JP5541051B2 - Electric vehicle motor mounting structure - Google Patents

Description

  The present invention relates to a motor mounting structure of an electric vehicle including a battery and a motor that is supplied with electric power from the battery and drives left and right driving wheels.

  An electric vehicle including a battery and a motor that is supplied with electric power from the battery and drives left and right driving wheels is known as a conventional technique.

  In a conventional electric vehicle, two motors are arranged in parallel in the vehicle width direction so that their output shafts face in the vehicle width direction and project outward from the motor case in the vehicle width direction. There is one in which two drive shafts are connected on the same axis, and are connected on the same axis (see, for example, Patent Document 1).

Japanese Patent Laid-Open No. 5-147445

  By the way, in the electric vehicle as described above, when the unsprung weight increases, the ride comfort may deteriorate.

  The present invention has been made in view of the above points, and an object thereof is to mount a motor for an electric vehicle including a battery and a motor that is supplied with electric power from the battery and drives left and right driving wheels. The structure is to reduce unsprung weight and improve ride comfort.

1st invention is a motor mounting structure of the electric vehicle provided with the battery and the motor which electric power is supplied from this battery, and drives a right-and-left driving wheel, Comprising: As for the said motor, the output shaft is a vehicle front-back direction. And a power transmission device for transmitting the power of the motor to the driving wheel, and a braking device for the driving wheel arranged outside the driving wheel, the braking device comprising : A disc brake having a brake caliper, wherein the motor and the power transmission device are integrated, and the brake caliper is rotatably supported around an output shaft of the power transmission device. It is what.

  According to this, since the braking device for the driving wheel is arranged outside the driving wheel, that is, on the vehicle body side, the unsprung weight can be reduced and the riding comfort can be improved.

In addition , since the motor and the power transmission device are integrated and the brake caliper is supported so as to be rotatable around the output shaft of the power transmission device, it is possible to improve the ease of assembling these vehicles. .

According to a second aspect of the present invention, there is provided a motor mounting structure of an electric vehicle including a battery and a motor that is supplied with electric power from the battery and drives left and right driving wheels, and the output shaft of the motor has a vehicle longitudinal direction. And a power transmission device that transmits the power of the motor to the driving wheel, and a braking device for the driving wheel that is arranged outside the driving wheel, A first motor that is disposed in front of the drive shaft for the drive wheels and that drives one of the left and right drive wheels, and that is disposed behind the drive shaft and drives the other of the left and right drive wheels. The first motor is supported by a first cross member provided on the lower surface of the floor panel so as to extend in the vehicle width direction, and the second motor is supported by the lower surface of the floor panel. In And it is characterized in that it is supported on the vehicle rear of the serial first cross member to the second cross member provided so as to extend in the vehicle width direction.

According to this, since the braking device for the driving wheel is arranged outside the driving wheel, that is, on the vehicle body side, the unsprung weight can be reduced and the riding comfort can be improved.

Further, the first motor is disposed in front of the drive shaft for the drive wheels so that the rotation shaft thereof is directed in the vehicle longitudinal direction, and the second motor is disposed so that the rotation shaft thereof is directed in the vehicle longitudinal direction. It arrange | positions behind the vehicle rather than the drive shaft. That is, two motors are arranged opposite to each other in the vehicle front-rear direction so that the rotation shaft thereof faces the vehicle front-rear direction. For this reason, compared with the case where two motors are arranged in parallel in the vehicle width direction so that the rotation shaft faces the vehicle width direction, the length of the motor in the rotation axis direction is increased to easily improve the motor output. be able to.

The first motor is supported by a first cross member provided on the lower surface of the floor panel so as to extend in the vehicle width direction, and the second motor is disposed on the rear surface of the first cross member on the lower surface of the floor panel. Since it is supported by the second cross member provided so as to extend in the vehicle width direction, these motors can be stably supported on the vehicle body with a long span in the vehicle longitudinal direction.

According to a third invention, in the first invention, a first torque rod having one end side attached to a member that transmits a load to a spring of a left suspension on a left drive wheel side, and the other end side attached to a left end portion of the brake caliper The one end side further includes a member for transmitting the load to the spring of the right suspension on the right drive wheel side, and the other end side further includes a second torque rod attached to the right end portion of the brake caliper. is there.

  According to this, since a torque rod attached to the brake caliper on the other end side is provided on a member (for example, a lever or a link) whose one end side transmits a load to the spring of the suspension, Can be suppressed.

  In other words, when braking the vehicle, the braking force generated between the ground (road surface) and the drive wheels generates a pitching moment around the center of gravity (high center of gravity) of the vehicle. Load change), and as a result, vehicle height changes (pitching) of the front and rear wheels occur. At this time, the braking reaction force generated in the brake caliper is applied to the suspension spring so as to suppress the vertical load movement of the front and rear wheels via a member that transmits the braking reaction force from the torque rod to the suspension spring. Can be suppressed.

In a fourth aspect based on the first or the third invention, the brake caliper also serves as a brake caliper for a brake caliper and a right driving wheel for the left driving wheel, from the vehicle width direction central portion, Only one parking brake cable for the left and right drive wheels extends.

  According to this, since only one parking brake cable for the left and right drive wheels extends from the center of the brake caliper in the vehicle width direction, the parking brake cable for the left drive wheel and the parking brake cable for the right drive wheel As compared with the case of routing one by one, the routing property can be improved.

According to a fifth invention, in any one of the first , third, and fourth inventions, the driving wheel side suspension having a lower arm is further provided.

  According to the first invention, since the motor is arranged so that its output shaft faces in the vehicle longitudinal direction, compared to the case where the motor is arranged so that its rotation shaft faces in the vehicle width direction, The length of the motor in the vehicle width direction can be shortened. For this reason, the length of the lower arm of the suspension on the drive wheel side can be increased, and the suspension geometry can be prevented from changing.

In a sixth aspect based on the first and third to fifth any one invention, the motor, than the drive shaft for the drive wheels are arranged in front of the vehicle, one of the left and right driving wheels It comprises a first motor to be driven and a second motor that is disposed behind the drive shaft and drives the other of the left and right drive wheels.

  According to this, the first motor is disposed in front of the drive shaft for the drive wheels so that the rotation shaft thereof is directed in the vehicle front-rear direction, and the second motor is disposed in the vehicle front-rear direction. It is arranged behind the drive shaft so as to face. That is, two motors are arranged opposite to each other in the vehicle front-rear direction so that the rotation shaft thereof faces the vehicle front-rear direction. For this reason, compared with the case where two motors are arranged in parallel in the vehicle width direction so that the rotation shaft faces the vehicle width direction, the length of the motor in the rotation axis direction is increased to easily improve the motor output. be able to.

