CN107250604A - 双电机车辆驱动装置 - Google Patents
双电机车辆驱动装置 Download PDFInfo
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Abstract
提供减速器(2L、2R)的半径方向的大小小,使填充至减速器(2L、2R)内的润滑油的油封件(39)的个数为最小限度,且油封件(39)仅与最低速旋转的轴接触的结构的双电机车辆驱动装置。电动机(1L、1R)的电机轴(12a)为中空结构,在电机轴(12a)的侧端部一体地设置有输入齿轮(23),输出轴(25)在上述中空的电机轴(12a)的内部设置于同轴上,在上述输出轴(25)的侧端部一体地设置有输出齿轮(25a),在减速器(2L、2R),与电机轴(12a)和输出轴(25)平行地设置有中间轴(24),通过一体地设置于中间轴(24)的多个齿轮与电机轴(12a)的输入齿轮(23)以及输出轴(25)的输出齿轮(25a)的咬合,电机轴(12a)的旋转被减速并被传递至输出轴(25)。
Description
技术领域
本发明涉及搭载于车辆的弹簧上侧且具备分别独立地驱动左右的驱动轮的两台电动机和减速器的双电机车辆驱动装置。
背景技术
作为具备分别独立地驱动左右的驱动轮的两台电动机和减速器的双电机车辆驱动装置,具有专利文献1或专利文献2所公开的装置。
这种双电机车辆驱动装置具备对于左右的驱动轮分别独立地驱动用的电动机,因此,与将一个电动机的驱动力左右分配而驱动左右的驱动轮的情况相比,可以得到两倍的驱动力,因此,可以使电动机小型轻量化。
另外,双电机车辆驱动装置还具有如利用一个共同的电动机驱动左右的驱动轮的单电机车辆驱动装置那样也不需要将一个电动机的驱动力左右分配的差速齿轮等这样的优点。
现有技术文献
专利文献
专利文献1:日本特开2010-48379号公报
专利文献2:日本特开平11-243664号公报
发明内容
发明所要解决的技术问题
但是,专利文献1或专利文献2所公开的现有的双电机车辆驱动装置如图5及图6所示具备分开地驱动左右的驱动轮的电动机101L、101R以及将电动机101L、101R的旋转减速的减速器102L、102R。
如图5及图6所示,减速器102L、102R是具有从电机轴112被传递动力的输入齿轮的输入轴123和经由驱动轴116向驱动轮传递驱动力的输出轴125平行且偏移的配置的平行轴齿轮减速器。
在减速器102L、102R的输入轴123与输出轴125之间设置有1个以上的中间轴124(副轴)。
如上所述,如果将电机轴112与输出轴125设为平行且偏移的配置,则减速器102L、102R在半径方向上大型化,随着双电机车辆驱动装置的质量增加,导致车辆搭载性的恶化。
另外,专利文献2的图6所示的结构的装置中,电动机101L、101R的电机轴112与减速器102L、102R的输入轴123为不同个体,各个轴被分开地轴承支承,并且在电机轴112与壳体(casing)间设置油封件126。因此,存在双电机车辆驱动装置的轴向尺寸增加等的问题。另外,油封件126为了防止润滑减速器102L、102R的齿轮等的润滑油侵入到电动机101L、101R的内部是有效的,但油封件126的油封件唇部与最高速旋转的电机轴112接触,因此,双电机车辆驱动装置的传递效率降低,并且油封件唇部的磨损·烧结等的损伤的风险变高。
因此,本发明提供一种双电机车辆驱动装置,其能够为如下结构:减速器的半径方向的大小小,而且使填充至减速器内的润滑油的油封件的个数为最小限度,另外,油封件仅与最低速旋转的轴接触。
解决问题的技术手段
为了解决上述问题,本发明为一种双电机车辆驱动装置,其特征在于,具备分别驱动左右轮的两个电动机、以及对各个电动机的电机旋转进行减速的两个减速器,相对于减速器靠近各个车轮而配置两个电动机,电动机的电机轴为沿轴向贯通的中空结构,在电机轴的减速器侧端部一体地设置有输入齿轮,输出轴在所述中空的电机轴的内部设置于同轴上,在所述输出轴的减速器侧端部一体地设置有输出齿轮,在减速器,与电机轴和输出轴平行且旋转自如地设置有一个以上的中间轴,通过一体地设置于中间轴的多个齿轮与电机轴的输入齿轮以及输出轴的输出齿轮的咬合,电机轴的旋转被减速并被传递至输出轴。
发明的效果
