JP6107438B2 - Electric vehicle drive unit - Google Patents

Description

  The present invention relates to an electric vehicle drive unit, and more particularly to an electric vehicle drive unit suitable for an electric vehicle that transmits a driving force of an electric motor to drive wheels via a chain or a belt.

  Conventionally, a connection / disconnection mechanism that switches power transmission / disconnection so as to cut off power transmission from the electric motor between the motor shaft and the speed reduction mechanism arranged coaxially with the axle of the drive wheel is coaxial with the axle. An electric motorcycle to be arranged has been proposed (see, for example, Patent Document 1). In this electric motorcycle, under the control of power transmission by the disconnection / connection mechanism, the driving force of the electric motor is supplied to the axle arranged coaxially with the motor shaft, and the driving wheels are rotationally driven.

JP 2011-73601 A

  However, in the conventional electric motorcycle described above, the axle and the motor shaft are arranged coaxially, and the speed reduction mechanism and the disconnection / contact mechanism are arranged side by side in the vehicle body width direction. Large dimensions in the width direction. For example, when such a drive mechanism is applied to a chain drive (belt drive) two-wheeled vehicle, a drive shaft provided with a sprocket (pulley) may be arranged on the side of the vehicle body coaxially with the motor shaft. However, in this case, the driving chain (belt) is greatly deviated to the left or right with respect to the center in the vehicle body width direction and extends rearward of the vehicle body. As a result, there is a problem that the vehicle body has a wide structure in the vicinity of the legs of the occupant, and the operability and comfort when riding are deteriorated.

  The present invention has been made in view of such a point, and even when the driving force of the electric motor is transmitted to the driving wheels via a chain or a belt, the operability and the comfort during riding can be improved. An object of the present invention is to provide a drive unit for an electric vehicle.

  The drive unit for an electric vehicle of the present invention includes an electric motor disposed at a substantially central portion in the longitudinal direction of the vehicle body, a speed reduction mechanism disposed on the side of the electric motor and coaxial with the motor shaft of the electric motor. An electric vehicle comprising: a power transmission mechanism including: a drive shaft provided with a transmission component that is disposed apart from the motor shaft in a side view and receives a rotational force from the power transmission mechanism and transmits the rotational force to the drive wheels. An output gear of the speed reduction mechanism is disposed between the main body portion of the electric motor and the main body portion of the speed reduction mechanism in the vehicle body width direction, and the input gear of the drive shaft and the transmission component Is disposed between a vehicle body outer end portion of the main body of the electric motor and a vehicle body outer end portion of the power transmission mechanism in the vehicle body width direction.

  According to this configuration, the output gear of the speed reduction mechanism is disposed between the main body portion of the electric motor and the main body portion of the speed reduction mechanism in the vehicle body width direction, and the input gear of the drive shaft and the transmission component (for example, sprocket) (Or pulley) is housed inside the width of the electric motor and the power transmission mechanism, so that drive system components such as the input gear of the drive shaft can be concentrated and arranged near the center in the vehicle body width direction. As a result, the weight deviation in the vehicle body width direction can be reduced, the operability when riding can be improved, and the vehicle width at the center of the vehicle body sandwiched between the driver's legs can be narrowed, improving the comfort during riding it can. As a result, even when the driving force of the electric motor is transmitted to the driving wheels via a chain or belt, it is possible to improve the operability and comfort when riding.

  In particular, in the electric vehicle drive unit, the power transmission mechanism includes an idle gear that is disposed between the speed reduction mechanism and the drive shaft, and transmits rotation of the motor shaft. It is preferable to arrange | position between the main-body part of the said electric motor, and the main-body part of the said deceleration mechanism in the width direction. In this case, since the idle gear is disposed between the main body of the electric motor and the main body of the reduction mechanism in the vehicle body width direction and between the motor shaft and the drive shaft, the output of the reduction mechanism Since the input gear of the drive shaft can be reduced in diameter without changing the gear arrangement, the dead space around the drive shaft can be reduced, and the degree of freedom in layout can be improved. In addition, since the distance between the motor shaft and the drive shaft can be secured without increasing the diameter of the input gear of the drive shaft, it is easy to set the gap between the drive shaft, the electric motor, and the power transmission mechanism. It becomes possible to easily secure a clearance of a transmission component (for example, sprocket or pulley) provided on the shaft.