In a seventh aspect based on the second aspect , the second motor has a height position higher than that of the first motor.

  According to this, since the height position of the second motor is higher than that of the first motor, the ground height of the overhang portion can be ensured.

  According to the present invention, since the braking device for the driving wheel is disposed outside the driving wheel, that is, on the vehicle body side, the unsprung weight can be reduced and the riding comfort can be improved.

It is a side view which shows the front part structure of an electric vehicle provided with the motor mounting structure which concerns on Embodiment 1 of this invention. 1 is a side view showing a rear structure of an electric vehicle according to Embodiment 1. FIG. 1 is a plan view showing a rear structure of an electric vehicle according to Embodiment 1. FIG. 1 is a front view showing a rear structure of an electric vehicle according to Embodiment 1. FIG. FIG. 3 is a front view showing the internal structure of the rear wheel brake caliper according to the first embodiment. It is explanatory drawing of the pitching moment and anti-pitching moment which generate | occur | produce at the time of the braking of the electric vehicle which concerns on Embodiment 1. FIG. 5 is a side view showing a front structure of an electric vehicle according to Embodiment 2. FIG. 5 is a plan view showing a front structure of an electric vehicle according to Embodiment 2. FIG. 6 is a side view showing a front integrated unit according to Embodiment 2. FIG. FIG. 10 is a cross-sectional view taken along line XX in FIG. 9. It is explanatory drawing of the pitching moment and anti-pitching moment which generate | occur | produce at the time of the braking of the electric vehicle which concerns on Embodiment 2. FIG. 5 is a side view showing a rear structure of an electric vehicle according to Embodiment 2. FIG. 5 is a plan view showing a rear structure of an electric vehicle according to Embodiment 2. FIG.

  Hereinafter, embodiments of the present invention will be described in detail with reference to the drawings.

(Embodiment 1)
-Configuration of electric vehicle drive system-
First, a configuration of a drive system of an electric vehicle including a motor mounting structure according to an embodiment of the present invention will be described with reference to FIGS. The electric vehicle 1 (hereinafter also referred to as a vehicle) supplies electric power of a battery 3 charged with external power from an external power source such as a household power source to motors 29 and 37 to drive wheels 31 and 31. This is a battery-powered electric vehicle driven by a rear wheel.

  The battery 3 is connected to the motors 29 and 37 through an inverter, and is charged with external power and regenerative power from the motors 29 and 37. The battery 3 is driven by supplying the charging power to the motors 29 and 37.

  The motors 29 and 37 have a rotor, a stator, an output shaft, and motor cases 29a and 37a for housing them. The output shaft is connected to the drive wheels 31 and 31 as a drive shaft (drive shaft). ) 27 and 27 are connected. The motors 29 and 37 are supplied with electric power from the battery 3 to drive the drive wheels 31 and 31. Further, the motors 29 and 37 function as a generator to generate a regenerative braking force. In the present embodiment, the braking of the vehicle 1 includes regenerative braking by the motors 29 and 37 and hydraulic braking by the braking device. It is desirable that the ratio of regenerative braking in the braking is high.

-Motor mounting structure of electric vehicles-
Next, the vehicle body structure of the electric vehicle 1 will be described with reference to FIGS. 1 is a side view showing a front structure of an electric vehicle 1 having a motor mounting structure, FIG. 2 is a side view showing a rear structure of the electric vehicle 1, and FIG. 3 is a plan view showing a rear structure of the electric vehicle 1. 4 is a front view showing the rear structure of the electric vehicle 1, FIG. 5 is a front view showing the internal structure of the brake caliper for the rear wheel, and FIG. 6 is a pitching moment and anti-pitching generated when the electric vehicle 1 is braked. It is explanatory drawing of a moment. In these drawings, illustration of members is omitted or simplified for easy understanding of the drawings.

  A front chamber 9 as a vehicle front space of the dash panel 5, which is partitioned from the vehicle compartment 7 by the dash panel 5, is provided at the front of the vehicle 1. Front side frames 11 and 11 are disposed on both sides of the front chamber 9 in the vehicle width direction so as to extend in the vehicle front-rear direction. Each front side frame 11 includes a first horizontal portion 11a extending in the vehicle front-rear direction in front of the dash panel 5 and an inclined portion 11b inclined downward from the rear end of the first horizontal portion 11a toward the vehicle rear. The second horizontal portion 11c extends rearward from the rear end of the inclined portion 11b so as to extend along the floor panel 13 that forms the bottom surface of the passenger compartment 7.

  The dash panel 5 extends upward from the front end of the floor panel 13, and a dash cross member that extends in the vehicle width direction and is connected to the inclined portions 11 b and 11 b of the front side frames 11 and 11 on the lower front surface thereof. 19 is provided.

  A floor tunnel 13a is formed at the center in the vehicle width direction of the floor panel 13 so as to bulge upward. The floor tunnel 13 a extends from the dash panel 5 to the rear of the vehicle 7 in the passenger compartment 7 and reaches the kick-up portion 13 b of the floor panel 13.

  A kick-up portion 13b is formed at the center of the vehicle front-rear direction of the floor panel 13 so as to rise upward, and a rear floor panel 13c is formed so as to extend rearward from the upper end of the kick-up portion 13b. Rear side frames are provided on the lower surfaces of both ends in the vehicle width direction of the rear floor panel 13c so as to extend in the vehicle front-rear direction.

  On the rear surface of the kick-up portion 13b, a No. 3 cross member 21 extending in the vehicle width direction and connected to each front end portion of the rear side frame is provided below the front end portion of the rear floor panel 13c. A No. 4 cross member 23 (first cross member) that extends in the vehicle width direction and is connected to each vehicle front-rear direction center portion of the rear side frame is provided on the lower surface of the vehicle front-rear direction center portion of the rear floor panel 13c. . On the lower surface of the rear end portion of the rear floor panel 13c, a No. 5 cross member 25 (second cross member) extending in the vehicle width direction and connected to each rear end portion of the rear side frame is provided. These No. 3, No. 4 and No. 5 cross members 21, 23, 25 have substantially the same height position on their lower surfaces. Note that the rear side of the vehicle from the No. 4 cross member 23 of the rear floor panel 13c constitutes a cargo floor.

  Next, a motor mounting structure at the rear of the electric vehicle 1 in which the motors 29 and 37 are mounted at the rear of the vehicle 1 will be described.

  A left rear wheel motor 29 (first motor) is disposed in front of the rear wheel drive shafts 27, 27 below the center portion in the vehicle width direction of the rear floor panel 13c, and an output shaft thereof faces in the vehicle front-rear direction. It is provided so as to protrude rearward from the motor case 29a. The output shaft of the left rear wheel motor 29 is connected to the left rear wheel 31 via a left rear wheel speed reducer 33, a bevel gear device 35, and a left rear wheel drive shaft 27. Is supposed to be driven.