如以上所述,根据本发明,通过将输出轴在中空的电机轴的内部设置于同轴上,可以缩小减速器的半径方向的大小。
另外,通过将在中空的电机轴的内部配置于同轴上的输出轴的端部从收纳电动机的电机壳体的外侧壁的开口部引出,并利用油封件密封输出轴与电机壳体的开口部之间,从而可以使填充至减速器内的润滑油的油封件的个数为最小限度,另外,可以设为油封件仅与最低速旋转的轴接触的结构。
通过使减速器内的齿轮全部为外齿轮,从而齿轮可以将滞留在减速器的内部空间的下部的润滑油拢上去而进行润滑。
通过在输出轴的内部设置减速器侧(装置中央侧)开口的轴向油路,还设置从该轴向油路连通至支承输出轴的轴承附近的外周的径向油路,从而可以将顺着减速器的壳体的壁面侵入到输出轴的内部的润滑油通过由输出轴的旋转作用的离心力而通过径向油路向轴承附近进行供油,并可以防止设置于车轮侧方向的端部的轴承及油封件的损伤。
附图说明
图1是表示本发明所涉及的双电机车辆驱动装置的实施方式的横切平面图;
图2是表示将图1的一部分放大的横切平面图;
图3是图1的III-III线的剖面图;
图4是表示搭载了本发明所涉及的双电机车辆驱动装置的电动汽车的一个例子的概略平面图;
图5是表示现有的双电机车辆驱动装置的横切平面图;
图6是表示现有的另一双电机车辆驱动装置的横切平面图。
具体实施方式
以下,基于附图说明本发明的实施方式。
本发明所涉及的双电机车辆驱动装置A如图1所示采用如下结构:以左右并排地收纳两台减速器2L、2R的减速器壳体20为中央,在该减速器壳体20的左右固定配置两台电动机1L、1R的电机壳体3L、3R。
本发明所涉及的电动汽车B如图4所示具备底盘51、作为驱动轮的前轮52、后轮53、分别独立地驱动左右的前轮52的双电机车辆驱动装置A,双电机车辆驱动装置A搭载于左右的前轮52的中央位置的底盘51上,双电机车辆驱动装置A的驱动力经由等速接头15和驱动轴16向左右的前轮52传递。
作为双电机车辆驱动装置A的搭载形式,除了图4中表示的前轮驱动方式以外,也可以是后轮驱动方式,也可以是四轮驱动方式的任一种。
如图1所示,收纳左右并排地设置的两台减速器2L、2R的减速器壳体20成为中央壳体20a和固定于该中央壳体20a的两侧面的左右的侧面壳体20bL、20bR的三片式结构。
本发明所涉及的双电机车辆驱动装置A中的左右的电动机1L、1R如图1所示被收纳于电机壳体3L、3R内。
电机壳体3L、3R由圆筒形的电机壳体主体3aL、3aR和闭塞该电机壳体主体3aL、3aR的外侧面的外侧壁3bL、3bR构成,在外侧壁3bL、3bR,设置有将下述的输出轴25引出的开口部5。另外,电机壳体主体3aL、3aR的减速器2L、2R侧的内侧面被减速器壳体20的侧面壳体20bL、20bR闭塞。
在上述电机壳体主体3aL、3aR配置有冷却用的配管4,从散热器(radiator)(省略图示)向配管4供给冷却液。配管4构成所谓水套,由此,有效地冷却电动机1L、1R。
电动机1L、1R如图1所示,使用在电机壳体主体3aL、3aR的内周面设置定子11,且在该定子11的内周隔开间隔地设置转子12的径向间隙型的电动机。
转子12在中心部具有电机轴12a。该电机轴12a为沿轴向贯通的中空结构,电机轴12a的端部贯通减速器壳体20的侧面壳体20bL、20bR并插入到减速器壳体20内。在插入到减速器壳体20内的电机轴12a的端部外周面设置有输入齿轮23。
在图1的实施方式中,将输入齿轮23一体地形成于电机轴12a的端部外周面,但也可以将输入齿轮23以通过花键(spline)等与电机轴12a嵌合的方式形成。
电机轴12a利用滚动轴承14a、14b旋转自如地支承于电机壳体3L、3R的外侧壁3bL、3bR和减速器壳体20的侧面壳体20bL、20bR(图1)。
在中空的电机轴12a的内部,输出轴25被配置于同轴上。
输出轴25在减速器壳体20内具有大径的输出齿轮25a,利用滚动轴承37a、37b旋转自如地支承于电机壳体3L、3R的外侧壁3bL、3bR的开口部5和形成于中央壳体20a的间隔壁21的两面的凸台(boss)部35。输出齿轮25a与输出轴25花键结合。
在旋转支承输出轴25的滚动轴承37a、37b的外侧设置有密封输出轴25与电机壳体3L、3R的外侧壁3bL、3bR的开口部5之间的油封件39。
