JP3884421B2 - VEHICLE POWER TRANSMISSION DEVICE AND VEHICLE DRIVE ELECTRIC SYSTEM USING THE SAME - Google Patents

Description

  The present invention relates to a vehicle power transmission device using an electric motor as a power source and a vehicle drive electrical system using the same, and more particularly to a vehicle power transmission device suitable for a device having a speed reducer and a differential mechanism. The present invention relates to an electric vehicle system for driving a vehicle.

  A conventional vehicle power transmission device includes an electric motor that is a power generation device, a reduction gear that decelerates rotation of the electric motor, and a differential device that distributes power decelerated by the reduction gear to left and right wheels. For example, as described in Japanese Patent Application Laid-Open No. 9-300993, the shafts of the electric motor, the speed reducer, and the differential are triangularly arranged in a side view.

JP-A-9-300993

  However, the conventional structure has the following problems. In the process of transmitting the output of the motor, the tangential force / separation force / thrust at the meshing point of the gear between the motor output shaft and the reduction gear rotation shaft and the gear engagement point of the reduction gear rotation shaft and the differential device rotation shaft A force is generated, and a combined force (radial load, thrust load) by these forces acts on the bearing and bearing support portion of each rotary shaft. Therefore, the radial load acting on the bearing and the bearing support increases when the tangential force, separation force, and thrust force are added together depending on the arrangement relationship of the rotating shafts of the reducer, reducer, and differential gear. There is. In this case, in order to ensure the strength of the bearing and the bearing support portion, the size of the bearing and the bearing support portion is increased, and it is difficult to arrange the components.

  SUMMARY OF THE INVENTION An object of the present invention is to provide a compact vehicle power transmission device and a vehicle drive electrical system using the same that can reduce the radial load acting on the bearing and the bearing support.

(1) In order to achieve the above object, the present invention provides an electric motor, a reduction gear configured to reduce the output of the electric motor and at least two shafts parallel to the axis of the electric motor, and the reduction gear. A power transmission device for a vehicle having a differential device that distributes the decelerated power to the left and right wheels, wherein a line connecting the axis of the output shaft of the electric motor and the axis of the first shaft of the speed reducer is represented by O ′ −W ′, and the direction of the tangential force of the driven gear when the vehicle moves forward generated at the meshing point of the gear provided on the output shaft of the motor and the gear provided on the rotation shaft of the speed reducer is P1 Then, the axis (X) of the second shaft of the speed reducer is arranged on the side in the direction in which the vector of the tangential force P1 faces the line O′-W ′.
With this configuration, the radial load acting on the bearing and the bearing support portion can be reduced, and the size can be reduced.

(2) In order to achieve the above object, according to the present invention, in a vehicle drive electrical system that transmits a rotational output to an axle of a wheel to drive the vehicle, the in-vehicle power supply source is a drive source, and the rotational output And an output transmission device that transmits the output of the motor to the axle. The output transmission device decelerates the output of the motor and the motor, and is at least parallel to the axis of the motor. A speed reducer comprising two shafts, and a differential device that distributes the power decelerated by the speed reducer to the left and right wheels, the shaft of the output shaft of the motor and the speed reducer A line connecting the axis of the first shaft is defined as O′−W ′, and when the vehicle moves forward, the gear is provided at the meshing point of the gear provided on the output shaft of the electric motor and the gear provided on the rotary shaft of the speed reducer. The direction of the tangential force of the driven gear is P1 When the axis of the speed reducer second shaft (X) is, to the line O'-W ', in which vectors of tangential force P1 is disposed on the side of the direction toward.
With this configuration, the radial load acting on the bearing and the bearing support portion can be reduced, and the size can be reduced.

  (3) In the above (2), preferably, the on-vehicle power supply source is a battery, and the electric motor is of an AC type, and is supplied with DC power from the battery and converted to AC power. The rotational output is controlled by the operation of the power conversion device for conversion.

  (4) In said (3), Preferably, the said power converter device is attached to the said housing, and is cooled by the medium which cools the said electric motor.

  (5) In the above (3), preferably, the electric motor constitutes a drive source of the vehicle together with an internal combustion engine mounted on the vehicle.

  (6) In the above (5), preferably, the electric motor drives a wheel that is different from the wheel that is rotationally driven by the internal combustion engine among the wheels.

  ADVANTAGE OF THE INVENTION According to this invention, the radial load which acts on a bearing and a bearing support part can be made small, and it can be made compact.