  The left rear wheel speed reduction device 33 is a planetary gear device that reduces the rotational speed of the left rear wheel motor 29 and transmits the power of the motor 29 to the left rear wheel pinion gear 35 a of the bevel gear device 35. The left rear wheel speed reducing device 33 is disposed behind the left rear wheel motor 29 (below the No. 4 cross member 23) below the center part in the vehicle width direction of the rear floor panel 13c, and includes a sun gear and a ring gear. And a planetary carrier, an output shaft, and a gear case 33a for housing them.

  A rear right wheel motor 37 (second motor) is located behind the rear wheel drive shafts 27, 27 below the center portion in the vehicle width direction of the rear floor panel 13c. It is provided so as to protrude forward from the case 37a. That is, the rear wheel motors 29 and 37 are disposed to face each other in the vehicle longitudinal direction. For this reason, the input of the torque reaction force of the rear wheel motors 29 and 37 to the vehicle body can be reduced. The right rear wheel motor 37 is higher in height than the left rear wheel motor 29. Thus, since the rear wheel motors 29 and 37 are offset in the vertical direction, the ground height of the overhang portion can be secured. The output shaft of the right rear wheel motor 37 is connected to the right rear wheel 31 via the right rear wheel speed reducer 39, the bevel gear device 35 and the right rear wheel drive shaft 27. Is supposed to be driven.

  The right rear wheel speed reduction device 39 is a planetary gear device that reduces the rotational speed of the right rear wheel motor 37 and transmits the power of this motor to the right rear wheel pinion gear 35 d of the bevel gear device 35. The right rear wheel speed reduction device 39 is disposed in front of the right rear wheel motor 37 below the center part in the vehicle width direction of the rear floor panel 13c, and includes a sun gear, a ring gear, a planetary carrier, an output shaft, A gear case 39a for housing them.

  The bevel gear device 35 transmits a rotational force between two shafts of the output shafts of the reduction gears 33 and 39 and the output shafts 35c and 35f of the bevel gear device 35, which are not parallel but intersect with each other. The bevel gear device 35 is disposed between the left rear wheel speed reduction device 33 and the right rear wheel speed reduction device 39 below the central portion in the vehicle width direction of the rear floor panel 13c. A left rear wheel pinion gear 35a connected to the output shaft, a left rear wheel bevel gear 35b meshing with the left rear wheel pinion gear 35a, and a left rear wheel bevel gear 35b extending to the left of the vehicle and extending to the left rear wheel The left rear wheel output shaft 35c (output shaft of a rear wheel power transmission device described later) connected to the drive shaft 27 via the joint 41 and the output shaft of the right rear wheel speed reducer 39 are connected to the left rear wheel. A right rear wheel pinion gear 35d disposed on the rear side of the wheel pinion gear 35a and a right rear wheel pinion gear 35d and meshed with the right rear wheel pinion gear 35d, and a right rear wheel bevel gear 35 disposed on the right side of the left rear wheel bevel gear 35b. The right rear wheel output shaft 35f extending from the right rear wheel bevel gear 35e to the right of the vehicle and connected to the right rear wheel drive shaft 27 via the joint 41 (the output shaft of the rear wheel power transmission device). ) And a gear case 35g for housing them. The left rear wheel output shaft 35c and the right rear wheel output shaft 35f protrude outward from the gear case 35g in the vehicle width direction. FIG. 3 shows the internal structure of the bevel gear device 35.

  As described above, the left rear wheel motor 29, the left rear wheel speed reduction device 33, the bevel gear device 35, the right rear wheel speed reduction device 39, and the right rear wheel motor 37 are arranged in series in this order in the vehicle longitudinal direction. ing. The left rear wheel speed reduction device 33, the right rear wheel speed reduction device 39, and the bevel gear device 35 constitute a rear wheel power transmission device that transmits the power of the rear wheel motors 29, 37 to the rear wheels 31, 31. doing.

  A parking mechanism built-in type disc brake 43 (braking device; hereinafter referred to as a rear wheel disc brake) for the rear wheels 31 and 31 is provided below the central portion in the vehicle width direction of the rear floor panel 13c. The rear wheel disc brake 43 is a so-called inboard brake disposed outside the rear wheels 31, that is, on the vehicle body side, and is integrally supported by a protruding portion of the left rear wheel output shaft 35 c of the bevel gear device 35. The left rear wheel brake disc 43a, the right rear wheel brake disc 43b integrally supported by the protruding portion of the right rear wheel output shaft 35f of the bevel gear device 35, and the bevel gear device 35 And a rear wheel brake caliper 43c in which a brake pad, a piston, and the like are accommodated.

  At the left end of the rear wheel brake caliper 43c, a left rear wheel brake pad 43d for generating a hydraulic braking force on the left rear wheel 31 by tightening a left rear wheel brake disc 43a from both sides thereof, The left rear wheel brake pad 43d is disposed on the right side of the vehicle and advances toward the left rear wheel brake pad 43d when the brake pedal is operated, whereby the left rear wheel brake pad 43d is changed to the left rear wheel brake disc 43a. A left rear wheel brake piston 43e to be pressed is incorporated. On the other hand, a right rear wheel brake pad 43f for generating a hydraulic braking force on the right rear wheel 31 by tightening a right rear wheel brake disc 43b from both sides at a right end portion in the rear wheel brake caliper 43c; The right rear wheel brake pad 43f is disposed on the left side of the vehicle and advances toward the right rear wheel brake pad 43f when the brake pedal is operated, whereby the right rear wheel brake pad 43f is moved to the right rear wheel brake disk 43b. And a right rear wheel brake piston 43g to be pressed against the vehicle. As described above, the rear wheel brake caliper 43c serves as both the left rear wheel brake caliper and the right rear wheel brake caliper. Therefore, compared to the case where these brake calipers are provided separately, the rear wheel brake caliper The overall length of 43c in the vehicle width direction can be shortened.

  Further, a rear wheel parking brake cam 43h and a rear wheel parking brake cam 43h are arranged at the vehicle width direction central portion in the rear wheel brake caliper 43c, and are arranged on the left side of the vehicle with respect to the rear wheel parking brake cam 43h. The left rear wheel push rod 43i connected to the rear wheel and the right rear wheel push rod 43j disposed on the right side of the rear wheel parking brake cam 43h and connected to the right rear wheel brake piston 43g are incorporated. ing. A rear wheel parking brake cam lever 43k is integrally supported by the rear wheel parking brake cam 43h, and one end of one rear wheel parking brake cable 43l is fastened to the rear wheel parking brake cam lever 43k. It has been. The rear wheel parking brake cable 43l extends forward from the vehicle width direction center of the rear wheel brake caliper 43c. Thus, since the rear-wheel parking brake cable 43l is single, the structure of the parking brake mechanism can be simplified.