  For example, in the drive unit for an electric vehicle, the idle gear is arranged such that an axis center thereof is disposed forward and downward with respect to an axis center of the motor shaft in a side view, and the drive shaft is a shaft in a side view. The center is disposed on the rear side and the lower side with respect to the shaft center of the motor shaft. In this case, the mounting position of the electric motor having a relatively large dimension in the vehicle body width direction can be arranged at a position farther from the vehicle body bottom than the position of the drive shaft and the idle gear. Since the direction dimension can be reduced, a large tiltable angle in the vehicle body width direction can be secured, and the operability during riding can be improved.

  In particular, in the electric vehicle drive unit, the shaft center of the motor shaft may be disposed at a substantially central position between the shaft center of the idle gear shaft and the shaft center of the drive shaft in the longitudinal direction of the vehicle body. preferable. In this case, since the shaft center of the motor shaft is arranged at a substantially central position between the shaft center of the idle gear shaft and the shaft center of the drive shaft in the longitudinal direction of the vehicle body, the heavy electric motor is mounted on the vehicle body. Since the idle gear and the drive shaft can be arranged in a well-balanced manner around the center of the electric motor in the front-rear direction, the rotational moment when turning the vehicle can be reduced, and the operability when riding can be further improved. It becomes possible.

  In the electric vehicle drive unit, the idle gear has a shaft center disposed rearward with respect to the shaft center of the motor shaft in a side view, and the drive shaft has a shaft center in the side view. You may make it arrange | position between the shaft center of a motor shaft, and the shaft center of the said idle gear. In this case, since the drive shaft is disposed between the motor shaft and the idle gear shaft, the three shafts including the motor shaft, the idle gear shaft, and the drive shaft can be collectively disposed in the longitudinal direction of the vehicle body. Therefore, it is possible to reduce the rotational moment when turning the vehicle body and to improve the operability when riding.

  Further, in the electric vehicle drive unit, the idle gear has an axial center disposed rearward with respect to the axial center of the motor shaft in a side view, and the drive shaft has an axial center in the side view. It may be arranged at the same position in the longitudinal direction of the vehicle body and the axis center of the idle gear. In this case, since the shaft of the idle gear and the drive shaft are arranged so as to overlap in the vertical direction of the vehicle body, the three shafts including the motor shaft, the idle gear shaft and the drive shaft are integrated in the vehicle longitudinal direction. Since it can be arranged, the rotational moment when turning the vehicle body can be reduced, and the operability when riding can be improved.

  In particular, in the electric vehicle drive unit, the motor shaft, the idle gear shaft, and the drive shaft are arranged such that the interior angles of the triangle formed by the center points of the three axes are all acute when viewed from the side. It is preferred that In this case, since the three axes including the motor shaft, the idle gear shaft, and the drive shaft can be arranged in the vehicle longitudinal direction and the vehicle vertical direction, the rotational moment when the vehicle turns can be reduced, and the operability when riding Can be further improved.

  ADVANTAGE OF THE INVENTION According to this invention, even if it is a case where the driving force of an electric motor is transmitted to a driving wheel via a chain or a belt, it becomes possible to improve the operativity and comfort at the time of boarding.

1 is a schematic diagram of an electric motorcycle to which an electric vehicle drive unit according to the present embodiment is applied. It is the schematic diagram which looked at the drive unit for electric vehicles which concerns on this Embodiment from the vehicle body side surface. FIG. 3 is a cross-sectional view of the electric vehicle drive unit taken along one-dot chain line AA shown in FIG. 2. It is the schematic diagram which looked at the drive unit for electric vehicles which concerns on the modification of this Embodiment from the vehicle body side surface. It is the schematic diagram which looked at the drive unit for electric vehicles which concerns on the modification of this Embodiment from the vehicle body side surface.