Hereinafter, the configuration of a vehicle power transmission device according to an embodiment of the present invention will be described with reference to FIGS. In the present embodiment, an example in which the shaft core of the motor and the shaft shaft of the output shaft of the differential device are parallel will be described.
FIG. 1 is a front view showing a configuration of a vehicle power transmission device according to an embodiment of the present invention. FIG. 2 is a side view of the V-O-X-Y cross section of FIG. FIG. 3 is a skeleton view of the V-O-X-Y cross section of FIG. 1. FIG. 4 is a front view showing a vehicle drive device using the vehicle power transmission device according to the embodiment of the present invention.

  2 and 3, the electric motor 10 is rotationally driven in both forward and reverse directions. The rotational driving force of the electric motor 10 is decelerated by the speed reducer 12 and then distributed to the left and right drive systems by the differential device 14.

  Of the power output from the differential device 14, one power passes through the hollow motor shaft 11 and passes through the intermediate shaft 16 arranged concentrically with the motor shaft 11, and the right side of FIG. It is connected to the drive shaft DS2 and transmitted to the right drive wheel WH2. The other power is connected to the left drive shaft DS1 in FIG. 4 and transmitted to the left drive wheel WH1.

  As shown in FIG. 2, the electric motor 10, the speed reducer 12, and the differential device 14 include a cylindrical housing 20, a first side housing 21, a second side housing 22, a first intermediate housing 23, and a second intermediate housing 24. In the housing comprised by the member, it arrange | positions mutually coaxially and in series. The second side housing 22 and the second intermediate housing 24 that form part of the speed reducer 12 have the same diameter as the cylindrical housing 20 that forms part of the electric motor, or a smaller diameter than the cylindrical housing 20. is there.

  The electric motor 10 is a permanent magnet AC motor, an induction motor, a synchronous motor, a DC motor, or the like. The electric motor 10 is integrally assembled in a space surrounded by the cylindrical housing 20 and the first side housing 21 and the first intermediate housing 23 fitted to both ends thereof. The electric motor 10 is rotationally driven by supplying driving power from a power source such as a battery via an inverter. The inverter controls the torque of the electric motor 10 by changing the frequency and voltage of the driving power using a motor control computer (not shown). Further, the inverter charges the battery with the electric power generated when the electric motor 10 is forcibly rotated.

  The reduction gear 12 and the differential device 14 are disposed in a space surrounded by the first intermediate housing 23, the second side housing 22, and the second intermediate housing 24. The speed reducer 12 includes two first gear shafts 31 and second gear shafts 32 that are parallel to the output shaft 11 of the electric motor 10. A gear A33 is attached to the hollow output shaft 11 of the electric motor 10, a gear B34 and a gear C35 are attached to the first gear shaft 31, and a gear D36 and a gear E37 are attached to the second gear shaft 32. ing. That is, the speed reducer 12 is a parallel axis system configured by a first gear shaft 31 and a second gear shaft 32 that are parallel to the output shaft 11 of the electric motor 10. The gear may be integrated with the shaft.

  The differential device 14 meshes with the ring gear F38, a differential case 39 coupled to the ring gear F38 with a bolt, a differential small gear 41 fixed to the differential case 39 with a differential small gear shaft 40, and the differential small gear 41. A differential large gear 42 is used.

  The power of the electric motor 10 is decelerated in the first stage by the gear B34 circumscribing the gear A33, decelerated in the second stage by the gear D36 circumscribing the gear C35, and further decelerated in the third stage by the ring gear F38 inscribed in the gear E37. Thereafter, the differential device 14 distributes the left and right drive systems. Here, by using the ring gear F38 as an internal tooth, a large reduction ratio (about 4 to 6) can be realized in combination with the gear E37 without increasing the outer diameter of the ring gear F38.

  The rotation of the second gear shaft 32 is lower than the rotation of the electric motor 10 by the reduction gear ratio of the reduction gear 12. Since the maximum rotation of the electric motor 10 exceeds 10,000, the second gear shaft 32 is disposed on the first intermediate housing 23, and the bearing that supports the first gear shaft 31, the second gear shaft 32, and the motor shaft 11 is supported. The oil pump 51 for lubrication is driven. In addition, it is good also as a structure which drives the oil pump 51 with the 1st gear shaft 31 which reduced the rotation of the electric motor 10 1st.

