JP2017019319A - Vehicle driving device with two motors - Google Patents

Abstract

PROBLEM TO BE SOLVED: To make an angle in normal use of a constant velocity joint smaller to make the service life of the constant velocity joint longer, by making end parts at an outboard side, of left and right output shafts of two speed reducers closer to an inboard side to elongate a shaft length of a drive shaft to be connected to the left and right output shafts.SOLUTION: Left and right output shafts 25L and 25R of speed reducers 2L and 2R are arranged at parallel positions, at which respective shaft centers of the shafts deviate coaxially from each other and end parts at an inboard side of the shafts are overlapped with each other in a radial direction, so as to shorten the left and right output shafts 25L and 25R in a shaft direction, which allows a shaft length of a drive shaft to be elongated. This can make an angle in normal use of a constant velocity joint 15 smaller and make a service life of a rolling part of the constant velocity joint 15 longer.SELECTED DRAWING: Figure 3

Description

The present invention relates to a two-motor vehicle drive device including two electric motors and a speed reducer that are mounted on the upper side of a spring of a vehicle and independently drive left and right drive wheels.

  As a two-motor vehicle drive device including two electric motors and a speed reducer for independently driving left and right drive wheels, there is one disclosed in Patent Document 1.

  This type of two-motor vehicle drive device does not require a differential gear or the like that distributes the drive force of one electric motor to the left and right like a one-motor vehicle drive device that drives left and right drive wheels by one electric motor. Has the advantage.

  In addition, since the two-motor vehicle drive device is provided with an electric motor for driving independently for each of the left and right drive wheels, it is easy to vary the drive force of the left and right drive wheels. By generating a large amount of driving force on the wheels on the outside of the turn, it is easy to improve running performance such as turning performance.

Japanese Patent Laid-Open No. 11-243664

  As shown in FIG. 7, the conventional two-motor vehicle drive device includes left and right electric motors 101L and 101R that individually drive left and right drive wheels, and speed reducers 102L and 102R that decelerate the rotation of the electric motors 101L and 101R. The reduction gears 102L and 102R are arranged in the center of the left and right electric motors 101L and 101R.

  As shown in FIG. 7, the speed reducers 102 </ b> L and 102 </ b> R are connected to driving wheels via an input shaft 123 having an input gear to which power is transmitted from the motor shaft 112, and a drive shaft including a constant velocity joint 126 and an intermediate shaft 127. This is a parallel shaft gear reducer in which an output shaft 125 for transmitting a driving force is arranged in parallel.

  One or more intermediate shafts 124 (counter shafts) are provided between the input shaft 123 and the output shaft 125 of the speed reducers 102L and 102R.

  As shown in FIG. 7, a constant velocity joint 126 is provided at an end of the output shaft 125 on the wheel side, and power is transmitted to the wheels via a drive shaft including the constant velocity joint 126 and the intermediate shaft 127.

  The left and right speed reducers 102L and 102R are accommodated in parallel in a speed reducer casing 128.

  By the way, the driving force for the left wheel is transmitted from the left electric motor 101L to the left drive shaft through the left parallel shaft gear train, and the driving force for the right wheel is transmitted from the right electric motor 101R to the right parallel shaft. It is transmitted to the right drive shaft through the shaft gear train, and the left wheel and the right wheel are driven independently of each other.

  As main parts constituting the reduction gears 102L and 102R, there are a reduction gear casing 128, a gear shaft (input shaft 123, intermediate shaft 124, output shaft 125), and a bearing that supports the gear shaft. Each gear shaft is supported by a bearing and is fitted into a bearing hole provided in the casing 128, and its position is determined.

  The casing 128 of the reduction gears 102L and 102R has a three-piece structure of a central casing and left and right casings to hold the left and right rows of gear shafts therein, and the left and right casings have left and right electric motors 101L, A structure for attaching 101R can be employed. As a merit of this structure, since the drive device is substantially bilaterally symmetric, the right and left weight balance can be kept good by being mounted at the center of the left and right sides of the vehicle.

  When the left and right weight balance is good, there is an advantage that the difference in turning performance and steering feeling in turning in the right direction and turning in the left direction when the vehicle is running can be minimized.