  When the rear wheel parking brake cable 43l is pulled during the parking brake operation, the rear wheel parking brake cam 43h rotates as the rear wheel parking brake cam lever 43k rotates. The left rear wheel push rod 43i advances toward the left rear wheel brake pad 43d, and by this advance, the left rear wheel brake piston 43e presses the left rear wheel brake pad 43d against the left rear wheel brake disc 43a. A braking force is generated on the left rear wheel 31. When the rear wheel parking brake cam 43h rotates as described above, the right rear wheel push rod 43j advances toward the right rear wheel brake pad 43f by this rotation, and the right rear wheel brake moves by this advancement. The piston 43g presses the right rear wheel brake pad 43f against the right rear wheel brake disk 43b, and a braking force is generated in the right rear wheel 31.

  The motor case 29a of the left rear wheel motor 29 and the gear case 33a of the left rear wheel reduction gear 33 are integrally coupled. The motor case 37a of the right rear wheel motor 37 and the gear case 39a of the right rear wheel reduction device 39 are integrally coupled. Further, the gear case 33a of the left rear wheel reduction gear 33, the motor case 37a of the right rear wheel reduction gear 39, and the gear case 35g of the bevel gear device 35 are integrally coupled. Furthermore, the brake caliper 43c for the rear wheel is supported so as to be rotatable coaxially with the output shafts 35c and 35f of the bevel gear device 35. As described above, the rear wheel motors 29 and 37, the speed reducers 33 and 39, and the bevel gear device 35 are integrated, and the rear wheel brake caliper 43c rotates around the output shafts 35c and 35f of the bevel gear device 35. The rear side integrated unit 45 supported so that it is possible is comprised. The rear integrated unit 45 is connected to the lower surface of the No. 4 cross member 23 via a single mount 47 (for example, rubber bush) provided at the upper rear of the motor case 29a of the left rear wheel motor 29. The wheel motor 37 is elastically supported on the lower surface of the No. 5 cross member 25 via two mounts 47 provided on the upper rear surface of the motor case 37a. Thus, since the rear side integrated unit 45 is elastically supported by the vehicle body, it is possible to suppress the vibration of the rear wheel motors 29 and 37 from being transmitted to the vehicle body. Further, the rear-side integrated unit 45 is provided on the vehicle body via a mount 47 provided on the left rear wheel motor 29 and on the right rear wheel motor 37 that is spaced apart from the left rear wheel motor 29 in the rear of the vehicle. Since it is supported by the vehicle body via the mounted mounts 47, 47, the distance between the front and rear mounts 47 can be increased.

  The rear suspension 49 (suspension on the rear wheels 31, 31 side) is a so-called E-type multi-link type in which upper and lower upper arms and lower arms extending in the vehicle width direction are connected by knuckles to which the rear wheels 31 are attached. Is adopted. The rear suspension 49 has an outer end in the vehicle width direction at the knuckle 49a, an inner end at the front upper arm 49b attached to a rear suspension cross member (not shown), and an outer end in the vehicle width direction at the knuckle 49a. A front lower arm 49c whose inner end is attached to the rear suspension cross member, an outer end in the vehicle width direction extends to the knuckle 49a, a rear lower arm 49d whose inner end is attached to the rear suspension cross member, and the vehicle front-rear direction. The rear end is a knuckle 49a, the front end is a trailing arm 49e attached to the vehicle body, the lower end is supported by a rear lower arm 49d, the upper end is a spring 49f attached to the vehicle, and the lower end is a knuckle. 49a has a damper 49g with an upper end attached to the vehicle body. To have. The rear suspension cross member is disposed below the rear integrated unit 45 so as to extend in the vehicle width direction, and is attached to the vehicle body frame.

  A lever 51 is extended inward in the vehicle width direction from a mounting end portion (an inner end portion in the vehicle width direction) of the front upper arm 49b of the left and right rear suspensions 49, 49 on the vehicle body side. One end side of the torque rods 53 and 55 is rotatably attached to the tip end portion (the vehicle width direction inner end portion) of the lever 51, and the other end side is rotatably attached to the rear wheel brake caliper 43c. ing. Specifically, the left torque rod 53 (first torque rod) has one end side for transmitting a load to the left lever 51 for transmitting the load to the spring 49f of the left rear suspension 49 on the left rear wheel 31 side, and the other end side for brake caliper for the rear wheel. It is attached to the left end of 43c. On the other hand, the right torque rod 55 (second torque rod) has one end on the right lever 51 that transmits the load to the spring 49f of the right rear suspension 49 on the right rear wheel 31, and the other end on the right end of the brake caliper 43c for the rear wheel. It is attached to the part. Thereby, at the time of braking of the vehicle 1, a pitching moment (F2 × H) is generated around the center of gravity CG (center of gravity height H) of the vehicle 1 by the braking force F2 generated between the ground and the rear wheel 31. The vertical load movement W2 of the front and rear wheels 31, 65 occurs, and as a result, the vehicle height changes (pitching) of the front and rear wheels 31, 65 occur. At this time, the braking reaction force B2 generated in the rear wheel brake caliper 43c acts on the spring 49f of the rear suspension 49 so as to suppress the vertical load movement of the rear wheel 3 from the torque rods 53 and 55 via the lever 51. By doing so, the pitching at the time of braking of the vehicle 1 can be suppressed.

  Here, the details of the pitching moment and the anti-pitching moment around the center of gravity CG of the vehicle 1 generated when the vehicle 1 is braked will be described with reference to FIG.

  When the vehicle 1 is braked, a pitching moment M (F2 × H) around the center of gravity CG of the vehicle 1 having a center of gravity height H is generated by the front and rear braking force F2 generated between the ground and the rear wheel 31. Due to this moment, the vertical load movement W2 occurs in the front and rear wheels 31, 65 using the wheel base as a moment arm. As a result, the vehicle height change (pitching) in the vertical direction of the front and rear wheels 31, 65 occurs.

  In a vehicle equipped with an in-wheel brake, all the braking force F2 generated between the ground and the rear wheel 31 is transmitted to the vehicle body via the suspension. On the other hand, in the vehicle 1 including the inboard brake as in the present invention, the braking force F2 generated between the ground and the rear wheel 31 is a moment around the center of the rear wheel 31 of the radius R via the inboard brake (F2 × R) is transmitted to the vehicle body, and is transmitted to the vehicle body as a braking force F2 acting on the center of the rear wheel 31 via the suspension.

