JP2017200442A - Electric vehicle drive device - Google Patents

Abstract

PROBLEM TO BE SOLVED: To provide an electric vehicle driving device capable of reducing noise which is generated in output of a rotation angle detector, while comprising a transmission mechanism.SOLUTION: An electric vehicle driving device comprises a case including a partition wall, a first motor, a first rotation angle detector, a first signal line, a second motor, a second rotation angle detector, a second signal line and a transmission mechanism. The first motor includes a first detected member that is rotated together with a first rotor core. The first rotation angle detector is connected to the partition wall and faces the first detected member. The second motor includes a second detected member which is rotated together with a second rotor core. The second rotation angle detector is connected to the partition wall and faces the second detected member. The transmission mechanism is capable of switching a speed reduction ratio. In an axial view, a first straight line passing the base of the first signal line at the side of the first rotation angle detector and a rotary shaft overlaps a second straight line passing the base of the second signal line at the side of the second rotation angle detector and the rotary shaft.SELECTED DRAWING: Figure 10

Description

  The present invention relates to an electric vehicle drive device.

  An electric vehicle such as an electric vehicle is equipped with a drive device that is driven by battery power. Among such driving devices, the driving device that directly drives the wheel is called an in-wheel motor. In-wheel motor drive systems include a gear reduction system with a speed reduction mechanism and a direct drive system without a speed reduction mechanism. In the in-wheel motor of the gear reduction type, it is easy to output a torque necessary for starting an electric vehicle or climbing a hill (when climbing a hill), but friction loss occurs in the speed reduction mechanism. On the other hand, in a direct drive type in-wheel motor, friction loss is prevented, but output torque is relatively small. For this reason, for example, Patent Document 1 describes an in-wheel motor including a speed change mechanism.

JP 2013-044424 A

  The in-wheel motor described in Patent Document 1 includes two motors and two planetary gear mechanisms. For this reason, since the structure tends to be complicated and large, the arrangement of signal lines of the rotation angle detector that detects the rotation angle of the motor tends to be complicated. Thereby, there is a possibility that the noise generated in the output of the rotation angle detector increases. Therefore, there is a demand for an electric vehicle drive device that can reduce noise generated in the output of the rotation angle detector while having a speed change mechanism.

  The present invention has been made in view of the above, and an object of the present invention is to provide an electric vehicle drive device that can reduce noise generated in the output of a rotation angle detector while having a speed change mechanism.

  In order to achieve the above object, an electric vehicle driving apparatus according to the present invention includes a cylindrical case having a partition on the inside, a first rotor core that can rotate around a rotation shaft, and a first object that rotates together with the first rotor core. A first motor having a detection member; a first rotation angle detector coupled to the partition wall and facing the first detected member; and a first signal line connected to the first rotation angle detector. And a second rotor core that can rotate around the rotation shaft and a second detected member that rotates together with the second rotor core, and is disposed on the opposite side of the first motor with the partition wall in between. A motor, a second rotation angle detector coupled to the partition wall and facing the second detected member, a second signal line connected to the second rotation angle detector, the first motor, and Connected to the second motor And a speed change mechanism capable of switching a reduction ratio, and when viewed from the direction along the rotation axis, the base on the first rotation angle detector side of the first signal line and the rotation axis The first straight line that passes through overlaps the second straight line that passes through the rotation axis and the root of the second signal line on the second rotation angle detector side.

  As a result, the first rotation angle detector is fixed to one side of the partition wall and the second rotation angle detector is fixed to the other side of the partition wall, so that the first rotation angle detector to the second rotation angle detector The distance tends to be small. In addition, since the first signal line and the second signal line are taken out in the same direction, the lengths of the first signal line and the second signal line are likely to be shortened. For this reason, noise generated in the output of the first signal line and the second signal line is reduced. Therefore, the electric vehicle drive device can reduce noise generated in the output of the rotation angle detector while including the speed change mechanism.

  As a desirable mode of the present invention, it is preferable that the position of the second rotation angle detector is shifted from the position of the first rotation angle detector in the circumferential direction of the first motor.

  Thus, even when the first rotation angle detector and the second rotation angle detector are the same device, the position of the fastening member that fixes the second rotation angle detector to the partition wall is determined so that the first rotation angle detector serves as the partition wall. It shifts with respect to the position of the fastening member to be fixed. For this reason, it is easy to fix the first rotation angle detector and the second rotation angle detector to the partition wall. In addition, since the same device can be used for the first rotation angle detector and the second rotation angle detector, the cost during mass production is reduced.

  As a preferred aspect of the present invention, the speed change mechanism includes a sun gear shaft coupled to the first motor, a first sun gear rotating with the sun gear shaft, a first pinion gear meshing with the first sun gear, and the first gear. A first carrier that holds the first pinion gear so that the pinion gear can rotate and the first pinion gear can revolve around the first sun gear, and a clutch device that can regulate the rotation of the first carrier The clutch device includes an inner ring connected to the first carrier, an outer ring connected to the partition, and a plurality of protrusions protruding from the outer ring in the radial direction of the first motor and facing the partition. A plurality of flanges, the plurality of flanges being arranged unevenly in a part of the circumferential direction of the first motor, and the first rotation angle detector and the second At least one of the rolling angle detector, which is preferably disposed between the flange portion of the flange portion and the other end of the circumferential end.

  Thereby, an outer ring | wheel is fixed to a partition with a some collar part. Furthermore, as compared with the case where the flanges are arranged at equal intervals over the entire circumference in the circumferential direction, the position of at least one of the first rotation angle detector and the second rotation angle detector is radially inward. Prone. As a result, at least one of the first rotation angle detector and the second rotation angle detector is reduced in size. For this reason, an electric vehicle drive device is reduced in weight.

  The present invention can provide an electric vehicle drive device that can reduce noise generated in the output of a rotation angle detector while having a speed change mechanism.

FIG. 1 is a schematic diagram showing the configuration of the electric vehicle drive device of the present embodiment. FIG. 2 is a schematic diagram illustrating a route through which torque is transmitted when the electric vehicle drive device according to the present embodiment is in the first speed change state. FIG. 3 is a schematic diagram illustrating a route through which torque is transmitted when the electric vehicle drive device according to the present embodiment is in the second speed change state. FIG. 4 is a front view of the electric vehicle drive device according to the present embodiment. 5 is a cross-sectional view taken along line AA in FIG. FIG. 6 is an enlarged cross-sectional view of the first rotor holding member in FIG. FIG. 7 is an enlarged cross-sectional view of the second rotor support member in FIG. FIG. 8 is a perspective view of the partition wall, the clutch device, and the first rotation angle detector as viewed from the first motor side. FIG. 9 is a perspective view of the partition wall, the clutch device, and the second rotation angle detector as viewed from the second motor side. FIG. 10 is a perspective view of the clutch device and the first rotation angle detector as viewed from the first motor side. FIG. 11 is a perspective view of the clutch device and the second rotation angle detector as viewed from the second motor side. FIG. 12 is a perspective view of the clutch device viewed from the first motor side. FIG. 13 is a perspective view of the clutch device viewed from the second motor side. FIG. 14 is a schematic diagram illustrating an example of the position of the second signal line with respect to the position of the first signal line. FIG. 15 is a perspective view of a first rotor holding member according to a modification as viewed from one side. FIG. 16 is a perspective view of the first rotor holding member according to the modification as viewed from the other side.

  DESCRIPTION OF EMBODIMENTS Embodiments (embodiments) for carrying out the present invention will be described in detail with reference to the drawings. The present invention is not limited to the description of the following embodiments. The constituent elements described below include those that can be easily assumed by those skilled in the art and those that are substantially the same. Furthermore, the constituent elements described below can be omitted, replaced, or changed without departing from the gist of the invention.