  In addition, by mounting a left-right symmetric drive device in the center of the left and right sides of the vehicle, the left and right drive shafts can be made equal in length, so that the same parts can be used on the left and right.

  Furthermore, if the left and right drive shafts are of equal length, there is also an advantage that there is no torque steer resulting from a difference in torsional rigidity due to a difference in drive shaft length.

  On the other hand, in a horizontally mounted engine vehicle or a one-motor electric vehicle driven by a front wheel, since there is a transmission (transmission) and a speed reducer next to the engine or the electric motor, the shape is not symmetrical in the first place. If the left and right weight balance is to be balanced as much as possible, the engine or the electric motor is heavy, so the differential (differential device) that outputs to the drive shaft cannot be positioned at the center of the left and right sides of the vehicle body. Therefore, the left and right drive shafts have different lengths. An intermediate shaft may be interposed between the left and right drive shafts, but the twist of the intermediate shaft is not zero, so that the difference due to the twist still occurs.

  As described above, the reduction gears 102L and 102R are composed of a plurality of gear shafts arranged in parallel, and the rotation of the electric motors 101L and 101R is decelerated and a large torque is applied to the output shaft 125 which is the final gear shaft. . For this reason, the output shaft 125 generally increases the width of the gear so that it can withstand a large torque.

  On the other hand, power is transmitted from the output shaft 125 to a wheel via a drive shaft including a constant velocity joint 126 and an intermediate shaft 127. When the angle of the drive shaft with respect to the rotation axis of the wheel (ordinary angle) increases, There is a tendency that the movement inside the constant velocity joint 126 connected to the board side and the outboard side is increased, and the life of the constant velocity joint 126 is shortened.

  For this reason, in order to extend the life of the constant velocity joint 126, it is desirable to reduce the service angle of the constant velocity joint 126. To decrease the service angle of the constant velocity joint 126, it is connected to the left and right output shafts. What is necessary is just to lengthen the shaft length of a drive shaft.

  Accordingly, the present invention provides a two-motor vehicle drive device in which the connection position of the inboard side constant velocity joint of the drive shaft on the left and right output shafts which are the final gear shafts of the reduction gear is on the inboard side. By increasing the shaft length of the drive shaft connected to the shaft and reducing the common angle of the constant velocity joint, the life of the constant velocity joint is increased.

  In order to solve the above-described problems, the present invention provides two electric motors for independently driving the left and right drive wheels, and the power of the two electric motors is individually decelerated and transmitted to the left and right drive wheels. The reduction gear includes an input shaft having an input gear to which power is transmitted from the motor shaft, and an output shaft having an output gear for transmitting a driving force to the drive wheels via the drive shaft. And one or more intermediate shafts having intermediate gears provided between the input shaft and the output shaft, with two speed reducer casings that accommodate the two speed reducers arranged in parallel on the left and right sides. In the two-motor vehicle drive device in which the motor casing of the electric motor is fixedly arranged, the left and right output shafts are in parallel positions where their axis centers deviate from the same axis, and the inboard side overlaps in the radial direction. Arranged It is characterized by that.

  Furthermore, the input shafts of the left and right speed reducers may be arranged at a parallel position where their axis centers deviate from the same axis and the inboard side overlaps each other in the radial direction.

  Further, the intermediate shafts of the left and right speed reducers may be arranged at a parallel position where their axis centers deviate from the same axis, and the inboard side overlaps each other in the radial direction.

  The left and right output shafts are shifted symmetrically with respect to the wheel rotation axis, and the wheel rotation shaft is preferably located between the two output shafts.

  The reduction gear casing preferably has a three-piece structure of a central casing and left and right side casings fixed to both side surfaces of the central casing, and the left and right side casings preferably have a common shape.

  In the two-motor vehicle drive device according to the present invention, the center side connecting the two reduction gears is called the inboard side, and the outer side of the reduction gear is called the outboard side.