  Here, the anti-pitching angle due to the suspension geometry is the angle between the ground contact point of the ground and the wheel and the instantaneous center of rotation of the suspension in the in-wheel brake and the ground center, while in the in-board brake, Since the instantaneous rotation center of the suspension is an angle formed with the ground, the anti-pitching angle is small. Therefore, the anti-pitching moment generated when the vehicle 1 is braked by the suspension is reduced.

  However, the braking reaction force B2 generated in the rear-wheel brake caliper 43c passes from the torque rods 53 and 55 attached to the rotatable rear-wheel brake caliper 43 to one end via the front upper arm 49b of the rear suspension 49. In addition, the spring 49f of the rear suspension 49 acts so as to reduce the vertical load movement W2 of the rear wheels 31, 31, so that the rear wheels 31, 31 are suppressed from floating when the vehicle 1 is braked. That is, an anti-pitching moment corresponding to the braking reaction force B2 generated in the rear-wheel brake caliper 43 is generated, and pitching (dive) can be suppressed.

  The batteries 3 are disposed on both sides in the vehicle width direction of the left rear wheel motor 29 in the floor tunnel 13a and below the rear floor panel 13c. Moreover, in this embodiment, although the motor is not mounted in the vehicle 1 front part, the detailed description is abbreviate | omitted here.

-Effect-
As described above, according to the present embodiment, since the rear wheel disc brake 43 is disposed outside the rear wheels 31, 31, that is, on the vehicle body side, the unsprung weight can be reduced and the riding comfort can be improved. it can.

  Further, the rear wheel motors 29 and 37, the speed reducers 33 and 39, and the bevel gear device 35 are integrated, and the rear wheel brake caliper 43c is rotatably supported around the output shafts 35c and 35f of the bevel gear device 35. Since the rear integrated unit 45 is used, it is possible to improve the ease of assembling these to the vehicle 1.

  Further, the torque rods 53, 55 are provided on the lever 51, one end of which is extended from the front upper arm 49b of the rear suspension 49, and the other end is attached to the rear wheel brake caliper 43c. Thus, pitching during braking of the vehicle 1 can be suppressed.

  That is, the braking reaction force B2 generated in the brake caliper 43c for the rear wheel during braking of the vehicle 1 is transferred from the rear wheel side torque rods 53 and 55 via the lever 51 to the spring 49f of the rear suspension 49 and the vertical load movement of the rear wheel 31. Since it acts so as to reduce W2, the rear wheel 31 is suppressed from floating when the vehicle 1 is braked. That is, pitching during braking of the vehicle 1 can be suppressed.

  Furthermore, since only one rear wheel parking brake cable 43l for the left and right rear wheels 31, 31 extends from the center portion of the rear wheel brake caliper 43c in the vehicle width direction, the parking brake for the left rear wheel 31 is provided. Compared with the case where the cable and the parking brake cable for the right rear wheel 31 are routed one by one, the routing property can be improved.

  Further, since the rear wheel motors 29 and 37 are arranged so that the output shaft thereof is directed in the vehicle front-rear direction, the motor is compared with the case where the motor is arranged so that the rotation shaft thereof is directed in the vehicle width direction. The length in the vehicle width direction of the motors 29 and 37 can be shortened. For this reason, the lengths of the lower arms 49c and 49d of the rear suspension 49 can be increased, and the suspension geometry can be prevented from changing.

  Furthermore, the left rear wheel motor 29 is disposed in front of the rear wheel drive shafts 27 and 27 so that the rotation shaft thereof is directed in the vehicle front-rear direction, and the right rear wheel motor 37 is disposed on the rotation shaft thereof. Is arranged behind the rear wheel drive shafts 27, 27 so that the front and rear faces in the vehicle front-rear direction. That is, two motors 29 and 37 are disposed opposite to each other in the vehicle front-rear direction so that the rotation shaft thereof faces the vehicle front-rear direction. For this reason, compared with the case where two motors are arranged in parallel in the vehicle width direction so that the rotation shaft faces the vehicle width direction, the lengths of the motors 29 and 37 in the rotation axis direction can be increased. The output can be easily improved.

  The left rear wheel motor 29 is supported by a No. 4 cross member 23 provided on the lower surface of the rear floor panel 13c so as to extend in the vehicle width direction, and the right rear wheel motor 37 is connected to the rear floor panel 13c. Since the No. 4 cross member 23 on the lower surface is supported by the No. 5 cross member 25 provided so as to extend in the vehicle width direction behind the vehicle, these motors 29 and 37 are mounted on the vehicle body with a long span in the vehicle front-rear direction. Can be stably supported.

  Moreover, since the height position of the motor 37 for right rear wheels is made higher than the motor 29 for left rear wheels, the ground height of an overhang can be ensured.

  In the present embodiment, an E-type multi-link type rear suspension 49 is used. However, the rear suspension 49 is not limited to this as long as it has a lower arm. For example, a strut with a built-in damper and attached a spring is installed vertically. A strut type structure may be employed in which the upper end is attached to the vehicle body and the lower end is supported by the lower arm. In this case, one end side of the torque rods 53, 55 may be attached to a lever extended from the lower arm, and the other end side may be attached to the rear wheel brake caliper 43c. However, it is desirable that the torque rods 53 and 55 be arranged in front of the vehicle relative to the center of the rear wheels 31 and 31 so as to push down the tip of the lever during braking of the vehicle 1.

(Embodiment 2)
The battery-powered electric vehicle 1 according to the present embodiment is of a front wheel drive type in which a motor is mounted not at the front portion of the vehicle 1 but at the rear portion of the vehicle 1 as in the first embodiment. Hereinafter, the motor mounting structure of the front part of the electric vehicle 1 will be described with reference to FIGS. 7 is a side view showing the front structure of the electric vehicle 1, FIG. 8 is a plan view showing the front structure of the electric vehicle 1, FIG. 9 is a side view showing the front integrated unit, and FIG. 9 is a cross-sectional view taken along line XX, and FIG. 11 is an explanatory view of a pitching moment and an anti-pitching moment generated when the electric vehicle is braked. In these drawings, illustration of members is omitted or simplified for easy understanding of the drawings.

  Between the front end portions of the first horizontal portions 11a, 11a of the front side frames 11, 11, a body cross member 15 extending in the vehicle width direction and connected to the first horizontal portions 11a, 11a is installed. Yes. Front suspensions that extend in the vehicle width direction and are connected to the rear end portions of the inclined portions 11b and 11b below the rear ends of the first horizontal portions 11a and 11a of the front side frames 11 and 11 and the inclined portions 11b and 11b. A cross member (not shown) is provided.