  FIG. 1 is a schematic diagram showing the configuration of the electric vehicle drive device of the present embodiment. The electric vehicle drive device 10 includes a case G, a first motor 11, a second motor 12, a speed change mechanism 13, a speed reduction mechanism 40, a wheel bearing 50, a wheel input / output shaft 16, the control device 1, Is provided. The case G supports the first motor 11, the second motor 12, the speed change mechanism 13, and the speed reduction mechanism 40.

  The first motor 11 can output the first torque TA. The second motor 12 can output the second torque TB. The speed change mechanism 13 is connected to the first motor 11. Thus, when the first motor 11 is operated, the first torque TA is transmitted (input) from the first motor 11 to the speed change mechanism 13. The transmission mechanism 13 is connected to the second motor 12. Thus, when the second motor 12 is operated, the second torque TB is transmitted (input) from the second motor 12 to the speed change mechanism 13. The operation of the motor here means that electric power is supplied to the first motor 11 or the second motor 12 and the input / output shaft of the first motor 11 or the second motor 12 rotates.

  The speed change mechanism 13 is connected to the first motor 11, the second motor 12, and the wheel input / output shaft 16, and can change the reduction ratio (ratio of the input angular speed to the output angular speed to the speed change mechanism 13). The speed change mechanism 13 includes a sun gear shaft 14, a first planetary gear mechanism 20, a second planetary gear mechanism 30, and a clutch device 60.

  The sun gear shaft 14 is connected to the first motor 11. When the first motor 11 is operated, the sun gear shaft 14 rotates around the rotation axis R.

  The first planetary gear mechanism 20 is, for example, a single pinion type planetary gear mechanism. The first planetary gear mechanism 20 includes a first sun gear 21, a first pinion gear 22, a first carrier 23, and a first ring gear 24.

  The first sun gear 21 is connected to the sun gear shaft 14. The first sun gear 21 can rotate (spin) around the rotation axis R together with the sun gear shaft 14. When the first motor 11 is operated, the first torque TA is transmitted from the first motor 11 to the first sun gear 21. Accordingly, when the first motor 11 is operated, the first sun gear 21 rotates (rotates) around the rotation axis R. The first pinion gear 22 meshes with the first sun gear 21.

  The first carrier 23 is supported by the sun gear shaft 14. The first carrier 23 supports the first pinion gear 22 so that the first pinion gear 22 can rotate (rotate) about the first pinion rotation axis Rp1. The first pinion rotation axis Rp1 is parallel to the rotation axis R, for example. The first carrier 23 supports the first pinion gear 22 so that the first pinion gear 22 can revolve around the rotation axis R.

  The first ring gear 24 meshes with the first pinion gear 22. The first ring gear 24 can rotate (spin) about the rotation axis R. The first ring gear 24 is connected to the second motor 12. When the second motor 12 is operated, the second torque TB is transmitted from the second motor 12 to the first ring gear 24. Accordingly, when the second motor 12 is operated, the first ring gear 24 rotates (rotates) around the rotation axis R.

  The clutch device 60 is, for example, a one-way clutch device, and transmits only torque in the first direction, and does not transmit torque in the second direction that is opposite to the first direction. The clutch device 60 is disposed between the case G and the first carrier 23. The clutch device 60 can regulate the rotation of the first carrier 23. Specifically, the clutch device 60 can switch between a state of restricting (braking) the rotation of the first carrier 23 around the rotation axis R and a state of allowing the rotation. That is, the clutch device 60 can make the first carrier 23 rotatable with respect to the case G, and can make the first carrier 23 non-rotatable with respect to the case G. In the following description, the state where the clutch device 60 restricts (brakes) rotation is referred to as a braking state, and a state where the rotation is allowed is referred to as a non-braking state.

  The second planetary gear mechanism 30 is, for example, a double pinion planetary gear mechanism. The second planetary gear mechanism 30 includes a second sun gear 31, a second pinion gear 32a, a third pinion gear 32b, a second carrier 33, and a second ring gear 34.

  The second sun gear 31 is connected to the sun gear shaft 14. When the first motor 11 is operated, the first torque TA is transmitted from the first motor 11 to the second sun gear 31. The second sun gear 31 can rotate (spin) around the rotation axis R together with the sun gear shaft 14 and the first sun gear 21. The second pinion gear 32 a meshes with the second sun gear 31. The third pinion gear 32b meshes with the second pinion gear 32a.

  The second carrier 33 is supported by the sun gear shaft 14. The second carrier 33 supports the second pinion gear 32a so that the second pinion gear 32a can rotate (rotate) about the second pinion rotation axis Rp2. The second carrier 33 also supports the third pinion gear 32b so that the third pinion gear 32b can rotate (rotate) about the third pinion rotation axis Rp3. The second pinion rotation axis Rp2 and the third pinion rotation axis Rp3 are parallel to the rotation axis R, for example. The second carrier 33 supports the second pinion gear 32a and the third pinion gear 32b so that the second pinion gear 32a and the third pinion gear 32b can revolve around the rotation axis R. The second carrier 33 is connected to the first ring gear 24. Thus, the second carrier 33 rotates (spins) about the rotation axis R when the first ring gear 24 rotates (spins).

  The second ring gear 34 meshes with the third pinion gear 32b. The second ring gear 34 can rotate (rotate) about the rotation axis R. The second ring gear 34 is coupled to the transmission mechanism input / output shaft 15 of the transmission mechanism 13. Thus, when the second ring gear 34 rotates (spins), the transmission mechanism input / output shaft 15 rotates.

  Deceleration mechanism 40 is arranged between transmission mechanism 13 and wheel H of the electric vehicle. The speed reduction mechanism 40 decelerates the angular velocity of the speed change mechanism input / output shaft 15 and outputs it to the wheel input / output shaft 16. The wheel input / output shaft 16 is connected to the wheel H of the electric vehicle, and transmits power between the speed reduction mechanism 40 and the wheel H. Torque generated at least one of the first motor 11 and the second motor 12 is transmitted to the wheel H via the speed change mechanism 13 and the speed reduction mechanism 40. On the other hand, the torque generated by the wheel H while the electric vehicle is traveling downhill or the like is transmitted to at least one of the first motor 11 and the second motor 12 via the speed reduction mechanism 40 and the speed change mechanism 13. In this case, at least one of the first motor 11 and the second motor 12 operates as a generator. The rotational resistance during power generation acts as a braking force on the electric vehicle as a regenerative brake. The speed reduction mechanism 40 includes a third sun gear 41, a fourth pinion gear 42, a third carrier 43, and a third ring gear 44.

  The third sun gear 41 is connected to the speed change mechanism input / output shaft 15. That is, the third sun gear 41 is connected to the second ring gear 34 via the transmission mechanism input / output shaft 15. The fourth pinion gear 42 meshes with the third sun gear 41. The third carrier 43 rotates the fourth pinion gear 42 so that the fourth pinion gear 42 can rotate about the fourth pinion rotation axis Rp4, and the fourth pinion gear 42 can revolve about the third sun gear 41. To support. The third ring gear 44 meshes with the fourth pinion gear 42 and is fixed to the case G. The third carrier 43 is connected to the wheel H via the wheel input / output shaft 16. The third carrier 43 is rotatably supported by the wheel bearing 50.

  The speed reduction mechanism 40 drives the wheel H by rotating the wheel input / output shaft 16 at a speed slower than the angular speed of the speed change mechanism input / output shaft 15. For this reason, even when the maximum torque of the first motor 11 and the second motor 12 is small, the electric vehicle drive device 10 can transmit the necessary torque to the wheel H when starting or climbing (when climbing a hill). . As a result, the current for operating the first motor 11 and the second motor 12 can be small, and the first motor 11 and the second motor 12 can be reduced in size and weight. As a result, the manufacturing cost reduction and weight reduction of the electric vehicle drive device 10 are realized.