  Further, the gear E37 and the ring gear F38 agitate oil (not shown) in the speed reducer 12 for lubrication of respective parts such as gears and bearings. However, since the agitation resistance increases when there is a large amount of oil to be agitated, the first gear shaft 31 and the second gear shaft 32 are arranged at an angle with respect to the vertical direction so that the balance between the amount of oil agitation and the agitation resistance is optimal. ing.

  As described above, the speed reducer 12 according to this embodiment includes the two shafts 31 and 32 that are parallel to the axis of the electric motor 10 and the gears 38 that are provided on the shafts 31 and 32 and the differential device 14. ing. Further, the axis of the output shaft 16 of the differential device 14 is concentric with the axis of the output shaft 11 of the electric motor 10. Because of such a configuration, there is little gear engagement and the number of bearings can be reduced, so that power transmission efficiency can be improved. Since the transmission efficiency is improved, energy loss is reduced, and the travel distance per charge of the electric vehicle is increased. Further, the cost can be reduced. Further, since the housings 22 and 24 forming a part of the speed reducer 12 can have the same diameter as the cylindrical housing 20 forming a part of the electric motor or a smaller diameter than the cylindrical housing 20, the size can be reduced. can do.

  In addition, an oil pump 51 is provided inside the speed reducer 12, and the oil pump 51 is driven by the gear shaft 32 that reduces the output of the electric motor 10, so that the speed of the oil pump can be prevented. Since the speed of the oil pump can be prevented, damage to the oil pump due to cavitation can be prevented.

Next, the gear arrangement of the vehicle power transmission device according to the present embodiment will be described with reference to FIG.
FIG. 5 is a front view showing a gear arrangement of the vehicle power transmission device according to the embodiment of the present invention.

  A gear A33 of the output shaft 11 of the electric motor 10 is engaged with a gear B34 of the speed reducer 12. A gear C35 coaxial with the gear B34 is engaged with the gear D36. A gear E37 coaxial with the gear D36 is engaged with a ring gear F38 of the differential device 14. The differential side gear 41 is driven by the ring gear F38. In addition, the line of each gear 33, 34, 35, 36, 37, 38, 41 has shown the pitch circle diameter.

  As is apparent from FIG. 5, in the present embodiment, the reduction gear 12 and the gears 33, 34, 35, 36, 37, 38, 41 of the differential device 14 are arranged inside the outer diameter of the electric motor 10. It is the composition which becomes. That is, the speed reducer 12 and the differential device 14 are arranged in a region facing the axial end surface of the motor 10 (a region indicated by the outer diameter of the motor 10 in FIG. 5). Further, the speed reducer 12 is not a speed reducing mechanism having a rotating shaft like a planetary mechanism, but a speed reducing mechanism having a plurality of gears attached to shafts 31 and 32 that are fixed shafts rotatably fixed to a housing. Mechanism.

  With this feature, the gear engagement is small and the number of bearings can be reduced, so that power transmission efficiency can be improved. Further, the cost can be reduced. Furthermore, the power transmission device can be reduced in size.

  In the power transmission device having the configuration shown in FIG. 5, since the ring gear F38 is an internal gear, the gear F37 that meshes with the ring gear F38 is an external gear. The gear F37 overhangs with respect to the bearing assembled to the second shaft 32. Therefore, in the configuration in the present embodiment, the force applied to the bearing on the gear F37 side that is assembled to the second shaft 32 is the largest, and the conditions become severe. Therefore, in order to reduce this force, in the present embodiment, the following arrangement is adopted. Here, as shown in FIG. 5, assuming that the axis of the output shaft 11 of the electric motor 10, which is a power generation device, is O and the axis of the first shaft 31 of the speed reducer 12 is W, the axis O and the axis. A line connecting W is defined as O′−W ′. Further, when the vehicle moves forward at the meshing point of the gear 33 provided on the output shaft 11 of the electric motor 10 which is a power generation device and the gear 34 provided on the rotary shaft 31 of the speed reducer 12 (the gear 33 is in the direction of arrow R). The tangential force at the time of rotation is P1. At this time, the axial center of the second shaft 32 of the speed reducer 12 is characterized by being arranged in the same direction as the tangential force P1 with respect to the line O′-W ′. This arrangement minimizes the combined force due to tangential force, separation force, and thrust force. As a result, the bearing and bearing support are optimized (miniaturized), facilitating component placement and design. The degree of freedom is improved. In addition, it is easy to ensure the strength of the bearing and the bearing support portion, thereby reducing the size and weight and reducing the cost. In addition, since the combined force can be reduced during forward travel that occupies most of the vehicle travel, the burden on the bearing and the bearing support portion can be reduced.