在输出轴25的车轮侧的端部,如图4所示,嵌合有等速接头15,经由驱动轴16向车轮52传递动力。
如果支承输出轴25的两端的滚动轴承37a、37b的间隔宽,则输出轴25的挠曲变大,可能对齿轮的耐久性及振动特性造成不良影响。因此,为了提高输出轴25的支承刚性并抑制轴挠曲,在中空的电机轴12a的内周部,相对于电机轴12a设置用于支承输出轴25的支撑轴承31。
支撑轴承31使用圆柱滚子轴承。另外,图1中,支撑轴承31在输入齿轮23的内周侧旋转支承输出轴25。因此,不会对输入齿轮23的耐久性及振动特性更有效地带来不良影响。
另外,在上述的实施方式中,支撑轴承31表示了圆柱滚子轴承的例子,但不限于此,例如能够应用滑动轴承、深槽滚珠轴承、圆锥滚子轴承、滚针轴承、自动调心滚子轴承、角接触滚珠轴承、四点接触滚珠轴承等所有的轴承,而不管是滑动轴承还是滚动轴承,也不管转动体是滚子还是滚珠,进而也不管是多列还是单列。另外,配置于其它地方的轴承同样也能够采用任意的形式的轴承。
支撑轴承31和输出轴25的滚动轴承37a、37b在仅由任一方可得到充分的支承刚性的情况下,可以省略任一方。
在减速器2L、2R,与电机轴12a和输出轴25平行且旋转自如地设置有一个以上的中间轴24,通过一体地设置于中间轴24的多个齿轮与电机轴12a的输入齿轮23以及输出轴25的输出齿轮25a的咬合,电机轴12a的旋转被减速并被传递至输出轴25。
中间轴24是在外周面具有与输入齿轮23咬合的大径齿轮24a和与输出齿轮25a咬合的小径齿轮24b的阶梯式齿轮。该中间轴24的两端经由滚动轴承34a、34b而支承于形成于中央壳体20a的间隔壁21的两面的凸台部32和形成于侧面壳体20bL、20bR的凸台部33。
减速器壳体20的内部的齿轮全部设为外齿轮,减速器壳体20的内部的齿轮及轴承的润滑通过齿轮将滞留在减速器壳体20的内部空间的下部的润滑油拢上去而进行。
另外,为了向设置于电机壳体3L、3R的车轮侧方向的端部的滚动轴承14a、14b、37a及油封件39实现充分的供油,采用从输出轴25的轴心进行供油的结构。
即,在输出轴25的内部,设置减速器壳体20侧(装置中央侧)开口的轴向油路6,还设置从该轴向油路6连通至支承输出轴25的滚动轴承37a、支撑轴承31的轴承附近的外周的径向油路7。顺着减速器壳体20的壁面侵入到输出轴25的内部的润滑油,通过由输出轴25的旋转作用的离心力,通过径向油路7向轴承附近进行供油。通过该轴向油路6和径向油路7所进行的供油方式,可以防止设置于车轮侧方向的端部的轴承及油封件39的损伤。
此外,尽管省略图示,但向轴向油路6供油的润滑油在滞留在减速器壳体20的内部空间的下部的润滑油被齿轮拢上去后,使顺着间隔壁21而来的润滑油流入到轴向油路6。
另一方面,如果侵入到电机壳体3L、3R的内部的润滑油的排出不充分,则电机壳体3L、3R的内部的油面高度上升,转子12所造成的油搅拌损失增大。因此,为了将电机壳体3L、3R的内部的润滑油恰当地排出至减速器壳体20侧,采用如下结构。
电机壳体3L、3R的内部利用定子11和转子12而沿轴向被分割成两个空间9a、9b。
将连通该两个空间9a、9b的油路设置于定子11的最下部(下止点)附近。例如,在定子11的外周或电机壳体3L、3R的内周部,设置作为连通空间9a、9b的油路的轴向槽10a。
另外,在隔开电机壳体3L、3R和减速器壳体20的侧面壳体20bL、20bR,设置贯通油路10b。如图2所示,该贯通油路10b设置于比转子12的最下部(下止点)低的位置。
通过设置轴向槽10a作为连通空间9a、9b的油路,还将贯通油路10b设置于比转子12的最下部(下止点)低的位置,从而向设置于车轮侧方向端部的轴承及油封件39供给的润滑油从电机壳体3L、3R的空间9a向空间9b移动,不会被转子12拢上去,而返回至减速器壳体20内。
图3是图1的III-III线的剖面图。如图3所示,旋转从输入齿轮23向中间轴24的大径齿轮24a传递,且旋转从中间轴的小径齿轮24b向设置于输出轴25的输出齿轮25a传递,由此,电动机1L、1R的旋转被减速并向输出轴25传递,通过大的扭矩驱动车轮52。在此,输入齿轮23、大径齿轮24a、小径齿轮24b、输出齿轮25a全部为外齿轮,因此,齿轮可以将滞留在减速器的内部空间的下部的润滑油拢上去而进行润滑。另外,外齿轮容易制造,作为双电机车辆驱动装置,可以低成本化。