  The control device 1 controls the operation of the electric vehicle drive device 10. Specifically, the control device 1 controls the angular speed, rotation direction, and output of the first motor 11 and the second motor 12. The control device 1 is, for example, a microcomputer.

  FIG. 2 is an explanatory diagram illustrating a route through which torque is transmitted when the electric vehicle drive device according to the present embodiment is in the first speed change state. The electric vehicle drive device 10 can realize two shift states, a first shift state and a second shift state.

  The first speed change state is a so-called low gear state, and the reduction ratio can be increased. That is, in the first speed change state, the torque transmitted to the speed change mechanism input / output shaft 15 increases. The first speed change state is mainly used when the electric vehicle requires a large driving force during traveling. The case where a large driving force is required is, for example, when starting a slope or climbing (when climbing a slope). In the first speed change state, the magnitudes of torque generated by the first motor 11 and the second motor 12 are equal, and the directions of torque are opposite. Torque generated by the first motor 11 is input to the first sun gear 21. Torque generated by the second motor 12 is input to the first ring gear 24. In the first speed change state, the clutch device 60 is in a braking state. That is, in the first speed change state, the first pinion gear 22 can rotate but cannot revolve.

  In the first speed change state, the torque output by the first motor 11 is defined as a first torque T1, and the torque output by the second motor 12 is defined as a second torque T5. The first torque T1 output from the first motor 11 is input to the first sun gear 21 via the sun gear shaft 14. The first torque T1 is combined with the circulating torque T3 by the first sun gear 21 to become the combined torque T2. The combined torque T2 is output from the first sun gear 21. The circulating torque T3 is a torque transmitted from the first ring gear 24 to the first sun gear 21.

  The first sun gear 21 and the second sun gear 31 are connected by the sun gear shaft 14. Therefore, in the first speed change state, the combined torque T2 output from the first sun gear 21 is transmitted to the second sun gear 31 via the sun gear shaft 14. The combined torque T2 is amplified by the second planetary gear mechanism 30. The combined torque T2 is distributed by the second planetary gear mechanism 30 to the first distribution torque T6 and the second distribution torque T4. The first distribution torque T6 is a torque obtained by distributing and amplifying the combined torque T2 to the second ring gear 34, and is output from the transmission mechanism input / output shaft 15. The second distribution torque T4 is a torque obtained by distributing and amplifying the combined torque T2 to the second carrier 33.

  The first distribution torque T6 is output from the speed change mechanism input / output shaft 15 to the speed reduction mechanism 40. Then, the first distribution torque T6 is amplified by the speed reduction mechanism 40 and output to the wheel H via the wheel input / output shaft 16 shown in FIG. As a result, the electric vehicle travels.

  The second carrier 33 and the first ring gear 24 rotate together. The second distribution torque T4 distributed to the second carrier 33 is combined with the second torque T5 of the second motor 12 by the first ring gear 24. The direction of the second torque T5 (the torque of the second motor 12) is opposite to the direction of the torque of the first motor 11.

  The first planetary gear mechanism 20 reduces the magnitude of the combined torque of the second torque T5 and the second distributed torque T4 returned to the first ring gear 24, and the combined torque of the second torque T5 and the second distributed torque T4. The direction of is reversed. The combined torque of the second torque T5 and the second distribution torque T4 becomes the circulating torque T3 in the first sun gear 21. In this manner, torque circulation occurs between the first planetary gear mechanism 20 and the second planetary gear mechanism 30, so that the speed change mechanism 13 can increase the reduction ratio. That is, the electric vehicle drive device 10 can generate a large torque when in the first speed change state.

  FIG. 3 is a schematic diagram illustrating a route through which torque is transmitted when the electric vehicle drive device according to the present embodiment is in the second speed change state. The second speed change state is a so-called high gear state, and the reduction ratio can be reduced. That is, the torque transmitted to the transmission mechanism input / output shaft 15 is reduced, but the friction loss of the transmission mechanism 13 is reduced. In the second speed change state, the magnitude and direction of torque generated by the first motor 11 and the second motor 12 are equal. In the second speed change state, the torque output by the first motor 11 is defined as a first torque T7, and the torque output by the second motor 12 is defined as a second torque T8. The combined torque T9 shown in FIG. 3 is a torque that is output from the speed change mechanism input / output shaft 15 and transmitted to the speed reduction mechanism 40.

  In the second speed change state, the torque of the first motor 11 is input to the first sun gear 21, and the torque of the second motor 12 is input to the first ring gear 24. In the second speed change state, the clutch device 60 is in a non-braking state. That is, in the second speed change state, the first pinion gear 22 can rotate and revolve. Thereby, in the second speed change state, the circulation of torque between the first planetary gear mechanism 20 and the second planetary gear mechanism 30 is interrupted. Further, since the first carrier 23 can revolve in the second speed change state, the first sun gear 21 and the first ring gear 24 can rotate relatively freely.

  In the second speed change state, the ratio of the second torque T8 to the first torque T7 is determined by the ratio of the number of teeth of the second ring gear 34 to the number of teeth of the second sun gear 31. The first torque T7 merges with the second torque T8 in the second carrier 33. As a result, the combined torque T9 is transmitted to the second ring gear 34.

  The angular speed of the transmission mechanism input / output shaft 15 is determined by the angular speed of the second sun gear 31 driven by the first motor 11 and the angular speed of the second carrier 33 driven by the second motor 12. Therefore, even if the angular velocity of the transmission mechanism input / output shaft 15 is constant, the combination of the angular velocity of the first motor 11 and the angular velocity of the second motor 12 can be changed.

  Thus, the combination of the angular velocity of the transmission mechanism input / output shaft 15, the angular velocity of the first motor 11, and the angular velocity of the second motor 12 is not uniquely determined. For this reason, when the control device 1 continuously and smoothly controls the angular velocity of the first motor 11 and the angular velocity of the second motor 12, the state of the transmission mechanism 13 changes between the first shift state and the second shift state. Even in this case, the so-called shift shock is reduced.

  When the angular velocity of the second sun gear 31 is constant, the angular velocity of the second ring gear 34 decreases as the angular velocity of the second carrier 33 increases. Further, the angular velocity of the second ring gear 34 increases as the angular velocity of the second carrier 33 decreases. For this reason, the angular velocity of the second ring gear 34 continuously changes according to the angular velocity of the second sun gear 31 and the angular velocity of the second carrier 33. Therefore, the electric vehicle drive device 10 can continuously change the reduction ratio by changing the angular velocity of the second torque T8 output from the second motor 12.

  Further, when the electric vehicle drive device 10 tries to make the angular velocity of the second ring gear 34 constant, the angular velocity of the first torque T7 output by the first motor 11 and the second torque output by the second motor 12 are set. There are a plurality of combinations with the angular velocity of T8. That is, for example, even if the angular velocity of the first torque T7 output from the first motor 11 changes, the angular velocity of the second ring gear 34 becomes constant by changing the angular velocity of the second torque T8 output from the second motor 12. Maintained. For this reason, the electric vehicle drive device 10 can reduce the amount of change in the angular velocity of the second ring gear 34 when switching from the first shift state to the second shift state. As a result, the electric vehicle drive device 10 can reduce the shift shock.