Next, with reference to FIG. 6 and FIG. 7, the combined force due to the tangential force / separation force / thrust force in the vehicle power transmission device according to the present embodiment will be described in comparison with a comparative example.
FIG. 6 is an explanatory diagram of the resultant force due to the tangential force / separation force / thrust force in the vehicle power transmission device according to the embodiment of the present invention. FIG. 7 is an explanatory diagram of the resultant force due to the tangential force, separation force, and thrust force in the comparative example. 6 and 7, the same reference numerals as those in FIG. 5 denote the same parts.

  Each gear 33, 34, 35, 36, 37, 38 of FIG. 6 is the same as that shown in FIG. FIG. 6 shows the magnitude and direction of the force applied to the bearing on the gear 37 side when the motor is rotating forward (when the gear 33 is rotating in the direction of arrow R), that is, when the vehicle is moving forward. Yes. The output from the electric motor is transmitted from the gear A33 to the gear B34, and is transmitted to the gear C35 via the second shaft 32. A force transmitted from the gear C35 and a reaction force received from the ring gear F38 are applied to the bearing on the gear 37 side, and the resultant load is FrF23. Hereinafter, this synthetic load will be described for FrF23.

  First, the tangential force of the gear 36 and the gear 37 will be described. When the tangential force P2 ((1) in the figure) of the gear (GEAR-D) 36 is converted into a force (radial load) perpendicular to the bearings supporting both ends of the shaft 32 to which the gear 36 is fixed, the force PF2 ( (1 ') in the figure. When this force PF2 is further converted into a force in a plane perpendicular to the teeth of the gear 36, a force FF2 ((1 ″ in the figure)) is obtained. In addition, a reaction force P3 of the tangential force of the gear (GEAR-E) 37 ( When (2) in the figure is converted into a force (radial load) perpendicular to the bearing that supports both ends of the shaft 32 to which the gear 37 is fixed, a force PF3 ((2 ′) in the figure) is obtained. When the force PF3 is further converted into a force in a plane perpendicular to the teeth of the gear 37, a force FF3 ((2 ″) in the figure) is obtained.

  Next, the thrust force of the gear 36 and the gear 37 will be described. When the thrust force T2 ((3) in the figure) of the gear (GEAR-D) 36 is converted into a force (radial load) perpendicular to the bearings supporting both ends of the shaft 32 to which the gear 36 is fixed, the force UF2 ( (3 ') in the figure. Also, the reaction force T3 ((4) in the figure) of the thrust force of the gear (GEAR-E) 37 is converted into a force (radial load) perpendicular to the bearing that supports both ends of the shaft 32 to which the gear 37 is fixed. Then, a force UF3 ((4 ′) in the figure) is obtained.

  Next, the separation force between the gear 36 and the gear 37 will be described. Of the separating force of the gear (GEAR-D) 36, the force perpendicular to the bearings supporting both ends of the shaft 32 to which the gear 36 is fixed (radial load) is a force SF2 ((5 ′) in the figure). . Of the reaction force of the separation force of the gear (GEAR-E) 37, the force (radial load) perpendicular to the bearing that supports both ends of the shaft 32 to which the gear 37 is fixed is the force SF3 ((6 ')).

  Next, the combined force of the tangential force, thrust force, and separation force in the gear 36 and the gear 37 will be described. The combined force FsuF2 ((7) in the figure) of the gear 36 is a force FF2 ((1 ″) in the figure), a force UF2 ((3 ′) in the figure), and a force SF2 ((5 in the figure)). ')) Is added to the vector, and the resultant force FsuF3 ((8) in the figure) of the gear 37 is the force FF3 ((2 ") in the figure) and force UF3 (( 4 ′)) and the force SF3 ((6 ′) in the figure) are added to the vector.

  The combined force FsuF23 ((9) in the figure) of the gear 36 and the gear 37 is the combined force FsuF2 ((7) in the figure) of the gear 36 and the combined force FsuF3 ((8) in the figure). ) And the vector. When the combined force FsuF23 ((9) in the figure) of the gear 36 and the gear 37 is decomposed into sin and cos, the force FrF23a ((10) in the figure) and the force FrF23b ((11) in the figure), respectively. It becomes. Here, when the force FrF23a ((10) in the figure) is converted into a force (radial load) perpendicular to the bearing that supports both ends of the shaft 32 to which the gears 36 and 37 are fixed, the force PFF22a (( 10 ′)).