  As described above, in the two-motor vehicle drive device according to the present invention, the inboard side ends of the left and right output shafts are overlapped with each other in the radial direction, whereby the axial direction of the output shaft is shortened. It becomes possible to lengthen the shaft length of the drive shaft. By increasing the shaft length of the drive shaft, if the service angle of the constant velocity joint is reduced, the use conditions are eased, and the life of the rolling portion of the constant velocity joint is extended.

It is a cross-sectional top view which shows embodiment of the 2 motor vehicle drive device which concerns on this invention. It is a schematic plan view which shows an example of the electric vehicle which uses the 2 motor vehicle drive device which concerns on this invention. It is the end elevation which looked at the gear train of the embodiment of FIG. 1 from the axial direction. It is the end elevation which looked at the gear train of other embodiments of the two-motor vehicle drive device concerning this invention from the axial direction. It is the end elevation which looked at the gear train of other embodiments of the two-motor vehicle drive device concerning this invention from the axial direction. It is the end elevation which looked at the gear train of other embodiments of the two-motor vehicle drive device concerning this invention from the axial direction. It is a cross-sectional top view which shows the conventional 2 motor vehicle drive device.

  Embodiments of the present invention will be described below with reference to the accompanying drawings.

  As shown in FIG. 1, the two-motor vehicle drive device A according to the present invention has a reduction gear casing 20 that accommodates two reduction gears 2L and 2R in parallel in the left and right directions. A structure in which motor casings 3L and 3R of the base electric motors 1L and 1R are fixedly arranged is adopted.

  The electric vehicle B shown in FIG. 2 is a rear wheel drive system, and is a two-motor that independently drives a chassis 41, a front wheel 42 as a steering wheel, a rear wheel 43 as a drive wheel, and left and right drive wheels. The two-motor vehicle drive device A is mounted on the chassis 41 at the center position of the left and right rear wheels 43 as drive wheels, and the drive force of the two-motor vehicle drive device A is a constant velocity joint. It is transmitted to the rear wheel 43 which is the left and right drive wheels via a drive shaft consisting of 15 and an intermediate shaft 16. Electric power is supplied from the inverter 44 via the power line 45 to the two electric motors 1L and 1R.

  The left and right electric motors 1L, 1R in the two-motor vehicle drive device A according to the present invention are accommodated in motor casings 3L, 3R as shown in FIG.

  The motor casings 3L and 3R are cylindrical motor casing main bodies 3aL and 3aR, outer walls 3bL and 3bR for closing the outer surfaces of the motor casing main bodies 3aL and 3aR, and reducers on the inner sides of the motor casing main bodies 3aL and 3aR. The inner walls 3cL and 3cR are separated from 2L and 2R. The inner walls 3cL and 3cR of the motor casing bodies 3aL and 3aR are provided with openings for drawing out the motor shaft 12a.

  As shown in FIG. 1, the electric motors 1 </ b> L and 1 </ b> R are of a radial gap type in which a stator 11 is provided on the inner peripheral surface of the motor casing body 3 aL and 3 aR, and a rotor 12 is provided on the inner periphery of the stator 11. I am using something. Although not shown, an axial gap type electric motor may be used.

  The rotor 12 has a motor shaft 12a in the center, and the motor shaft 12a is drawn from the openings of the inner side walls 3cL and 3cR of the motor casing bodies 3aL and 3aR to the speed reducers 2L and 2R, respectively. A seal member 13 is provided between the openings of the motor casing bodies 3aL and 3aR and the motor shaft 12a.

  The motor shaft 12a is rotatably supported by the rolling bearings 14a and 14b on the inner side walls 3cL and 3cR and the outer side walls 3bL and 3bR of the motor casing bodies 3aL and 3aR (FIG. 1).

  As shown in FIG. 1, a speed reducer casing 20 that accommodates two speed reducers 2L and 2R provided in parallel in the left and right is a central casing 20a and left and right side casings 20bL fixed to both side surfaces of the central casing 20a. , 20bR three-piece structure.

  By fixing the side surface of the side casings 20bL and 20bR of the reduction gear casing 20 on the outboard side and the inner side walls 3cL and 3cR of the motor casing bodies 3aL and 3aR of the electric motors 1L and 1R with a plurality of bolts 29, the reduction gears are obtained. Two electric motors 1L and 1R are fixedly arranged on the left and right sides of the casing 20 (FIG. 1).