本发明不受上述的实施方式的任何限定,当然可以在不脱离本发明的宗旨的范围内进一步以各种形式进行实施,本发明的范围包含由权利要求表示且权利要求所记载的均等的意义及范围内的全部的变更。
符号的说明
1L、1R:电动机
2L、2R:减速器
3L、3R:电机壳体
3aL、3aR:电机壳体主体
3bL、3bR:外侧壁
4:配管
5:开口部
6:轴向油路
7:径向油路
9a、9b:空间
10a:轴向槽
10b:贯通油路
11:定子
12:转子
12a:电机轴
14a、14b:滚动轴承
15:等速接头
16:驱动轴
20:减速器壳体
20a:中央壳体
20bL、20bR:侧面壳体
21:间隔壁
23:输入齿轮
24:中间轴
24a:大径齿轮
24b:小径齿轮
25:输出轴
25a:输出齿轮
31:支撑轴承
32:凸台部
33:凸台部
34a、34b:滚动轴承
35:凸台部
37a:滚动轴承
37b:滚动轴承
39:油封件
51:底盘
52:前轮
53:后轮
A:双电机车辆驱动装置
B:电动汽车。
Claims (6)
1.一种双电机车辆驱动装置,其特征在于,
具备分别驱动左右轮的两个电动机、以及对各个电动机的电机旋转进行减速的两个减速器,相对于减速器,靠近各个车轮而配置两个电动机,
电动机的电机轴为沿轴向贯通的中空结构,在电机轴的减速器侧端部一体地设置有输入齿轮,输出轴在所述中空的电机轴的内部设置于同轴上,在所述输出轴的减速器侧端部一体地设置有输出齿轮,在减速器,与电机轴和输出轴平行且旋转自如地设置有一个以上的中间轴,通过一体地设置于中间轴的多个齿轮与电机轴的输入齿轮以及输出轴的输出齿轮的咬合,电机轴的旋转被减速并被传递至输出轴。
2.根据权利要求1所述的双电机车辆驱动装置,其特征在于,
将在所述中空的电机轴的内部配置于同轴上的输出轴的端部从收纳电动机的电机壳体的外侧壁的开口部引出,并利用油封件密封输出轴与电机壳体的开口部之间。
3.根据权利要求1所述的双电机车辆驱动装置,其特征在于,
所述减速器内的齿轮全部为外齿轮。
4.根据权利要求1~3中任一项所述的双电机车辆驱动装置,其特征在于,
在所述输出轴的内部设置有减速器侧开口的轴向油路,还设置有从该轴向油路连通至轴外周的一个以上的径向油路。
5.根据权利要求1~4中任一项所述的双电机车辆驱动装置,其特征在于,
将连通利用电动机的定子和转子沿轴向分割的电机壳体的内部的空间的油路形成于定子的外周部或定子嵌合的电机壳体的内周部。
6.根据权利要求1~5中任一项所述的双电机车辆驱动装置,其特征在于,
在将收纳电动机的电机壳体和收纳减速器的减速器壳体隔开的壁面,将连通电机壳体和减速器壳体的贯通油路设置于比转子的最下部低的位置。
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CN111146902A (zh) * | 2018-11-03 | 2020-05-12 | 达尼克有限责任公司 | 机电驱动设备、制动系统和电池管理系统 |
CN113007320A (zh) * | 2019-12-18 | 2021-06-22 | 通用汽车环球科技运作有限责任公司 | 电驱动单元的轴承和轴布置 |
CN113007320B (zh) * | 2019-12-18 | 2023-12-26 | 通用汽车环球科技运作有限责任公司 | 电驱动单元的轴承和轴布置 |
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US20180015815A1 (en) | 2018-01-18 |
EP3260736A1 (en) | 2017-12-27 |
JP2016151347A (ja) | 2016-08-22 |
WO2016132800A1 (ja) | 2016-08-25 |
EP3260736B1 (en) | 2021-03-31 |
EP3260736A4 (en) | 2018-10-24 |
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