  A front wheel motor 63 is provided at the front portion of the front chamber 9 in the vehicle width direction so that the output shaft thereof faces in the vehicle front-rear direction and projects rearward from the motor case 63a. The front wheel motor 63 has an output shaft connected to left and right front wheels 65 and 65 (drive wheels) via a front wheel speed reducer 67, a differential gear device 69, and left and right front wheel drive shafts 71 and 71. Both front wheels 65, 65 are driven.

  The front wheel reduction device 67 is a planetary gear device that reduces the rotational speed of the front wheel motor 63 and transmits the power of the motor 63 to the differential gear device 69. The front wheel speed reducing device 67 is disposed behind the front wheel motor 63 in the center of the front chamber 9 in the vehicle width direction, and includes a sun gear, a ring gear, a planetary carrier, an output shaft, and a gear case 67a for housing these. And have.

  The differential gear device 69 absorbs the difference between the inner wheels (the difference in speed between the inner and outer front wheels 65, 65) and the power of the front wheel motor 63 to the left and right front wheels 65, 65 while the vehicle 1 turns a curve. While distributing and transmitting, the rotational speed of the motor 63 is finally decelerated and the power of the motor 63 is transmitted to the front wheels 65 and 65. The differential gear device 69 is disposed on the vehicle rear side of the front wheel speed reduction device 67 at the center in the vehicle width direction of the front chamber 9, and includes a front and rear differential pinion, a left side gear, a right side gear, a ring gear, and a left side gear. A left front wheel output shaft 69a (an output shaft of a front wheel power transmission device to be described later) connected to the left front wheel drive shaft 71 via a joint 41 and the right side gear extends to the right of the vehicle. Thus, it has a right front wheel output shaft 69b (an output shaft of the front wheel power transmission device) connected to the right front wheel drive shaft 71 via a joint 41, and a gear case 69c for housing them. The left front wheel output shaft 69a and the right front wheel output shaft 69b protrude outward from the gear case 69c in the vehicle width direction.

  As described above, the front wheel motor 63, the front wheel speed reduction device 67, and the differential gear device 69 are arranged in series in this order in the vehicle longitudinal direction. The front wheel speed reduction device 67 and the differential gear device 69 constitute a front wheel power transmission device that transmits the power of the front wheel motor 63 to the front wheels 65 and 65.

  A parking mechanism built-in type disc brake 73 (braking device, hereinafter referred to as a front wheel disc brake) for the front wheels 65 and 65 is provided at the center of the front chamber 9 in the vehicle width direction. The front wheel disc brake 73 is an inboard brake disposed outside the front wheels 65, 65, and is a left front wheel brake disc that is integrally supported by the protruding portion of the left front wheel output shaft 69 a of the differential gear device 69. 73a, a right front wheel brake disk 73b integrally supported by the protruding portion of the right front wheel output shaft 69b of the differential gear device 69, and the differential gear device 69 so as to straddle the brake wheel 73b. And a front-wheel brake caliper 73c in which a pad, a piston, and the like are accommodated.

  A left front wheel brake pad 73d for generating a hydraulic braking force on the left front wheel 65 by tightening a left front wheel brake disc 73a from both sides at the left end portion of the front wheel brake caliper 73c, and the left front wheel brake A left front wheel brake piston 73e that is disposed on the vehicle right side of the pad 73d and moves toward the left front wheel brake pad 73d when the brake pedal is operated, thereby pressing the left front wheel brake pad 73d against the left front wheel brake disc 73a. Is incorporated. On the other hand, a right front wheel brake pad 73f for generating a hydraulic braking force on the right front wheel 65 by tightening a right front wheel brake disc 73b from both sides at the right end portion of the front wheel brake caliper 73c, and the right front wheel The right front wheel brake piston 73g is disposed on the left side of the vehicle with respect to the brake pad 73f and presses the right front wheel brake pad 73f against the right front wheel brake disc 73b by moving toward the right front wheel brake pad 73f when the brake pedal is operated. And are incorporated. As described above, the front wheel brake caliper 73c serves as both a left front wheel brake caliper and a right front wheel brake caliper. Therefore, compared to a case where these brake calipers are provided separately, the front wheel brake caliper 73c is a vehicle. The length in the width direction can be shortened.

  A front-wheel parking brake cam 73h and the front-wheel parking brake cam 73h are disposed on the vehicle left side of the front-wheel brake caliper 73c and connected to the left-front-wheel brake piston 73e. A left front wheel push rod 73i and a left front wheel push rod 73j disposed on the right side of the front wheel parking brake cam 73h and connected to the right front wheel brake piston 73g are incorporated. A front wheel parking brake cam lever 73k is integrally supported by the front wheel parking brake cam 73h, and one end of one front wheel parking brake cable 73l is fastened to the front wheel parking brake cam lever 73k. The front-wheel parking brake cable 73l extends rearward from the center in the vehicle width direction of the front-wheel brake caliper 73c. Thus, since the front-wheel parking brake cable 73l is made into one, the structure of the parking brake mechanism can be simplified.

  When the front wheel parking brake cable 73l is pulled during the parking brake operation, the front wheel parking brake cam 73h rotates as the front wheel parking brake cam lever 73k rotates. The push rod 73i advances toward the left front wheel brake pad 73d, and by this advance, the left front wheel brake piston 73e presses the left front wheel brake pad 73d against the left front wheel brake disk 73a, and braking force is applied to the left front wheel 65. Occur. When the front wheel parking brake cam 73h rotates as described above, the right front wheel push rod 73j advances toward the right front wheel brake pad 73f by this rotation, and the right front wheel brake piston 73g moves to the right by this advancement. The front wheel brake pad 73f is pressed against the right front wheel brake disc 73b, and braking force is generated on the right front wheel 65.

  The motor case 63a of the front wheel motor 63 and the gear case 67a of the front wheel reduction device 67 are integrally coupled. Further, the gear case 67a of the front wheel speed reduction device 67 and the gear case 69c of the differential gear device 69 are integrally coupled. Further, the front wheel brake caliper 73c is rotatably supported coaxially with the output shafts 69a and 69b of the differential gear device 69. As described above, the front wheel motor 63, the speed reduction device 67, and the differential gear device 69 are integrated, and the front wheel brake caliper 73c is rotatably supported around the output shafts 69a and 69b of the differential gear device 69. The front-side integrated unit 75 is configured. The front-side integrated unit 75 has a differential gear on the lower surface of the body cross member 15 via two mounts 47 and 47 provided on both sides of the motor case 63a of the front wheel motor 63 on the front side in the vehicle width direction. It is elastically supported on the upper surface of the front suspension cross member via one mount 47 provided at the lower rear of the gear case 69c of the device 69. Thus, since the front-side integrated unit 75 is elastically supported by the vehicle body, it is possible to suppress the vibration of the front wheel motor 63 from being transmitted to the vehicle body. The front-side integrated unit 75 is supported on the vehicle body via mounts 47, 47 provided in front of the upper portion of the front wheel motor 63, and supported on the vehicle body via mount 47 provided in the lower rear of the differential gear device 69. Therefore, the distance between the front and rear mounts 47 can be increased.