  Hereinafter, the present embodiment will be described in detail with reference to the accompanying drawings. In the following description, an embodiment in which the drive unit for an electric vehicle according to the present invention is applied to a motorcycle (electric motorcycle) will be described. However, the electric vehicle to which the present invention is applied is not limited to this and is appropriately changed. Is possible. For example, the electric vehicle drive unit according to the present invention can be applied to other types of saddle-type electric vehicles.

  An electric vehicle drive unit according to the present invention includes an electric motor that supplies a driving force for driving driving wheels, and a power that is disposed on the side of a body of the electric motor and coaxially with a motor shaft to transmit power. The transmission mechanism includes a drive shaft that is spaced apart from the motor shaft of the electric motor in a side view, and is characterized by the positional relationship between these components.

  Hereinafter, with reference to FIGS. 1 to 3, the positional relationship of components included in an electric vehicle drive unit (hereinafter simply referred to as “drive unit”) which is an electric vehicle drive unit according to the present invention will be described. FIG. 1 is a schematic diagram of an electric motorcycle to which a drive unit according to the present embodiment is applied. FIG. 2 is a schematic view of the drive unit according to the present embodiment as viewed from the side of the vehicle. FIG. 3 is a cross-sectional view of the drive unit taken along one-dot chain line AA shown in FIG. In the following description, the front of the vehicle is indicated by an arrow FR, the rear of the vehicle is indicated by an arrow RE, the left side of the vehicle is indicated by an arrow L, and the right side of the vehicle is indicated by an arrow R.

  As shown in FIG. 1, the motorcycle 100 includes a body frame 101 made of steel or aluminum alloy on which components such as a power unit and an electrical system are mounted. The main frame 102 of the vehicle body frame 101 branches leftward and rightward from a head pipe (not shown) located at the front end and extends obliquely downward. From the rear end side of the main frame 102, the swing arm bracket 103 extends downward.

  The drive unit 1 includes an electric motor 10 and a drive shaft 20. The drive unit 1 is fixed to the vehicle body frame 101 so that the electric motor 10 is located at the approximate center of the vehicle body longitudinal direction. A sprocket 22 is provided at one end of the drive shaft 20. A drive chain (chain) 106 is wound between the sprocket 22 and a driven sprocket 105 provided on a rear wheel 104 that is a driving wheel, and the driving force of the electric motor 10 is transmitted to the rear wheel 104. It is configured as follows.

  The drive unit 1 is provided with an electric motor 10 that supplies a driving force for driving the rear wheels 104, and is disposed on the side of the vehicle body of the electric motor 10 and coaxially with the motor shaft 11. Is transmitted to the drive shaft 20, and the drive shaft 20 is arranged apart from the motor shaft 11 of the electric motor 10 in a side view (see FIGS. 2 and 3). The power transmission mechanism 30 includes a reduction gear mechanism 40 that is a reduction mechanism, a centrifugal clutch 50 that is a clutch mechanism, and an idle gear mechanism 60. The power transmission mechanism 30 has a rotating shaft 31 that is arranged coaxially with the motor shaft 11. The rotation shaft 31 functions as a planetary gear shaft and a clutch shaft of the speed reduction mechanism 40.

  As shown in FIG. 3, the electric motor 10 is accommodated in a space S <b> 1 formed by the inner case 71 of the drive unit 1 and the motor housing 72. The rotating shaft 11 of the electric motor 10 is rotatably supported by the motor housing 72 through a pair of bearings. The electric motor 10 includes a stator coil having a stator coil and supported at an appropriate position of the motor housing 12, and a rotor 10b fixed to the motor shaft 11 and disposed coaxially in the stator 10a. The rotor 10b of the electric motor 10 constitutes the main body of the electric motor 10 in the claims.