  As shown in FIG. 1, a partition wall 21 is provided at the center of the center casing 20a. The reduction gear casing 20 is divided into two left and right by the partition wall 21, and independent left and right accommodation chambers for accommodating the two reduction gears 2L and 2R are provided in parallel.

  As shown in FIG. 1, the speed reducers 2L and 2R are provided in a substantially bilaterally symmetric shape, and are transmitted with power from a motor shaft 12a and input shafts 23L and 23R having an input gear 23a, and large diameters meshing with the input gear 23a. Intermediate shafts 24L and 24R having small-diameter gears 24b meshing with the gears 24a and the output gears 25a, and output gears 25a, which are pulled out from the speed reducer casing 20 through the constant velocity joint 15 and the intermediate shaft 16 (FIG. 2). It is a parallel shaft gear reducer provided with output shafts 25L and 25R that transmit driving force to the drive wheels.

  As shown in FIG. 1, both ends of the input shafts 23L and 23R of the speed reducers 2L and 2R are provided with boss portions 27a formed on the left and right sides of the partition wall 21 of the central casing 20a and boss portions 27b formed on the side casings 20bL and 20bR. Are rotatably supported via rolling bearings 28a and 28b.

  The end portions on the outboard side of the input shafts 23L and 23R are drawn outward from the openings provided in the side casings 20bL and 20bR, and a seal is provided between the openings and the outer ends of the input shafts 23L and 23R. A member 31 is provided to prevent leakage of lubricating oil sealed in the speed reducers 2L and 2R and entry of muddy water from the outside.

  The input shafts 23L and 23R have a hollow structure, and the motor shaft 12a is inserted into the hollow input shafts 23L and 23R. The input shafts 23L, 23R and the motor shaft 12a are coupled to each other by spline (including the serrations).

  The intermediate shafts 24L and 24R are stepped gears having a large-diameter gear 24a meshing with the input gear 23a and a small-diameter gear 24b meshing with the output gear 25a on the outer peripheral surface. Both ends of the intermediate shafts 24L and 24R are supported by rolling bosses 34a and 34b on boss portions 32 formed on both surfaces of the partition wall 21 of the central casing 20a and boss portions 33 formed on the side casings 20bL and 20bR. Yes. In FIG. 1, the rolling bearing 34a and the boss portion 32 of the intermediate shaft 24L are hidden behind the rear side and cannot be seen.

  The output shafts 25L and 25R have large-diameter output gears 25a, and rolling bearings 37a and 37b are formed on boss portions 35 formed on both surfaces of the partition wall 21 of the central casing 20a and boss portions 36 formed on the side casings 20bL and 20bR. Is supported by. In FIG. 1, the rolling bearing 37a and the boss portion 35 of the output shaft 25R are hidden behind the rear side and cannot be seen.

  Outboard side ends of the output shafts 25L and 25R are drawn out of the reduction gear casing 20 through openings formed in the side casings 20bL and 20bR, and are pulled out to the outboard side ends of the output shafts 25L and 25R. The outer ring member 15a of the constant velocity joint 15 is spline-coupled to the outer peripheral surface.

  The constant velocity joint 15 coupled to the output shafts 25L and 25R is connected to the drive wheels via the intermediate shaft 16 (FIG. 2).

  An oil seal 39 is provided between the end of the output shaft 25L, 25R on the outboard side and the opening formed in the side casings 20bL, 20bR, and leakage of the lubricating oil sealed in the speed reducers 2L, 2R and the outside Intrusion of muddy water from

  In the two-motor vehicle drive device A of the embodiment shown in FIG. 1 and FIG. 3, the shaft centers c1 of the input shafts 23L and 23R of the two left and right speed reducers 2L and 2R are coaxially arranged.

  However, the shaft centers c2 of the intermediate shafts 24L and 24R of the two left and right speed reducers 2L and 2R and the shaft centers c3 of the output shafts 25L and 25R of the two left and right speed reducers 2L and 2R are both reduced. In order to reduce the overall axial dimensions of the machines 2L and 2R, they are not positioned on the same axis but arranged as follows.