  FIG. 4 is a front view of the electric vehicle drive device according to the present embodiment. 5 is a cross-sectional view taken along line AA in FIG. In the following description, overlapping description of the above-described components is omitted, and the same reference numerals are used in the drawings. The axial direction of the first motor 11 (the direction along the rotation axis R) is simply referred to as the axial direction. The radial direction of the first motor 11 (the direction orthogonal to the rotation axis R) is simply referred to as the radial direction. The circumferential direction of the first motor 11 (the tangential direction of the circle around the rotation axis R) is simply referred to as the circumferential direction.

  As illustrated in FIG. 5, the case G includes a case G1, a case G2, and a case G3. The case G1 is a cylindrical member and includes an annular partition wall G11 protruding from the inner wall. The partition wall G11 separates the first motor 11 and the second motor 12. That is, the first motor 11 is disposed on one side of the partition wall G11, and the second motor 12 is disposed on the other side of the partition wall G11. The case G2 is a cylindrical member, and is provided closer to the wheel H than the case G1. Case G1 and case G2 are fastened with a plurality of bolts, for example. Case G3 is provided on the end surface opposite to case G2 of the two end surfaces of case G1, that is, the end surface of the case G1 on the vehicle body side of the electric vehicle. Case G1 and case G3 are fastened with a plurality of bolts, for example. Case G3 closes one opening of case G1.

  As shown in FIG. 5, the first motor 11 includes a first stator core 111, a first coil 112, a first rotor core 113, a first magnet 114, a first detected member 115, and a first rotor holding member. 70. The first stator core 111 is a cylindrical member. The first stator core 111 is fitted into the inner peripheral surface of the case G1. The first coil 112 is provided at a plurality of locations of the first stator core 111. The first coil 112 is wound around the first stator core 111 via an insulator.

  The first rotor core 113 is disposed on the radially inner side. The first rotor core 113 is a cylindrical member. For example, a plurality of first magnets 114 are provided on the outer peripheral surface of the first rotor core 113. The first detected member 115 is used to detect the rotation angle of the first rotor core 113. The first detected member 115 is an annular member, for example, and rotates together with the first rotor core 113.

  FIG. 6 is an enlarged cross-sectional view of the first rotor holding member in FIG. The first rotor holding member 70 is a member that supports the first rotor core 113 so as to be able to rotate about the rotation axis R. As shown in FIG. 5, the first rotor holding member 70 is supported by the case G <b> 3 via the bearing 51 and is connected to the sun gear shaft 14. As shown in FIG. 6, the first rotor holding member 70 includes a first outer member 71, a first inner member 72, a first pin 73, and a first positioning ring 74.

  The first outer member 71 is a member made of the first metal. The first metal is, for example, an aluminum alloy. A convex portion provided on one of the inner peripheral surface of the first rotor core 113 and the outer peripheral surface of the first outer member 71 is fitted into a concave portion provided on the other. That is, the first rotor core 113 and the first outer member 71 are connected by a so-called spigot joint. As shown in FIG. 6, the first outer member 71 includes an outer tube portion 711, an inner tube portion 712, a connecting portion 713, a rib 714, and a flange 715. The outer tube portion 711, the inner tube portion 712, the connecting portion 713, the rib 714, and the flange 715 are integrally formed. The outer tube portion 711 is a cylindrical member and is in contact with the inner peripheral surface of the first rotor core 113. The inner tube portion 712 is a cylindrical member and is in contact with the outer peripheral surface of the first inner member 72. The inner tube portion 712 is provided with a first recess 71a. The 1st recessed part 71a is a cylindrical hollow, for example. The connecting portion 713 connects one end of the outer tube portion 711 and one end of the inner tube portion 712. Specifically, the connecting portion 713 is curved and is closer to the partition wall G11 than the outer tube portion 711 and the inner tube portion 712. The rib 714 is an annular member that protrudes from the connecting portion 713 in the direction along the rotation axis R. The rib 714 is a member for supporting the first detected member 115 shown in FIG. The flange 715 is an annular member that protrudes in the radial direction from the other end of the outer tube portion 711 (the end opposite to the end connected to the connecting portion 713). The flange 715 is used for positioning the first rotor core 113.

  The first inner member 72 is a member formed of the second metal. The second metal is a metal having a specific gravity greater than that of the first metal described above, and is, for example, carbon steel. As shown in FIG. 6, the first inner member 72 includes a small tube portion 721, a large tube portion 722, and a flange 723. The small pipe portion 721, the large pipe portion 722, and the flange 723 are integrally formed. The small pipe portion 721 is a cylindrical member and includes a spline 7211 on the inner peripheral surface. The spline 7211 is fitted into a spline provided at the end of the sun gear shaft 14. The large pipe portion 722 is a cylindrical member and is in contact with the inner peripheral surface of the inner pipe portion 712 of the first outer member 71. The large pipe portion 722 is provided with a first hole 72a. The first hole 72a is a cylindrical through hole having a diameter equal to the diameter of the first recess 71a of the inner tube portion 712, for example, and overlaps the first recess 71a. The flange 723 is an annular member that protrudes in the radial direction from the outer peripheral surface of the large pipe portion 722. The flange 723 is used for positioning the first outer member 71.

  The first pin 73 is a member for facilitating transmission of torque between the first outer member 71 and the first inner member 72. The first pin 73 is arranged at a position straddling the first recess 71a and the first hole 72a. The first pin 73 is, for example, a cylindrical pin having a diameter substantially equal to the diameters of the first recess 71a and the first hole 72a. For example, the first inner member 72 is fixed to the first outer member 71 by press fitting. More specifically, the large pipe portion 722 is fixed to the inner peripheral surface of the inner pipe portion 712 by shrink fitting. As a result, a frictional force is generated between the outer peripheral surface of the large tube portion 722 and the inner peripheral surface of the inner tube portion 712, so that a certain amount of torque is transmitted between the first outer member 71 and the first inner member 72. . However, since the inner tube portion 712 is an aluminum alloy, it is difficult to increase the frictional force generated between the outer peripheral surface of the large tube portion 722 and the inner peripheral surface of the inner tube portion 712. Therefore, after the first inner member 72 is press-fitted into the first outer member 71, the first pin 73 is press-fitted from the first hole 72a toward the first recess 71a. As a result, torque is transmitted between the first outer member 71 and the first inner member 72 via the first pin 73. At this time, a shearing force is generated in the first pin 73. Since the first pin 73 is provided, the first outer member 71 and the first inner member 72 are compared with the case where the first outer member 71 and the first inner member 72 are fixed only by press-fitting. Torque is more easily transmitted between them. Moreover, since the 1st recessed part 71a is located in the radial direction outer side with respect to the 1st hole 72a, it is prevented that the 1st pin 73 falls off with a centrifugal force.

  The first positioning ring 74 is a member for positioning the first rotor core 113. The first rotor core 113 is positioned by being sandwiched between the first positioning ring 74 and the flange 715. The first positioning ring 74 is an annular member made of, for example, an aluminum alloy. For example, the first positioning ring 74 is fitted on the outer peripheral surface of the outer tube portion 711 by press-fitting. The first positioning ring 74 is disposed at a position on the rib 714 side with respect to the first rotor core 113. More specifically, the first positioning ring 74 is disposed at a position overlapping the inner tube portion 712 and the connecting portion 713 in the radial direction. The vicinity of the rib 714 has a relatively high rigidity. The rigidity means, for example, a cross-sectional second moment. For this reason, the outer tube portion 711 is less likely to be deformed by a radial force as the portion is closer to the connecting portion 713. For this reason, it is easy to increase the pressure input when the first positioning ring 74 is press-fitted into the outer tube portion 711 by arranging the first positioning ring 74 at a position closer to the rib 714 than the first rotor core 113. It is.