  Therefore, the resultant force FrF23 ((12) in the figure) of the gear 36 and the gear 37 is obtained by adding the vector of the force PFF22a ((10 ') in the figure) and the force FrF23b ((11) in the figure). It will be a thing.

  On the other hand, FIG. 7 shows a case where the axis of the second shaft to which the gear 36 ′ and the gear 37 ′ are attached is arranged in the same direction opposite to the tangential force P 1 with respect to the line O′-W ′. Yes. In such an arrangement, when the combined force FrF23 ′ of the gear 36 ′ and the gear 37 ′ is obtained in the same manner as described with reference to FIG. 6, the combined force FrF23 ′ is obtained as the gear 36 and the gear 37 shown in FIG. And the resultant force FrF23.

  As described above, the second shaft of the speed reducer is in the same direction as the rotational direction of the power generating device when the vehicle moves forward with respect to the line connecting the shaft of the output shaft of the power generating device and the first shaft shaft of the speed reducer. By adopting a configuration in which the shaft core is arranged, the combined force due to tangential force, separation force, and thrust force can be minimized, resulting in optimization (miniaturization) of the bearing and bearing support, and component placement. It becomes easy and design freedom improves. In addition, it is easy to ensure the strength of the bearing and the bearing support portion, thereby reducing the size and weight and reducing the cost. In addition, since the combined force can be reduced during forward travel that occupies most of the vehicle travel, the burden on the bearing and the bearing support portion can be reduced.

  As shown in FIG. 3, the gear E37 and the ring gear F38 are a combination of an external gear and an internal gear, but may be a combination of a bevel gear and a bevel gear.

Next, the configuration of an electric drive system for an electric vehicle that is one of electric vehicles using the vehicle output transmission device according to each embodiment of the present invention will be described with reference to FIG.
FIG. 8 is a block diagram showing an electric drive system for an electric vehicle which is one of electric vehicles using the vehicle output transmission device according to each embodiment of the present invention.

  In the figure, reference numeral 100 denotes a vehicle output transmission device, which is described in any of the above-described embodiments, and includes the above-described electric motor 10, reduction gears 12, 60, and differential devices 14, 61. Front wheel axles DS-F1 and DS-F2 of the front wheels WH-F are mechanically connected to the end of the output shaft of the differential of the vehicle output transmission device 100. Thereby, the output output of the electric motor of the vehicle output transmission device 100 is transmitted to the front wheel axles DS-F1 and DS-F2, and rotationally drives the front wheel axles DS-F1 and DS-F2. Then, the front wheels WH-F are rotationally driven by the rotational driving of the front wheel axles DS-F1, DS-F2, and the electric vehicle having the configuration shown in the drawing is driven. In the present embodiment, the case where the front wheel axles DS-F1 and DS-F2 are rotationally driven by the vehicle output transmission device 100 to rotationally drive the front wheels WH-F will be described. The rear wheel 2 may be rotationally driven by rotationally driving the wheel axle 4. The AC side of the inverter INV is electrically connected to the stator winding of the electric motor of the vehicle output transmission device 100. The inverter INV is a power conversion device that converts DC power into three-phase AC power, and controls driving of the motor of the vehicle output transmission device 100. A battery BA is electrically connected to the DC side of the inverter INV.

  During power running of the electric vehicle (starting, running, acceleration, etc.), the front wheels WH-F are driven by the electric motor of the vehicle output transmission device 100. For this reason, DC power is supplied to the inverter INV from the battery BA. The supplied DC power is converted into three-phase AC power by the inverter INV. The three-phase AC power obtained in this way is supplied to the stator winding of the motor of the vehicle output transmission device 100. As a result, the electric motor of the vehicle output transmission device 100 is driven to generate a rotational output. This rotational output is decelerated by the speed reducer of the vehicle output transmission device 100 and input to the differential device of the vehicle output transmission device 100. The input rotational output is distributed to the left and right by the differential of the vehicle output transmission device 100, and the front wheel axle DS-F1, DS-F2 on one of the front wheels WH-F and the front wheel axle DS- on the other of the front wheels WH-F. It is transmitted to F1 and DS-F2, respectively. As a result, the front wheel axles DS-F1, DS-F2 are rotationally driven. Then, the front wheels WH-F are rotationally driven by the rotational driving of the front wheel axles DS-F1, DS-F2.