  First, as shown in FIG. 3, the shaft centers c2 of the intermediate shafts 24L and 24R of the two left and right speed reducers 2L and 2R are shifted symmetrically with respect to a plane perpendicular to the ground including the wheel rotation axis. Has been placed. Further, as shown in FIG. 1, the rolling bearing 34a for supporting the inboard side ends of the intermediate shafts 24L and 24R of the two left and right speed reducers 2L and 2R, which are displaced from each other symmetrically in the longitudinal direction, Are arranged at positions overlapping each other.

  Further, as shown in FIG. 3, the shaft centers c3 of the output shafts 25L and 25R of the two left and right speed reducers 2L and 2R are shifted symmetrically with respect to a plane perpendicular to the ground including the rotating shaft of the wheel. Has been placed. As shown in FIG. 1, the rolling bearing 37a that supports the inboard side ends of the output shafts 25L and 25R of the two left and right speed reducers 2L and 2R that are displaced from each other symmetrically in the longitudinal direction Are arranged at positions overlapping each other.

  As described above, in the two-motor vehicle drive device A of the embodiment shown in FIGS. 1 and 3, the shafts c3 of the output shafts 25L and 25R of the two left and right speed reducers 2L and 2R include the rotation shaft of the wheel. Arranged at positions shifted symmetrically with respect to a plane perpendicular to the ground, and the inboard side ends of the output shafts 25L, 25R of the two left and right speed reducers 2L, 2R at the shifted positions are arranged in the radial direction. By arranging at the overlapping positions, the overall axial dimensions of the left and right output shafts 25L and 25R can be shortened by the amount of overlap.

  In the two-motor vehicle drive device A, the drive transmission system that drives and connects the electric motors 1L and 1R, the output shafts 25L and 25R to which the drive shafts are connected, and the electric motors 1L and 1R and the output shafts 25L and 25R has left and right driving. Each of the rings is independent of each other.

  In the two-motor vehicle drive device A according to the present invention, the electric motors 1L and 1R, the drive transmission system, and the output shafts 25L and 25R are arranged in parallel, and the shafts are supported by bearings and output to the drive shaft. The output shafts 25L and 25R, which are shafts, are parallel but not coaxial. Among the rolling bearings 37a and 37b that support the output shafts 25L and 25R, the rolling bearing 37b on the inboard side is on the ground including the rotating shaft of the wheel. It is positioned so as to overlap in the radial direction at a position displaced symmetrically with respect to a perpendicular surface.

  In a conventional vehicle drive device having a differential (whether for an electric vehicle or an internal combustion engine vehicle), a structure is employed in which a drive force from one drive source is input to the differential and then output to the left and right output shafts. In addition, the left and right output shafts (final shafts) need to be coaxial (both in the case of an open differential and a differential limiting device (LSD)). In the two-motor vehicle drive device A according to the present invention, Therefore, the left and right output shafts 25L and 25R do not need to be coaxial.

  In the two-motor vehicle drive device A according to the present invention, the rolling bearings 37a that support the end portions on the inboard side of the output shafts 25L and 25R are overlapped with each other in the radial direction, so that the axial direction of the output shafts 25L and 25R is increased. The shortening is intended to make the intermediate shaft 16 of the drive shaft longer. If the service angle of the constant velocity joint 15 is reduced by lengthening the intermediate shaft 16 of the drive shaft, the use conditions are relaxed, and the life of the rolling portion of the constant velocity joint 15 is extended. Conversely, if the constant velocity joint 15 can be reduced in size within the range that satisfies the required life, the weight will be reduced. As an electric vehicle, the cruising range will be extended, and pure motor performance will not be improved by driving force control. It is expected that the performance will be improved by improving the motor performance, the drive shaft will be lighter, the moment of inertia will be smaller, and the response will be improved.

  In the two-motor vehicle drive device A according to the present invention, the output shafts 25L and 25R which are the final shafts among the parallel shafts of the drive transmission system are arranged so as not to be coaxial. The input shafts 23L and 23R and the left and right intermediate shafts 24L and 24R may be arranged coaxially or may be arranged not coaxially like the output shafts 25L and 25R.