  As shown in FIG. 5, the second motor 12 includes a second stator core 121, a second coil 122, a second rotor core 123, a second magnet 124, a second detected member 125, and a second rotor holding member. 80. The second stator core 121 is a cylindrical member. The second stator core 121 is fitted into the inner peripheral surface of the case G1. The second coil 122 is provided at a plurality of locations of the second stator core 121. The second coil 122 is wound around the second stator core 121 via an insulator.

  The second rotor core 123 is provided on the radially inner side of the second stator core 121. The second rotor core 123 is a cylindrical member. For example, a plurality of second magnets 124 are provided on the outer peripheral surface of the second rotor core 123. The second detected member 125 is used to detect the rotation angle of the second rotor core 123. The second detected member 125 is an annular member, for example, and rotates together with the second rotor core 123.

  FIG. 7 is an enlarged cross-sectional view of the second rotor support member in FIG. The second rotor holding member 80 is a member that supports the second rotor core 123 so as to be rotatable about the rotation axis R. As shown in FIG. 5, the second rotor holding member 80 is supported by the clutch device 60 via a bearing 52 and is connected to the first ring gear 24. As shown in FIG. 7, the second rotor holding member 80 includes a second outer member 81, a second inner member 82, a second pin 83, and a second positioning ring 84.

  The second outer member 81 is a member made of a third metal. The third metal is, for example, an aluminum alloy. A convex portion provided on one of the inner peripheral surface of the second rotor core 123 and the outer peripheral surface of the second outer member 81 is fitted into a concave portion provided on the other. That is, the second rotor core 123 and the second outer member 81 are connected by a so-called spigot joint. As shown in FIG. 7, the second outer member 81 includes a thick part 811, a thin part 812, a flange 813, and a protrusion 814. The thick part 811, the thin part 812, the flange 813, and the protrusion 814 are integrally formed. The thick portion 811 is a cylindrical member, and is in contact with the inner peripheral surface of the second rotor core 123 and the outer peripheral surface of the second inner member 82. The thick part 811 is provided with a second recess 81a. The 2nd recessed part 81a is a cylindrical hollow, for example. The thin portion 812 is a cylindrical member and is in contact with the inner peripheral surface of the second rotor core 123. The thin portion 812 is disposed on the opposite side of the partition wall G11 with respect to the thick portion 811. The thickness of the thin portion 812 is smaller than the thickness of the thick portion 811. The flange 813 is an annular member that protrudes in the radial direction from the end of the thin portion 812 opposite to the thick portion 811. The flange 813 is used for positioning the second rotor core 123. The protrusion 814 is an annular member that protrudes in the radial direction from the inner peripheral surface of the thick portion 811. The protrusion 814 is in contact with the bearing 52. The protrusion 814 is used for positioning the bearing 52.

  The second inner member 82 is a member made of a fourth metal. The fourth metal is a metal having a specific gravity greater than that of the third metal described above, and is, for example, carbon steel. As shown in FIG. 7, the second inner member 82 includes a fitting portion 821 and a flange 822. The fitting part 821 and the flange 822 are integrally formed. The fitting portion 821 is a cylindrical member and includes a plurality of concave portions 8211 on the inner peripheral surface. The concave portion 8211 is fitted into a convex portion provided on the outer peripheral surface of the first ring gear 24. The fitting portion 821 is provided with a second hole 82a. The second hole 82a is, for example, a cylindrical through hole having a diameter equal to the diameter of the second recessed portion 81a of the thick portion 811 and overlaps the second recessed portion 81a. The flange 822 is an annular member that protrudes in the radial direction from the outer peripheral surface of the fitting portion 821. The flange 822 is in contact with the step between the thick portion 811 and the thin portion 812. The flange 822 is used for positioning the second inner member 82.

  The second pin 83 is a member for facilitating transmission of torque between the second outer member 81 and the second inner member 82. The second pin 83 is disposed at a position straddling the second recess 81a and the second hole 82a. The second pin 83 is, for example, a cylindrical pin having a diameter substantially equal to the diameter of the second recess 81a and the second hole 82a. For example, the second inner member 82 is fixed to the second outer member 81 by press fitting. More specifically, the fitting portion 821 is fixed to the inner peripheral surface of the thick portion 811 by shrink fitting. As a result, a frictional force is generated between the outer peripheral surface of the fitting portion 821 and the inner peripheral surface of the thick portion 811, so that a certain amount of torque is transmitted between the second outer member 81 and the second inner member 82. . However, since the thick portion 811 is an aluminum alloy, it is difficult to increase the frictional force generated between the outer peripheral surface of the fitting portion 821 and the inner peripheral surface of the thick portion 811. Therefore, after the second outer member 81 and the second inner member 82 are fixed, the second pin 83 is press-fitted from the second hole 82a toward the second recess 81a. Thereby, torque is transmitted between the second outer member 81 and the second inner member 82 via the second pin 83. At this time, a shearing force is generated in the second pin 83. Since the second pin 83 is provided, the second outer member 81 and the second inner member 82 are compared with the case where the second outer member 81 and the second inner member 82 are fixed only by press-fitting. Torque is more easily transmitted between them. In addition, since the second recess 81a is disposed radially outside the second hole 82a, the second pin 83 is prevented from falling off due to centrifugal force.

  The second positioning ring 84 is a member for positioning the second rotor core 123. The second rotor core 123 is positioned by being sandwiched between the second positioning ring 84 and the flange 813. The second positioning ring 84 is an annular member made of, for example, an aluminum alloy. For example, the second positioning ring 84 is fitted on the outer peripheral surface of the thick portion 811 by press-fitting. More specifically, the second positioning ring 84 is disposed at a position overlapping the fitting portion 821 in the radial direction. A portion of the thick portion 811 that overlaps the fitting portion 821 in the radial direction is less likely to be deformed by a radial force than a portion that does not overlap the fitting portion 821. For this reason, it is easy to increase the pressure input when the second positioning ring 84 is press-fitted into the thick portion 811 by arranging the second positioning ring 84 in a position overlapping the fitting portion 821 in the radial direction. is there.

  FIG. 8 is a perspective view of the partition wall, the clutch device, and the first rotation angle detector as viewed from the first motor side. FIG. 9 is a perspective view of the partition wall, the clutch device, and the second rotation angle detector as viewed from the second motor side. FIG. 10 is a perspective view of the clutch device and the first rotation angle detector as viewed from the first motor side. FIG. 11 is a perspective view of the clutch device and the second rotation angle detector as viewed from the second motor side. FIG. 12 is a perspective view of the clutch device viewed from the first motor side. FIG. 13 is a perspective view of the clutch device viewed from the second motor side.

  As shown in FIGS. 8 and 9, the clutch device 60 is fixed to the partition wall G11. As shown in FIGS. 8 to 13, the clutch device 60 is a so-called cam type clutch device, and includes an inner ring 61, an outer ring 62, and a roller 63. The inner ring 61 is connected to the first carrier 23. Specifically, a spline is provided on the inner peripheral surface of the inner ring 61, and the spline is fitted to a spline provided on the outer peripheral surface of the first carrier 23. The outer ring 62 is connected to the partition wall G11. The roller 63 is disposed between the inner ring 61 and the outer ring 62. The roller 63 is supported by the inner ring 61 and rotates together with the inner ring 61. When the inner ring 61 rotates in the first direction, the roller 63 meshes with the outer ring 62. Thereby, since the inner ring 61 cannot be rotated, the first carrier 23 cannot be rotated. On the other hand, when the inner ring 61 rotates in the second direction, the roller 63 does not mesh with the outer ring 62. Thereby, since the inner ring | wheel 61 can rotate, the 1st carrier 23 can also rotate.

