels for vehicles Expired - Fee Related JP4701668B2 (en)

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JP2019035419A (en) * 2017-08-10 2019-03-07 本田技研工業株式会社 Drive device for vehicle and design method of drive device for vehicle
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