  In the embodiment shown in FIGS. 1 and 3, the left and right input shafts 23L and 23R are coaxially arranged, and the left and right intermediate shafts 24L and 24R are not coaxially arranged like the output shafts 25L and 25R.

  In the embodiment shown in FIG. 4, the left and right input shafts 23L and 23R and the left and right intermediate shafts 24L and 24R are coaxially arranged, and only the output shafts 25L and 25R are not coaxially arranged.

  In the embodiment shown in FIG. 5, the left and right intermediate shafts 24L and 24R are coaxially arranged, and the left and right input shafts 23L and 23R and the output shafts 25L and 25R are not coaxially arranged.

  In the embodiment shown in FIG. 6, the left and right input shafts 23L and 23R, the left and right intermediate shafts 24L and 24R, and the output shafts 25L and 25R are all arranged non-coaxially.

  In this way, not only the output shafts 25L and 25R (final shaft) but also the other left and right shafts of the drive transmission system and the shafts of the left and right drive motors are partially or completely parallel to each other but not coaxial. It may be in a state.

  In the two-motor vehicle drive device A according to the present invention, the output shafts 25L and 25R are displaced in the front-rear direction in the horizontal direction with respect to the vehicle. In contrast, the rotational axis of the wheel is positioned between the two output shafts 25L and 25R. In other words, the right and left constant velocity joints 15 are arranged in the center where the plane perpendicular to the ground including the rotation axis of the wheel passes between the two output shafts 25L and 25R and the left and right drive shafts have the same angle. Is necessary to make the common angle of the same. On the other hand, if the shift between the output shafts 25L and 25R is the vertical direction of the vehicle, the working angles of the left and right constant velocity joints 15 are different when traveling on an uneven road, which is not desirable. Specifically, when the output shaft 25L is shifted upward and the output shaft 25R is shifted downward, if the wheel moves upward with respect to the vehicle body due to the convexity of the road, the angle of the drive shaft on the output shaft 25L side decreases, The angle of the drive shaft on the shaft 25R side becomes large. Thereby, the arrangement direction of the gear train of the drive transmission system can be any of the front-rear direction, the vertical direction, and the diagonal direction in the case of the conventional example in which the output shaft is coaxial. As shown in FIG. 6, it is arranged mainly in the front-rear direction.

  Furthermore, in the present invention, the upper speed reduction unit and the electric motors 1L and 1R are symmetrical with respect to a plane perpendicular to the ground including the rotation axis of the wheel, or one or more axes whose axes are located on the plane in both the left and right sides. In some ways, the drive unit is mounted on the vehicle instead of sleeping. When used in a vehicle where the bonnet is shortened and the interior space is desired to be widened, the front-rear length is advantageously shortened compared to laying down.

  In the two-motor vehicle drive device A according to the present invention, the output shafts 25L and 25R are displaced in the front-rear direction in the horizontal direction with respect to the vehicle. Since the two right and left speed reducers 2L and 2R are in a target shape, the side casing is fixed to the left and right of the central casing 20a among the speed reducer casings 20 of the three-piece structure speed reducers 2L and 2R. 20bL and 20bR can have the same shape.

  By making the side casings 20bL and 20bR have a common shape, mold costs and manufacturing costs can be reduced.

  Also, if all the axes of the drive transmission system are symmetrical with respect to the plane perpendicular to the ground including the wheel rotation axis, or if both the left and right axes are located on the plane, the center of gravity of the drive unit will be near the center in the front-rear direction, It's easy to do.

  3 to 6, the embodiment shown in FIGS. 3, 5, and 6 has a center of gravity in the vicinity of the center in the front-rear direction and is easy to stand upright. The embodiment shown in FIG. The motor shafts of 23L and 23R and the electric motors 1L and 1R are at positions shifted from the intermediate positions of the output shafts 25L and 25R.