  The front suspension 77 (suspension on the front wheels 65 and 65 side) has a structure in which a damper is built in, a strut 77b to which a spring 77a is attached is placed vertically, its upper end is attached to the vehicle body, and its lower end is supported by the lower arm 77c. A strut type is used.

From the mounting end to the vehicle body side of b aa over arm 77c of the left and right front suspension 77 and 77 (vehicle width direction inside end portion), the lever 78 is extended inward in the vehicle width direction. One end side of the torque rods 79 and 81 is rotatably attached to the front end portion (the vehicle width direction inner end portion) of the lever 78, and the other end side is rotatably attached to the front wheel brake caliper 73c. Yes. Specifically, the left torque rod 79 (first torque rod) has one end side that transmits a load to the spring 77a of the left front suspension 77 on the left front wheel 65 side, and the other end side of the front wheel brake caliper 73c. It is attached to the left end. On the other hand, the right torque rod 81 (second torque rod) has one end on the right lever 78 that transmits the load to the spring 77a of the right front suspension 77 on the right front wheel 65 side, and the other end on the right end of the brake caliper 73c for the front wheel. It is attached.

Then, the front wheel torque rod 79, 81 mounted to the front wheel brake caliper 73c, so acts on B aa over arm 77c of the front suspension 77, it is prevented that the front wheels 65, 65 sink into when the vehicle 1 braked. That is, as shown in FIG. 11, during braking of the vehicle 1, a pitching moment (F1 × H) is generated around the center of gravity CG (center of gravity H) of the vehicle 1 by the braking force F1 generated between the ground and the front wheel 65. This moment causes the vertical load movement W1 of the front and rear wheels 31, 65, and as a result, the posture change (pitching) of the front and rear wheels 31, 65 occurs. At this time, the braking reaction force B1 generated in the front wheel brake caliper 73c is applied to the spring 77a of the front suspension 77 so as to suppress the vertical load movement of the front wheels 65, 65 from the torque rods 79, 81 via the lever 78. Thus, pitching during braking of the vehicle 1 can be suppressed.

  Next, a motorless structure of the rear part of the electric vehicle 1 in which the motor is not mounted on the rear part of the vehicle 1 will be described with reference to FIGS. FIG. 12 is a side view showing the rear structure of the electric vehicle 1, and FIG. 13 is a plan view showing the rear structure of the electric vehicle 1. In these drawings, illustration of members is omitted or simplified for easy understanding of the drawings.

  A rear-wheel disc brake 43 that does not incorporate a parking mechanism is provided below the center of the rear floor panel 13c in the vehicle width direction. The rear wheel disc brake 43 is an inboard brake disposed outside the rear wheels 31, 31 and is pivotally supported by the brake case 43l and the left end of the brake case 43l. The left rear wheel brake disc 43a connected via the joint 41 and the right rear wheel brake disc supported by the right end of the brake case 43l and connected to the right rear wheel brake shaft 43m via the joint 41 43b, and a brake caliper 43c for the rear wheel disposed so as to straddle the brake case 43l. The rear wheel brake caliper 43c is supported so as to be rotatable coaxially with the brake shaft 43m, and is disposed so as to be rotatable with respect to the brake case 43l. The left rear wheel brake shaft 43m and the right rear wheel brake shaft 43m are connected to the left and right rear wheels 31, 31, respectively.

  Although not shown, a left rear wheel brake pad and a left rear wheel brake piston arranged on the right side of the left rear wheel brake pad are incorporated in the left end portion of the rear wheel brake caliper 43c. It is. On the other hand, at the right end in the rear wheel brake caliper, although not shown, there are a right rear wheel brake pad and a right rear wheel brake piston arranged on the left side of the right rear wheel brake pad. It has been incorporated.

  The rear wheel disc brake 43 is mounted on the lower surface of the No. 4 cross member 23 via a plate-like mounting member 83 and a mount 47 provided so as to extend forward from the front portion of the brake case 43l. It is elastically supported on the lower surface of the No. 5 cross member 25 via a plate-like mounting member 83 and a mount 47 provided so as to extend rearward from the rear.

  The rear suspension 49 employs a torsion beam type in which left and right trailing arms 49h, 49h are connected by a beam called a cross beam 49i.

  A connection link 57 that connects the trailing arms 49h and 49h is disposed behind the brake shaft 43m and below the brake disks 43a and 43b so as to extend in the vehicle width direction. One end side of the torque rods 53 and 55 is rotatably attached to the center portion of the connecting link 57 in the vehicle width direction, and the other end side is rotatably attached to the rear wheel brake caliper 43c. Specifically, one end of the left torque rod 53 is attached to the connecting link 57 that transmits a load to the left spring of the rear suspension 49, and the other end is attached to the left end of the rear wheel brake caliper 43c. On the other hand, the right torque rod 55 has one end attached to a connecting link 57 that transmits a load to the right spring of the rear suspension 49, and the other end attached to the right end of the rear wheel brake caliper 43c. As a result, the rear wheels 31 are prevented from floating during braking of the vehicle 1. That is, the braking reaction force B2 generated in the rear wheel brake caliper 43c acts on the rear suspension 49 via the connecting link 57 from the torque rods 53 and 55 so as to reduce the vertical load movement W2 of the rear wheel 31. Therefore, the floating of the rear wheel 31 can be suppressed and pitching (dive) can be suppressed.

  The battery 3 is disposed in the floor tunnel 13a and below the front portion of the rear floor panel 13c.

  Since the other configuration is the same as that of the first embodiment, the same components are denoted by the same reference numerals, and detailed description thereof is omitted.

-Effect-
As described above, according to the present embodiment, the front wheel disc brake 73 is disposed outside the front wheels 65, 65, that is, on the vehicle body side, so that the unsprung weight can be reduced and the riding comfort can be improved.

  Further, the front wheel motor 63, the speed reducer 67, and the differential gear device 69 are integrated, and the front wheel brake caliper 73c is rotatably supported around the output shafts 69a and 69b of the differential gear device 69. Since it is set to 75, the assembly property to these vehicles 1 can be improved.