  More specifically, the outer ring 62 includes a plurality of flanges 69. The flange 69 projects in the radial direction from the outer ring 62 and faces the partition wall G11. For example, the plurality of flanges 69 are arranged along the circumferential direction. The flange portion 69 is fastened to the partition wall G11 with a bolt or the like. Further, as shown in FIGS. 9 and 11, the distance C <b> 1 from the flange portion 69 at one end in the circumferential direction to the flange portion 69 at the other end is larger than the interval between the other flange portions 69. In other words, the plurality of flanges 69 are arranged so as to be partially distributed in the circumferential direction. Thereby, compared with the case where the collar part 69 is arrange | positioned at equal intervals over the perimeter of the outer ring | wheel 62, the clutch apparatus 60 becomes lightweight.

  As shown in FIGS. 8 and 9, a first rotation angle detector 91 and a second rotation angle detector 92 are fixed to the partition wall G11. Thereby, compared with the case where the periphery of the partition G11 is a dead space, the length of the case G1 in the axial direction is reduced. The first rotation angle detector 91 faces the first detected member 115 shown in FIG. The first rotation angle detector 91 can calculate the absolute angle (the absolute electrical angle in one pole pair) of the first rotor core 113 by detecting the magnetic flux of the first detected member 115. The second rotation angle detector 92 faces the second detected member 125 shown in FIG. The second rotation angle detector 92 can calculate the absolute angle of the second rotor core 123 by detecting the magnetic flux of the second detected member 125. 1 is based on the absolute angle of the first rotor core 113 detected by the first rotation angle detector 91 and the absolute angle of the second rotor core 123 detected by the second rotation angle detector 92. The current flowing through the first coil 112 and the second coil 122 is controlled.

  As shown in FIGS. 8 to 11, the first rotation angle detector 91 has a strip shape along the circumferential direction. For example, when viewed from the axial direction, the outer peripheral surface of the first rotation angle detector 91 describes a fan-shaped arc having a central angle of about 90 °. As shown in FIG.10 and FIG.11, the 1st rotation angle detector 91 is being fixed to the partition G11 by the fastening member 910 provided in the both ends of the circumferential direction. The first surface 911 (front surface) of the first rotation angle detector 91 faces the first detected member 115, and the second surface 912 (back surface) of the first rotation angle detector 91 faces the partition G11. Yes.

  As shown in FIGS. 10 and 11, the first rotation angle detector 91 is connected to a first signal line 93 for outputting an electrical signal. One end of the first signal line 93 is connected to the outer peripheral surface of the first rotation angle detector 91, and the other end of the first signal line 93 is disposed outside the case G. The first signal line 93 is connected to, for example, one end in the circumferential direction on the outer circumferential surface of the first rotation angle detector 91. More specifically, when viewed from the first surface 911 side, the connection position of the first signal line 93 with respect to the first rotation angle detector 91 is a clock from the center in the circumferential direction of the outer peripheral surface of the first rotation angle detector 91. There is a misorientation.

  As shown in FIGS. 8 to 11, the second rotation angle detector 92 has a belt-like shape along the circumferential direction, like the first rotation angle detector 91. As shown in FIGS. 10 and 11, the second rotation angle detector 92 is fixed to the partition wall G11 by fastening members 920 provided at both ends in the circumferential direction. The first surface 921 (front surface) of the second rotation angle detector 92 faces the second detected member 125, and the second surface 922 (back surface) of the second rotation angle detector 92 faces the partition G11. Yes. As shown in FIG. 9, the second rotation angle detector 92 is arranged along the outer ring 62 of the clutch device 60. As shown in FIGS. 9 and 11, the length C2 of the inner peripheral surface of the second rotation angle detector 92 in the circumferential direction is smaller than the distance C1 from the flange portion 691 to the flange portion 692. Accordingly, the second rotation angle detector 92 is disposed between the flange portion 691 and the flange portion 692. For this reason, the position of the second rotation angle detector 92 tends to be radially inward. For this reason, the second rotation angle detector 92 can be easily downsized.

  As shown in FIGS. 10 and 11, the second rotation angle detector 92 is connected to a second signal line 94 for outputting an electrical signal. One end of the second signal line 94 is connected to the outer peripheral surface of the second rotation angle detector 92, and the other end of the second signal line 94 is disposed outside the case G. The second signal line 94 is connected to, for example, one end in the circumferential direction on the outer peripheral surface of the second rotation angle detector 92. More specifically, when viewed from the first surface 921 side, the connection position of the second signal line 94 with respect to the second rotation angle detector 92 is determined from the center in the circumferential direction of the outer peripheral surface of the second rotation angle detector 92. There is a misorientation. Further, when viewed in the axial direction, the first straight line L1 passing through the root 931 on the first rotation angle detector 91 side of the first signal line 93 and the rotation axis R is the second rotation angle detector of the second signal line 94. It overlaps with a second straight line L2 passing through the base 941 on the 92 side and the rotation axis R.

  However, as shown in FIGS. 10 and 11, the first straight line L <b> 1 passing through the center of the root 931 does not necessarily overlap with the second straight line L <b> 2 passing through the center of the root 941. FIG. 14 is a schematic diagram illustrating an example of the position of the second signal line with respect to the position of the first signal line. As shown in FIG. 14, the first straight line L <b> 1 passing through the end portion of the root 931 may overlap the second straight line L <b> 2 passing through the end portion of the root 941 as viewed in the axial direction. That is, it is only necessary that one of the plurality of first straight lines L1 overlaps at least one of the plurality of second straight lines L2 when viewed in the axial direction.

  Since the first rotation angle detector 91 and the second rotation angle detector 92 are arranged as described above, the second rotation angle detector 92 is displaced from the first rotation angle detector 91 in the circumferential direction. . In other words, when viewed in the axial direction, a part of the second rotation angle detector 92 overlaps the first rotation angle detector 91 and the other part of the second rotation angle detector 92 is the first rotation angle detector 91. Does not overlap. For this reason, since the fastening member 920 is displaced with respect to the fastening member 910 in the circumferential direction, interference between the fastening member 920 and the fastening member 910 is prevented.

  Note that the first metal and the third metal are not necessarily aluminum alloys, and may be other metals such as magnesium alloys. Further, the first metal and the third metal may be different from each other. Further, the second metal and the fourth metal are not necessarily carbon steel, and may be other metals such as alloy steel. Further, the second metal and the fourth metal may be different from each other.

  In addition, the shape of the 1st recessed part 71a, the 1st hole 72a, the 2nd recessed part 81a, and the 2nd hole 82a does not necessarily need to be a column shape, for example, a prismatic shape. Moreover, the 1st pin 73 does not necessarily need to be a column shape, and should just be a shape fitted to the 1st recessed part 71a and the 1st hole 72a. The second pin 83 does not necessarily have a cylindrical shape, and may have a shape that fits into the second recess 81a and the second hole 82a.

  Note that the second rotation angle detector 92 does not necessarily have to be disposed between the flange portion 691 and the flange portion 692, and the first rotation angle detector 91 is disposed between the flange portion 691 and the flange portion 692. It may be. In such a case, the flange portion 69 faces the surface of the partition wall G11 on the first motor 11 side. Further, both the first rotation angle detector 91 and the second rotation angle detector 92 may not be disposed between the flange portion 691 and the flange portion 692. In such a case, a flange 69 that faces the surface of the partition G11 facing the first motor 11 and a flange 69 that faces the surface of the partition G11 facing the second motor 12 may be provided.