  The speed reducers 2L and 2R constituting the drive transmission system of the two-motor vehicle drive device A according to the present invention are speed reducers that decelerate the rotation of the electric motors 1L and 1R and transmit them to the output shafts 25L and 25R. Therefore, the input gear 23a of the input shafts 23L and 23R, the large-diameter gear 24a of the intermediate shafts 24L and 24R, the small-diameter gear 24b, and the output gear 25a of the output shafts 25L and 25R are all in terms of quietness and the like. It is desirable to use a helical gear. However, when silence is not required, the use of a spur gear that is easy to process is not denied.

  The two-motor vehicle drive device A according to the present invention is used for a wheel that is not a steering wheel, generally a rear wheel.

  When the two-motor vehicle drive device A according to the present invention is applied to a steered wheel, generally the front wheel, the bend of the constant velocity joint 15 on the outboard side may be increased when the wheel is not in a straight traveling state during turning or the like. . Specifically, when the output shaft 25L is shifted forward and the output shaft 25R is shifted backward, the angle of the constant velocity joint 15 is larger in the right turn than in the left turn. There is no problem as long as it is within the maximum operating angle, but it is desirable to apply it to a wheel without steering.

  The present invention is not limited to the above-described embodiments, and can of course be implemented in various forms without departing from the gist of the present invention. The scope of the present invention is claimed. The equivalent meanings recited in the claims, and all modifications within the scope.

1L, 1R: Electric motor 2L, 2R: Reducer 3L, 3R: Motor casing 3aL, 3aR: Motor casing body 3bL, 3bR: Outer wall 3cL, 3cR: Inner wall 11: Stator 12: Rotor 12a: Motor shaft 13: Seal Members 14a, 14b: Rolling bearing 15: Constant velocity joint 15a: Outer ring member 16: Intermediate shaft 20: Reduction gear casing 20a: Central casing 20bL, 20bR: Side casing 21: Partition walls 23L, 23R: Input shaft 23a: Input gear 24L 24R: Intermediate shaft 24a: Large diameter gear 24b: Small diameter gear 25L, 25R: Output shaft 25a: Output gears 27a, 27b: Boss portions 28a, 28b: Rolling bearings 29: Bolts 31: Seal members 32, 33: Boss portions 34a 34b: Rolling bearings 35, 36: Boss 37a, 37b: a rolling bearing 39: oil seal 41: Chassis 42: front wheel 43: rear wheel 44: Inverter 45: power line A: 2 Motor vehicle drive system B: electric vehicle c1: axis c2: the axis c3: axis

Claims (5)

  Two electric motors for independently driving the left and right drive wheels, and two reduction gears for individually decelerating the power of the two electric motors and transmitting them to the left and right drive wheels, An input shaft having an input gear to which power is transmitted from the motor shaft, an output shaft having an output gear for transmitting driving force to the drive wheels via the drive shaft, and an intermediate provided between the input shaft and the output shaft A two-motor vehicle comprising one or more intermediate shafts having gears and having a reduction gear casing that accommodates the two reduction gears in parallel on the left and right sides and a motor casing of two electric motors fixedly arranged on the left and right sides of the reduction gear casing. In the driving apparatus, the left and right output shafts are arranged in parallel positions where their axial centers are deviated from the same axis, and the inboard side is disposed at a position where they overlap each other in the radial direction. apparatus.   2. The input shafts of the left and right speed reducers are arranged in parallel positions where their axis centers deviate from the same axis, and the inboard side is arranged at a position where they overlap each other in the radial direction. 2 motor vehicle drive.   3. An intermediate shaft of the left and right speed reducers is disposed at a parallel position in which mutual axis centers deviate from the same axis, and the inboard side is disposed at a position overlapping in a radial direction. 2 motor vehicle drive device.   2. The left and right output shafts are in parallel positions whose axial centers are symmetrically shifted from front to back in the horizontal direction from the same axis, and a right-angle plane including the rotation axis of the wheel is located between the left and right output shafts. The two-motor vehicle drive device according to any one of?   The reduction gear casing has a three-piece structure including a central casing and left and right side casings fixed to both side surfaces of the central casing, and the left and right side casings have a common shape. 2 motor vehicle drive device.

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