Further, the b aa over lever 78 extending from the arm 77c of the one end a front suspension 77 and the other end side is provided with a torque rod 79, 81 mounted to the front wheel brake caliper 73c, the torque rod 79, 81 Thus, pitching during braking of the vehicle 1 can be suppressed.

  That is, the braking reaction force B1 generated in the front-wheel brake caliper 73c during braking of the vehicle 1 acts on the spring 77a of the front suspension 77 via the lever 78 from the torque rods 79 and 81 so as to reduce the load change W1. The front wheels 65 are prevented from sinking when the vehicle 1 is braked. That is, pitching during braking of the vehicle 1 can be suppressed.

  Furthermore, since only one front-wheel parking brake cable 73l for the left and right front wheels 65, 65 extends from the center in the vehicle width direction of the front-wheel brake caliper 73c, the parking brake cable for the left front wheel 65 and the right Compared with the case where the parking brake cables for the front wheels 65 are routed one by one, the routing property can be improved.

  Further, since the front wheel motor 63 is arranged so that its output shaft is directed in the vehicle front-rear direction, the motor is compared with the case where the motor is arranged so that its rotation shaft is oriented in the vehicle width direction. The vehicle width direction length can be shortened. For this reason, the length of the lower arm 77c of the front suspension 77 can be increased, and the suspension geometry can be prevented from changing.

  In the present embodiment, a strut type is adopted for the front suspension 77, but as long as it has a lower arm, it is not limited to this, and for example, a double wishbone type may be adopted.

(Other embodiments)
In each of the above embodiments, the disc brake is employed as the braking device. However, the present invention is not limited to this as long as it is disposed outside the driving wheel, and for example, a drum brake may be employed.

  Further, the constituent elements of the above embodiments may be arbitrarily combined without departing from the spirit of the present invention. For example, the structure in which the two motors of Embodiment 1 are mounted is adopted as the structure of the front part of the electric vehicle 1, or the structure of the embodiment 2 in which one motor is mounted is adopted in the rear part of the electric vehicle 1. Also good. The electric vehicle 1 may be of a four-wheel drive type by combining the motor mounting structure at the rear of the electric vehicle 1 according to the first embodiment and the motor mounting structure at the front of the electric vehicle 1 according to the second embodiment. In this case, the parking brake mechanism may be built in either the front wheel disc brake 73 or the rear wheel disc brake 43.

  The present invention is not limited to the embodiments, and can be implemented in various other forms without departing from the spirit or main features thereof.

  As described above, the above-described embodiment is merely an example in all respects and should not be interpreted in a limited manner. The scope of the present invention is defined by the claims, and is not limited by the specification. Further, all modifications and changes belonging to the equivalent scope of the claims are within the scope of the present invention.

  As described above, the electric vehicle motor mounting structure according to the present invention can be applied to uses and the like that need to improve the ride comfort by reducing the unsprung weight.

1 Electric vehicle 3 Battery 13 Floor panel 23 No. 4 cross member (first cross member)
25 No.5 cross member (second cross member)
29 Left rear wheel motor (first motor)
31 Rear wheel (drive wheel)
33 Speed reducer for left rear wheel (power transmission device)
35 Bevel gear device (power transmission device)
39 Right rear wheel reducer (power transmission device)
37 Right rear wheel motor (second motor)
43 Disc brake for rear wheel (braking device)
43c Rear wheel brake caliper 45 Rear integrated unit 49 Rear suspension 49c Front lower arm 49d Rear lower arm 49f Spring 51 Lever (member for transmitting load to suspension spring)
53 Left torque rod (first torque rod)
55 Right torque rod (second torque rod)
63 Front wheel motor 65 Front wheel (drive wheel)
73 Disc brake for front wheel (braking device)
73c Front-wheel brake caliper 75 Front-side integrated unit 77 Front suspension 77a Spring 77c Lower arm 78 Lever (member that transmits load to suspension spring)
79 Left torque rod (first torque rod)
81 Right torque rod (second torque rod)
CG Vehicle center of gravity

Claims (7)

A motor mounting structure of an electric vehicle comprising a battery and a motor that is supplied with electric power from the battery and drives left and right drive wheels,
The motor is arranged so that its output shaft faces the vehicle longitudinal direction,
A power transmission device for transmitting the power of the motor to the drive wheels;
A braking device for the driving wheel disposed outside the driving wheel ,
The braking device is a disc brake having a brake caliper,
The motor and the power transmission device are integrated,
The motor mounting structure of an electric vehicle, wherein the brake caliper is rotatably supported around an output shaft of the power transmission device . A motor mounting structure of an electric vehicle comprising a battery and a motor that is supplied with electric power from the battery and drives left and right drive wheels,
The motor is arranged so that its output shaft faces the vehicle longitudinal direction,
A power transmission device for transmitting the power of the motor to the drive wheels;
A braking device for the driving wheel disposed outside the driving wheel,
The motor is disposed in front of the drive shaft for the drive wheels, and is disposed at the rear of the vehicle with respect to the first motor for driving one of the left and right drive wheels, and the left and right drive wheels. A second motor that drives the other of
The first motor is supported by a first cross member provided on the lower surface of the floor panel so as to extend in the vehicle width direction,
The electric motor mounted on an electric vehicle, wherein the second motor is supported by a second cross member provided on the lower surface of the floor panel so as to extend in the vehicle width direction behind the first cross member. Construction. In the electric vehicle motor mounting structure according to claim 1 ,
A first torque rod having one end attached to a member that transmits a load to the left suspension spring on the left drive wheel side, and the other end attached to the left end of the brake caliper;
An electric vehicle characterized in that one end side further includes a member for transmitting a load to a spring of a right suspension on the right drive wheel side, and a second torque rod attached to the right end portion of the brake caliper on the other end side. Motor mounting structure. In the electric vehicle motor mounting structure according to claim 1 or 3,
The brake caliper serves as a brake caliper for the left driving wheel and a brake caliper for the right driving wheel, and only one parking brake cable for the left and right driving wheels extends from the center in the vehicle width direction. A motor mounting structure of an electric vehicle characterized by In the electric vehicle motor mounting structure according to any one of claims 1 , 3 and 4 ,
A motor mounting structure for an electric vehicle, further comprising a suspension on the drive wheel side having a lower arm. In the electric vehicle motor mounting structure according to any one of claims 1 and 3 to 5,
The motor is disposed in front of the drive shaft for the drive wheels, and is disposed at the rear of the vehicle with respect to the first motor for driving one of the left and right drive wheels, and the left and right drive wheels. And a second motor for driving the other of the motors. In the electric vehicle motor mounting structure according to claim 2 ,
The motor mounting structure for an electric vehicle, wherein the second motor has a height position higher than that of the first motor.

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