  As described above, the electric vehicle driving device 10 is connected to the first motor 11, the second motor 12, and the first motor 11 and the second motor 12 and can change the reduction ratio. 13. The speed change mechanism 13 includes a sun gear shaft 14 connected to the first motor 11, a first sun gear 21 that rotates together with the sun gear shaft 14, a first pinion gear 22 that meshes with the first sun gear 21, and a first pinion gear 22. And a first ring gear 24 connected to the second motor 12. The first motor 11 includes a first stator core 111, a first rotor core 113 disposed radially inward of the first stator core 111, and a first rotor holding member 70 that couples the first rotor core 113 and the sun gear shaft 14. Prepare. The first rotor holding member 70 includes a first outer member 71 that contacts the first rotor core 113 and a first inner member 72 that contacts the sun gear shaft 14. The material of the first outer member 71 is a first metal, and the material of the first inner member 72 is a second metal having a specific gravity greater than the specific gravity of the first metal.

  Thereby, since the material of the 1st inner member 72 which contact | connects the sun gear shaft 14 is the 2nd metal which has comparatively big specific gravity, abrasion of the 1st inner member 72 is suppressed. On the other hand, since the material of the first outer member 71 whose volume tends to be larger than that of the first inner member 72 is the first metal having a relatively small specific gravity, an increase in the weight of the first rotor holding member 70 is suppressed. For this reason, the electric vehicle drive device 10 is reduced in weight. Therefore, the electric vehicle drive device 10 includes the speed change mechanism 13 and can reduce the unsprung weight of the electric vehicle.

  In the electric vehicle driving apparatus 10, the first rotor holding member 70 includes a first recess 71a provided in the first outer member 71, and a first hole 72a provided in the first inner member 72 and overlapping the first recess 71a. And a first pin 73 disposed at a position straddling.

  Thereby, compared with the case where the 1st outer side member 71 and the 1st inner side member 72 are fixed only by press injection, torque becomes easier to transmit between the 1st outer side member 71 and the 1st inner side member 72. . Moreover, since the 1st recessed part 71a is located in the radial direction outer side with respect to the 1st hole 72a, it is prevented that the 1st pin 73 falls off with a centrifugal force.

  In the electric vehicle driving apparatus 10, the first outer member 71 includes an outer tube portion 711 that contacts the first rotor core 113, an inner tube portion 712 that contacts the first inner member 72, an outer tube portion 711, and an inner tube portion 712. And a rib 714 protruding from the connecting portion 713 along the axial direction. The first rotor holding member 70 includes a first positioning ring 74 that is fitted to the outer peripheral surface of the outer tube portion 711 at a position on the rib 714 side with respect to the first rotor core 113 and is in contact with the first rotor core 113.

  As a result, the first rotor core 113 is positioned by the first positioning ring 74. In the outer tube portion 711, the rigidity in the vicinity of the rib 714 is relatively high. For this reason, it is easy to increase the pressure input when the first positioning ring 74 is press-fitted into the outer tube portion 711 by arranging the first positioning ring 74 at a position closer to the rib 714 than the first rotor core 113. It becomes. For this reason, dropping off of the first positioning ring 74 is suppressed.

  Further, in the electric vehicle drive device 10, the second motor 12 includes a second stator core 121, a second rotor core 123 disposed radially inside the second stator core 121, the second rotor core 123, and the first ring gear 24. And a second rotor holding member 80 to be connected. The second rotor holding member 80 includes a second outer member 81 that contacts the second rotor core 123 and a second inner member 82 that contacts the first ring gear 24. The material of the second outer member 81 is a third metal, and the material of the second inner member 82 is a fourth metal having a specific gravity greater than the specific gravity of the third metal.

  Thereby, since the material of the 2nd inner member 82 which contact | connects the 1st ring gear 24 is the 4th metal which has comparatively big specific gravity, abrasion of the 2nd inner member 82 is suppressed. On the other hand, since the material of the second outer member 81 whose volume tends to be larger than that of the second inner member 82 is the third metal having a relatively small specific gravity, an increase in the weight of the second rotor holding member 80 is suppressed. For this reason, the electric vehicle drive device 10 is reduced in weight. Therefore, the electric vehicle drive device 10 includes the speed change mechanism 13 and can reduce the unsprung weight of the electric vehicle.

  In the electric vehicle driving apparatus 10, the second rotor holding member 80 includes a second recess 81a provided in the second outer member 81, and a second hole 82a provided in the second inner member 82 and overlapping the second recess 81a. And a second pin 83 disposed at a position straddling it.

  This makes it easier to transmit torque between the second outer member 81 and the second inner member 82 than when the second outer member 81 and the second inner member 82 are fixed only by press fitting. . In addition, since the second recess 81a is located on the radially outer side with respect to the second hole 82a, the second pin 83 is prevented from falling off due to centrifugal force.

  Further, in the electric vehicle driving apparatus 10, the second rotor holding member 80 is fitted on the outer peripheral surface of the second outer member 81 at a position overlapping the second inner member 82 in the radial direction of the second motor 12 and the second rotor core 123. Is provided with a second positioning ring 84 in contact with.

  Accordingly, the second rotor core 123 is positioned by the second positioning ring 84. Further, in the second outer member 81, the rigidity of the portion overlapping the second inner member 82 in the radial direction becomes relatively high. For this reason, it is possible to increase the pressure input when the second positioning ring 84 is press-fitted into the second outer member 81 by arranging the second positioning ring 84 at a position overlapping the second inner member 82 in the radial direction. It becomes easy. For this reason, dropping off of the second positioning ring 84 is suppressed.

  The electric vehicle drive device 10 includes a case G1, a first motor 11, a first rotation angle detector 91, a first signal line 93, a second motor 12, and a second rotation angle detector 92. The second signal line 94 and the speed change mechanism 13 are provided. Case G1 is a cylindrical member provided with partition G11 inside. The first motor 11 includes a first rotor core 113 that can rotate around a rotation axis R and a first detected member 115 that rotates together with the first rotor core 113. The first rotation angle detector 91 is connected to the partition wall G11 and faces the first detected member 115. The first signal line 93 is connected to the first rotation angle detector 91. The second motor 12 includes a second rotor core 123 that can rotate around the rotation axis R and a second detected member 125 that rotates together with the second rotor core 123, and is on the opposite side of the first motor 11 with the partition wall G <b> 11 interposed therebetween. Has been placed. The second rotation angle detector 92 is connected to the partition wall G11 and faces the second detected member 125. The second signal line 94 is connected to the second rotation angle detector 92. The speed change mechanism 13 is connected to the first motor 11 and the second motor 12 and can switch the reduction ratio. When viewed from the axial direction, the first straight line L1 passing through the root 931 of the first signal line 93 on the first rotation angle detector 91 side and the rotation axis R is the second rotation angle detector 92 side of the second signal line 94. And the second straight line L2 passing through the rotation axis R.

  As a result, the first rotation angle detector 91 is fixed to one side of the partition wall G11, and the second rotation angle detector 92 is fixed to the other side of the partition wall G11. The distance to the angle detector 92 tends to be small. Further, since the first signal line 93 and the second signal line 94 are taken out in the same direction, the lengths of the first signal line 93 and the second signal line 94 are likely to be shortened. For this reason, noise generated in the output of the first signal line 93 and the second signal line 94 is reduced. Therefore, the electric vehicle drive device 10 can reduce noise generated in the output of the rotation angle detector while including the speed change mechanism 13.

  In the electric vehicle drive device 10, the position of the second rotation angle detector 92 is shifted from the position of the first rotation angle detector 91 in the circumferential direction.

  Thereby, even when the 1st rotation angle detector 91 and the 2nd rotation angle detector 92 are the same apparatuses, the position of the fastening member 920 which fixes the 2nd rotation angle detector 92 to the partition G11 is 1st rotation angle. The detector 91 is displaced from the position of the fastening member 910 that fixes the detector 91 to the partition wall G11. For this reason, it is easy to fix the first rotation angle detector 91 and the second rotation angle detector 92 to the partition wall G11. Further, since the same device can be used for the first rotation angle detector 91 and the second rotation angle detector 92, the cost during mass production is reduced.