  The reduction gear mechanism 40, the centrifugal clutch 50, and the idle gear mechanism 60 constituting the power transmission mechanism 30 are accommodated in a space S <b> 2 formed by the inner case 71 and the outer case 73 of the drive unit 1. The drive shaft 20 is housed in the space S <b> 2 with one end (left end) exposed from the outer case 73 of the drive unit 1. The rotation shaft 31 and the drive shaft 20 of the power transmission mechanism 30 are rotatably supported by the inner case 71 and the outer case 72 via a pair of bearings. In the drive unit 1 according to the present embodiment, the electric motor 10 is generally disposed at the right side end portion of the vehicle body, and the power transmission mechanism 30 is disposed at the left side end portion of the vehicle body. A drive shaft 20 is disposed below 30.

  In the space S <b> 2, the centrifugal clutch 50 is attached in the vicinity of the distal end portion (left end portion) of the rotation shaft 31. The reduction gear mechanism 40 is attached to the rotating shaft 31 at the inner (right side) portion of the centrifugal clutch 50. The centrifugal clutch 50 transmits the rotational force (driving force) of the rotating shaft 31 constituting the clutch shaft to the reduction gear mechanism 40 in the clutch-in state (connected state), while in the clutch-off state (disconnected state), The transmission of rotational force (driving force) is cut off. The clutch-in state and the clutch-off state of the centrifugal clutch 50 are automatically switched according to the rotational speed of the rotating shaft 31.

  The reduction gear mechanism 40 is constituted by a planetary gear mechanism having a single or a plurality of planetary gears. The reduction gear mechanism 40 includes a main body 41 having a planetary gear and an output gear 42 that rotates integrally with the main body 41. The main body 41 is attached to the rotation shaft 31 at a position on the centrifugal clutch 50 side, and the output gear 42 is attached to the rotation shaft 31 at a position on the electric motor 10 side. That is, the output gear 42 of the reduction gear mechanism 40 is disposed between the rotor 10b, which is the main body portion of the electric motor 10, and the main body portion 41 of the reduction gear mechanism 40 in the vehicle width direction.

  The idle gear mechanism 60 includes an idle gear 61 and a rotating shaft (hereinafter, referred to as “idle gear shaft” as appropriate) 62 of the idle gear 61. The idle gear shaft 62 is rotatably supported by the inner case 71 and the outer case 72 via a pair of bearings, like the rotating shaft 31 and the drive shaft 20. The idle gear 61 is disposed on the lower side of the output gear 42 of the reduction gear mechanism 40 and at a position where the idle gear 61 meshes with the output gear 42.

  An input gear 21 is provided on the drive shaft 20 disposed in the space S2. The input gear 21 is disposed below the idle gear 61 of the idle gear mechanism 60 and at a position where it engages with the idle gear 61. On the other hand, a sprocket 22 is provided in the vicinity of the tip (left end) of the drive shaft 20 exposed from the outer case 73 of the drive unit 1. The sprocket 22 constitutes a transmission component that transmits the driving force of the electric motor 10 to the drive chain 106. In this case, the input gear 21 of the drive shaft 20 and the sprocket 22 that is a transmission component are disposed between the vehicle body outer end portion P1 of the power transmission mechanism 30 and the vehicle body outer end portion P2 of the electric motor 10.

As shown in FIG. 2, in the drive unit 1, the idle gear 61 has a shaft center of the idle gear shaft 62 disposed on the front side and the lower side with respect to the shaft center of the motor shaft 11 in a side view. Yes. On the other hand, the shaft center of the drive shaft 20 is arranged on the rear side and the lower side with respect to the shaft center of the motor shaft 11. Further, the drive shaft 20 is disposed such that the shaft center thereof is on the rear side and the lower side with respect to the shaft center of the idle gear shaft 62. In this case, the three axes of the motor shaft 11, the drive shaft 20, and the idle gear shaft 62 are arranged so that the inner angles (θ _{1 to} θ ₃ ) of the triangle formed by the center points of the respective axes are acute angles. Has been. Further, the shaft center of the motor shaft 11 is arranged at a substantially central position between the shaft center of the idle gear shaft 62 and the shaft center of the drive shaft 20 in the vehicle longitudinal direction.