  During regeneration of an electric vehicle (when depressing the brake, depressing the accelerator, or decelerating the accelerator), the rotational output of the front wheels WH-F is output to the front wheel axles DS-F1, DS-F2. The electric power of the vehicle output transmission device 100 is transmitted to the electric motor of the vehicle output transmission device 100 via the differential device of the vehicle output transmission device 100 and the speed reducer of the vehicle output transmission device 100, and the electric motor of the vehicle output transmission device 100 is driven to rotate. Thereby, the electric motor of the vehicle output transmission device 100 operates as a generator. By this operation, three-phase AC power is generated in the stator winding of the electric motor of the vehicle output transmission device 100. The generated three-phase AC power is converted into predetermined DC power by the inverter INV. The DC power obtained by this conversion is supplied to the battery BA. Thereby, the battery BA is charged.

  According to the electrical drive system of this embodiment, the vehicle output transmission device according to any one of the above-described embodiments, that is, the vehicle output transmission device with high torque transmission efficiency of the reducer is provided. Can be driven efficiently, and the travel distance per charge can be improved. Further, according to the electric drive system of this embodiment, since the compact vehicle output transmission device is provided, it is possible to save the space for mounting on the vehicle, so that the vehicle can be reduced in size, weight, and cost. It can contribute to the conversion.

Next, the configuration of an electric drive system for a hybrid electric vehicle that is one of electric vehicles using the vehicle output transmission device according to each embodiment of the present invention will be described with reference to FIG.
FIG. 9 is a block diagram showing an electric drive system of a hybrid electric vehicle which is one of electric vehicles using the vehicle output transmission device according to each embodiment of the present invention.

  The hybrid electric vehicle of the present embodiment is configured such that the front wheel WH-F is driven by the engine EN which is an internal combustion engine and the motor generator MG, and the rear wheel WH-R is driven by the electric motor of the vehicle output transmission device 100. It is a four-wheel drive type. In the present embodiment, the case where the front wheel WH-F is driven by the engine EN and the motor / generator MG and the rear wheel WH-R is driven by the electric motor of the vehicle output transmission device 100 will be described. The rear wheel WH-R may be driven by the generator MG, and the front wheel WH-F may be driven by the electric motor of the vehicle output transmission device 100.

  A transmission TM is mechanically connected to the front wheel axle DS-F of the front wheel WH-F via a differential (not shown). An engine EN and a motor / generator MG are mechanically connected to the transmission TM via an output control mechanism (not shown). The output control mechanism (not shown) is a mechanism that controls composition and distribution of rotation outputs. The AC side of the inverter INV is electrically connected to the stator winding of the motor / generator MG. The inverter INV is a power conversion device that converts DC power into three-phase AC power, and controls driving of the motor / generator MG. A battery BA is electrically connected to the DC side of the inverter INV.

  The end of the output shaft of the differential of the vehicle output transmission device 100 is mechanically connected to the rear wheel axles DS-R1 and DS-R2 of the rear wheel WH-R. The AC side of the inverter INV is electrically connected to the stator winding of the electric motor of the vehicle output transmission device 100. Here, the inverter INV is common to the motor / generator MG and the motor of the vehicle output transmission device 100, and the conversion circuit unit for the motor / generator MG and the conversion circuit of the motor of the vehicle output transmission device 100 are used. And a drive control unit for driving them.

  When the hybrid electric vehicle starts up and travels at a low speed (traveling region where the operating efficiency (fuel consumption) of the engine EN decreases), the front wheel WH-F is driven by the motor / generator MG. In the present embodiment, the case where the front wheel WH-F is driven by the motor / generator MG at the start of the hybrid electric vehicle 5 and at the time of low speed traveling will be described. The rear wheel WH-R may be driven by the electric motor of the vehicle output transmission device 100 (four-wheel drive traveling may be performed). The inverter INV is supplied with DC power from the battery BA. The supplied DC power is converted into three-phase AC power by the inverter INV. The three-phase AC power thus obtained is supplied to the stator winding of the motor / generator MG. As a result, the motor / generator MG is driven to generate a rotational output. This rotational output is input to the transmission TM via an output control mechanism (not shown). The input rotation output is shifted by the transmission TM and input to a differential (not shown). The input rotation output is distributed to the left and right by a differential (not shown) and transmitted to the front wheel axle DS-F on one of the front wheels WH-F and the front wheel axle DS-F on the other of the front wheels WH-F. Thereby, the front wheel axle DS-F is rotationally driven. Then, the front wheels WH-F are rotationally driven by the rotational driving of the front wheel axle DS-F.