  In the electric vehicle driving apparatus 10, the speed change mechanism 13 includes a sun gear shaft 14 connected to the first motor 11, a first sun gear 21 that rotates together with the sun gear shaft 14, and a first pinion gear 22 that meshes with the first sun gear 21. A first carrier 23 holding the first pinion gear 22 so that the first pinion gear 22 can rotate and the first pinion gear 22 can revolve around the first sun gear 21; A clutch device 60 capable of restricting rotation. The clutch device 60 includes an inner ring 61 that is coupled to the first carrier 23, an outer ring 62 that is coupled to the partition wall G11, and a plurality of flange portions 69 that protrude from the outer ring 62 in the radial direction and face the partition wall G11. The plurality of flanges 69 are arranged unevenly in a part of the circumferential direction. At least one of the first rotation angle detector 91 and the second rotation angle detector 92 is disposed between the flange portion 691 at one end in the circumferential direction and the flange portion 692 at the other end.

  Thereby, the outer ring | wheel 62 is fixed to the partition G11 with the some collar part 69. FIG. Furthermore, as compared with the case where the flanges 69 are arranged at equal intervals over the entire circumference in the circumferential direction, the position of at least one of the first rotation angle detector 91 and the second rotation angle detector 92 has a diameter. It tends to be inside the direction. As a result, at least one of the first rotation angle detector 91 and the second rotation angle detector 92 is downsized. For this reason, the electric vehicle drive device 10 is reduced in weight.

(Modification)
FIG. 15 is a perspective view of a first rotor holding member according to a modification as viewed from one side. FIG. 16 is a perspective view of the first rotor holding member according to the modification as viewed from the other side. As shown in FIG. 15, the electric vehicle drive device 10 according to the modification includes a first rotor holding member 70 </ b> A that is different from the first rotor holding member 70 described above. As shown in FIGS. 15 and 16, the first rotor holding member 70A includes a first outer member 71A and a first inner member 72A. Note that the same components as those described in the above-described embodiment are denoted by the same reference numerals, and redundant description is omitted.

  The first outer member 71A is a member formed of the first metal. As shown in FIGS. 15 and 16, the first outer member 71A includes an inner tube portion 712A. The inner tube portion 712A is a cylindrical member and is in contact with the outer peripheral surface of the first inner member 72A. A first recess 71b is provided in the inner tube portion 712A. The 1st recessed part 71b is a rectangular hollow along the axial direction, for example.

  The first inner member 72A is a member made of the second metal. As shown in FIGS. 15 and 16, the first inner member 72A includes a large pipe portion 722A. The large pipe portion 722A is a cylindrical member and is in contact with the inner peripheral surface of the inner pipe portion 712A. The large pipe portion 722A is provided with a first convex portion 72b. The first protrusion 72b is, for example, a rectangular protrusion along the axial direction.

  The first concave portion 71b and the first convex portion 72b are members for facilitating torque transmission between the first outer member 71A and the first inner member 72A. The first convex portion 72b is fitted in the first concave portion 71a. Thereby, torque is transmitted between the first outer member 71A and the first inner member 72A via the first concave portion 71b and the first convex portion 72b. At this time, a shearing force is generated in the first concave portion 71b and the first convex portion 72b. By providing the first concave portion 71b and the first convex portion 72b, the first outer member 71A and the first outer member 71A and the first outer member 71A and the first outer member 71A are compared with the case where the first outer member 71A and the first inner member 72A are fixed only by press-fitting. Torque is more easily transmitted between the inner member 72A.

  The structure having the first concave portion 71 b and the first convex portion 72 b may be applied to the second rotor holding member 80. That is, the second outer member 81 of the second rotor holding member 80 includes a second recess corresponding to the first recess 71b, and the second inner member 82 includes a second protrusion corresponding to the first protrusion 72b. Also good.

DESCRIPTION OF SYMBOLS 1 Control apparatus 10 Electric vehicle drive device 11 1st motor 111 1st stator core 112 1st coil 113 1st rotor core 114 1st magnet 115 1st to-be-detected member 12 2nd motor 121 2nd stator core 122 2nd coil 123 2nd rotor core 124 second magnet 125 second detected member 13 transmission mechanism 14 sun gear shaft 15 transmission mechanism input / output shaft 16 wheel input / output shaft 20 first planetary gear mechanism 21 first sun gear 22 first pinion gear 23 first carrier 24 first ring Gear 30 Second planetary gear mechanism 31 Second sun gear 32a Second pinion gear 32b Third pinion gear 33 Second carrier 34 Second ring gear 40 Reduction mechanism 41 Third sun gear 42 Fourth pinion gear 43 Third carrier 44 Third ring Gear 60 Clutch device 61 Inner ring 62 Outside Ring 63 Roller 69, 691, 692 Gutter part 70, 70A First rotor holding member 71, 71A First outer member 711 Outer pipe part 712, 712A Inner pipe part 713 Connecting part 714 Rib 715 Flange 71a First concave part 71b First concave part 72, 72A First inner member 721 Small pipe part 722, 722A Large pipe part 723 Flange 72a First hole 72b First convex part 73 First pin 74 First positioning ring 80 Second rotor holding member 81 Second outer member 811 Thick wall Portion 812 Thin portion 813 Flange 814 Protrusion 81a Second recess 82 Second inner member 821 Fitting portion 822 Flange 82a Second hole 83 Second pin 84 Second positioning ring 91 First rotation angle detector 92 Second rotation angle detector 93 First signal line 931 Root 94 Second signal line 941 Root G, G1, G2, G3 Case G11 Partition H Wheel L1 First straight line L2 Second straight line

Claims (3)

A cylindrical case with a partition on the inside;
A first motor including a first rotor core that can rotate around a rotation axis and a first detected member that rotates together with the first rotor core;
A first rotation angle detector coupled to the partition wall and facing the first detected member;
A first signal line connected to the first rotation angle detector;
A second rotor core that can rotate about the rotation axis; a second detected member that rotates together with the second rotor core; and a second motor disposed on an opposite side of the partition with respect to the first motor; ,
A second rotation angle detector coupled to the partition wall and facing the second detected member;
A second signal line connected to the second rotation angle detector;
A speed change mechanism coupled to the first motor and the second motor and capable of switching a reduction ratio;
With
When viewed from the direction along the rotation axis, the first straight line passing through the rotation axis and the base of the first signal line on the first rotation angle detector side is the second rotation angle detection of the second signal line. An electric vehicle drive device that overlaps a base on the vessel side and a second straight line passing through the rotation shaft. The electric vehicle drive device according to claim 1, wherein a position of the second rotation angle detector is shifted with respect to a position of the first rotation angle detector in a circumferential direction of the first motor. The transmission mechanism is
A sun gear shaft coupled to the first motor;
A first sun gear rotating with the sun gear shaft;
A first pinion gear meshing with the first sun gear;
A first carrier holding the first pinion gear so that the first pinion gear can rotate and the first pinion gear can revolve around the first sun gear;
A clutch device capable of regulating rotation of the first carrier;
With
The clutch device is
An inner ring coupled to the first carrier;
An outer ring connected to the partition;
A plurality of flanges protruding from the outer ring in the radial direction of the first motor and facing the partition;
With
The plurality of flanges are unevenly arranged in a part of the circumferential direction of the first motor,
The at least one of the first rotation angle detector and the second rotation angle detector is disposed between the flange portion at one end in the circumferential direction and the flange portion at the other end. The electric vehicle drive device described.

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