  During normal driving of the hybrid electric vehicle (a driving region where the driving efficiency (fuel efficiency) of the engine EN is good when driving on a dry road surface), the front wheels WH-F are driven by the engine EN. For this reason, the rotational output of the engine EN is input to the transmission TM via an output control mechanism (not shown). The input rotation output is shifted by the transmission TM. The shifted rotational output is transmitted to the front wheel axle DS-F via a differential (not shown). Thereby, the front wheel WH-F is rotationally driven. Further, when it is necessary to charge the battery BA by detecting the state of charge of the battery BA, the rotational output of the engine EN is distributed to the motor / generator MG via an output control mechanism (not shown). MG is driven to rotate. As a result, the motor / generator MG operates as a generator. By this operation, three-phase AC power is generated in the stator winding of the motor / generator MG. The generated three-phase AC power is converted into predetermined DC power by the inverter INV. The DC power obtained by this conversion is supplied to the battery BA. Thereby, the battery BA is charged.

  When the hybrid electric vehicle is traveling on a four-wheel drive (when traveling on a low-μ road such as a snowy road and the engine EN has a high driving efficiency (fuel efficiency)), the electric power of the vehicle output transmission device 100 is used to drive the hybrid electric vehicle. The wheel WH-R is driven. Further, the front wheel WH-F is driven by the engine 1 in the same manner as in the normal running. Further, since the amount of power stored in the battery BA decreases by driving the electric motor of the vehicle output transmission device 100, the motor / generator MG is rotationally driven by the rotational output of the engine EN to charge the battery BA, as in the normal traveling. . In order to drive the rear wheels WH-R by the electric motor of the vehicle output transmission device 100, the inverter INV is supplied with DC power from the battery BA. The supplied DC power is converted into three-phase AC power by the inverter INV, and the AC power obtained by this conversion is supplied to the stator winding of the vehicle output transmission device 100. As a result, the electric motor of the vehicle output transmission device 100 is driven to generate a rotational output. The generated rotational output is decelerated by the speed reducer of the vehicle output transmission device 100 and input to the differential device of the vehicle output transmission device 100. The input rotational output is distributed to the left and right by the differential of the vehicle output transmission device 100, and the rear wheel axle DS-R1, DS-R2 on one of the rear wheels WH-R and the rear on the other of the rear wheels WH-R. It is transmitted to each wheel axle DS-R1, DS-R2. Thereby, the rear wheel axle DS-F4 is driven to rotate. Then, the rear wheels WH-R are rotationally driven by the rotational driving of the rear wheel axles DS-R1, DS-R2.

  During acceleration of the hybrid electric vehicle, the front wheels WH-F are driven by the engine EN and the motor / generator MG. In this embodiment, the case where the front wheels WH-F are driven by the engine EN and the motor / generator MG during acceleration of the hybrid electric vehicle will be described. However, the front wheels WH-F are driven by the engine EN and the motor / generator MG. The rear wheel WH-R may be driven by the electric motor of the vehicle output transmission device 100 (four-wheel drive traveling may be performed). The rotational outputs of the engine EN and the motor / generator are input to the transmission TM via an output control mechanism (not shown). The input rotation output is shifted by the transmission TM. The shifted rotational output is transmitted to the front wheel axle DS-F via a differential (not shown). Thereby, the front wheel WH-F is rotationally driven.

  During regeneration of a hybrid electric vehicle (when depressing the brake, slowing down the accelerator, or decelerating when the accelerator is stopped), the rotational output of the front wheel WH-F is converted to the front wheel axle DS-F, differential. This is transmitted to the motor / generator MG via a device (not shown), the transmission TM, and an output control mechanism (not shown) to drive the motor generator MG for rotation. As a result, the motor / generator MG operates as a generator. By this operation, three-phase AC power is generated in the stator winding of the motor / generator MG. The generated three-phase AC power is converted into predetermined DC power by the inverter INV. The DC power obtained by this conversion is supplied to the battery BA. Thereby, the battery BA is charged. On the other hand, the rotational output of the rear wheel WH-R is transmitted to the vehicle output transmission device via the rear wheel axles DS-R1, DS-R2, the differential device of the vehicle output transmission device 100, and the speed reducer of the vehicle output transmission device 100. The motor of the vehicle output transmission device 100 is rotationally driven. Thereby, the electric motor of the vehicle output transmission device 100 operates as a generator. By this operation, three-phase AC power is generated in the stator winding of the electric motor of the vehicle output transmission device 100. The generated three-phase AC power is converted into predetermined DC power by the inverter INV. The DC power obtained by this conversion is supplied to the battery BA. Thereby, the battery BA is charged.

According to the electrical drive system of the present embodiment, the vehicle output transmission device described in any of the above-described embodiments, that is, the vehicle output transmission device having high transmission efficiency of the reduction gear torque is provided. Torque assistance comparable to that of a four-wheel drive vehicle can be performed. Further, according to the electric drive system of this embodiment, since the compact vehicle output transmission device is provided, it is possible to save the space for mounting on the vehicle, so that the vehicle can be reduced in size, weight, and cost. It can contribute to the conversion.

It is a front view showing the composition of the power transmission device for vehicles by one embodiment of the present invention. It is a side view of the VOWXY cross section of FIG. FIG. 2 is a skeleton diagram of a V-O-X-Y cross section of FIG. 1. It is a front view which shows the drive device of the vehicle using the power transmission device for vehicles by one Embodiment of this invention. It is a front view which shows the gear arrangement | positioning of the vehicle power transmission device by one Embodiment of this invention. It is explanatory drawing of the synthetic | combination force by the tangential force, separation force, and thrust force in the vehicle power transmission device by one Embodiment of this invention. It is explanatory drawing of the synthetic | combination force by the tangential force, separation force, and thrust force in a comparative example. BRIEF DESCRIPTION OF THE DRAWINGS FIG. 1 is a block diagram showing an electric drive system of an electric vehicle that is one of electric vehicles using an output transmission device for a vehicle according to each embodiment of the present invention. 1 is a block diagram showing an electric drive system of a hybrid electric vehicle that is one of electric vehicles using an output transmission device for a vehicle according to each embodiment of the present invention.

Explanation of symbols

DESCRIPTION OF SYMBOLS 10 ... Electric motor 12, 60 ... Reduction gear 14, 61 ... Differential gear 31, 32 ... Gear shaft 33, 34, 35, 36, 37 ... Gear 38 ... Ring gear

Claims (6)

An electric motor, a reduction gear configured to reduce the output of the electric motor, and composed of at least two shafts parallel to the axis of the electric motor, and a differential device that distributes the power reduced by the reduction gear to the left and right wheels A vehicle power transmission device comprising:
A line connecting the axis of the output shaft of the electric motor and the axis of the first shaft of the speed reducer is O′−W ′,
When the direction of the tangential force of the driven gear when the vehicle moves forward generated at the meshing point of the gear provided on the output shaft of the electric motor and the gear provided on the rotary shaft of the speed reducer is P1,
A power transmission device for a vehicle, characterized in that the axis (X) of the second shaft of the speed reducer is arranged on the side in the direction in which the vector of the tangential force P1 faces the line O'-W '. In the vehicle drive electrical system that transmits the rotational output to the wheel axle and drives the vehicle,
An electric motor that generates the rotational output using an in-vehicle power supply source as a drive source;
An output transmission device for transmitting the output of the electric motor to the axle;
The output transmission device is
An electric motor,
While reducing the output of this electric motor, a reduction gear composed of at least two shafts parallel to the axis of the electric motor,
A differential device that distributes the power decelerated by the speed reducer to the left and right wheels,
A line connecting the axis of the output shaft of the electric motor and the axis of the first shaft of the speed reducer is O′−W ′,
When the direction of the tangential force of the driven gear when the vehicle moves forward generated at the meshing point of the gear provided on the output shaft of the electric motor and the gear provided on the rotary shaft of the speed reducer is P1,
An electric vehicle system for driving a vehicle, characterized in that the axis (X) of the second shaft of the speed reducer is arranged on the side in the direction in which the vector of the tangential force P1 faces the line O′-W ′. In the vehicle drive electrical system according to claim 2,
The on-vehicle power supply source is a battery,
The motor is
It is an AC type,
The electric system for driving a vehicle, wherein the rotation output is controlled by an operation of a power converter that receives supply of DC power from the battery and converts the DC power into AC power. In the vehicle drive electrical system according to claim 3,
The power converter is attached to the housing;
An electric vehicle driving system that is cooled by a medium that cools the electric motor. In the vehicle drive electrical system according to claim 3,
The electric motor system for driving a vehicle, wherein the electric motor constitutes a driving source of the vehicle together with an internal combustion engine mounted on the vehicle. The electric vehicle system for driving a vehicle according to claim 5,
The electric motor for driving a vehicle, wherein the electric motor drives a wheel that is different from a wheel that is rotationally driven by the internal combustion engine among the wheels.

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