  In the drive unit 1 having such a configuration, the electric motor 10 is driven according to the driver's accelerator operation, and the driving force is transmitted to the centrifugal clutch 50 via the motor shaft 11 and the rotating shaft 31. When the rotational speed of the rotating shaft 31 exceeds a predetermined rotational speed, the centrifugal clutch 50 is switched from the clutch-off state (disengaged state) to the clutch-in state (connected state). In the clutch-in state (connected state), the driving force (rotational force) transmitted to the centrifugal clutch 50 is transmitted to the reduction gear mechanism 40.

  The rotational force transmitted from the centrifugal clutch 50 is decelerated at a predetermined rate by the reduction gear mechanism 40 and then transmitted from the output gear 42 to the idle gear 61. The rotational force transmitted to the idle gear 61 is transmitted to the drive shaft 20 via the input gear 21. As the drive shaft 20 rotates, the sprocket 22 rotates, and the drive chain 106 wound around the sprocket 22 rotates. The driven sprocket 105 rotates according to the rotation of the drive chain 106, and the rear wheel 104, which is a drive wheel, rotates.

  Thus, in the drive unit 1 in which the driving force of the electric motor 10 is transmitted to the rear wheel 104 via the drive chain 106, the output gear 42 of the reduction gear mechanism 40 is connected to the rotor 10b of the electric motor 10 in the vehicle body width direction. Since it is disposed between the main body 41 of the reduction gear mechanism 40 and the input gear 21 and the sprocket 22 of the drive shaft 20 are accommodated inside the width of the electric motor 10 and the power transmission mechanism 30, the drive shaft Drive system parts such as the 20 input gears 21 can be concentrated and arranged near the center in the vehicle body width direction. As a result, the weight deviation in the vehicle body width direction can be reduced, the operability when riding can be improved, and the vehicle width at the center of the vehicle body sandwiched between the driver's legs can be narrowed, improving the comfort during riding it can. As a result, even when the driving force of the electric motor 10 is transmitted to the driving wheel (rear wheel 104) via the drive chain 106, it is possible to improve the operability and comfort when riding.

  In particular, in the drive unit 1 according to the present embodiment, the power transmission mechanism 30 includes an idle gear 61 that is disposed between the reduction gear mechanism 40 and the drive shaft 20 and transmits the rotation of the motor shaft 11. The idle gear 61 is disposed between the rotor 10b of the electric motor 10 and the main body 41 of the reduction gear mechanism 40 in the vehicle body width direction. As a result, the idle gear 61 can be disposed between the rotor 10b of the electric motor 10 and the main body 41 of the reduction gear mechanism 40 in the vehicle body width direction, thereby changing the arrangement of the output gear 42 of the reduction gear mechanism 40. Since the input gear 21 of the drive shaft 20 can be reduced in diameter, the dead space around the drive shaft 20 can be reduced, and the degree of freedom in layout can be improved. In addition, since the distance between the motor shaft 11 and the drive shaft 20 can be secured without increasing the diameter of the input gear 21 of the drive shaft 20, the gap between the drive shaft 20, the electric motor 10, and the power transmission mechanism 30 can be secured. Can be easily set, and the clearance of the sprocket 22 provided on the drive shaft 20 can be easily secured.

  Further, in the drive unit 1 according to the present embodiment, the shaft center of the idle gear shaft 62 is disposed on the front side and the lower side with respect to the shaft center of the motor shaft 11 in a side view, and the shaft of the drive shaft 20 The center is disposed on the rear side and the lower side with respect to the shaft center of the motor shaft 11. As a result, the mounting position of the electric motor 10 having a relatively large dimension in the vehicle body width direction can be arranged at a position farther from the vehicle body bottom than the position of the drive shaft 20 or the idle gear 61. Since the dimension in the width direction can be reduced, a large tiltable angle in the width direction of the vehicle body can be secured, and the operability when riding can be improved.

  In particular, in the drive unit 1 according to the present embodiment, the shaft center of the motor shaft 11 is disposed at a substantially central position between the shaft center of the idle gear shaft 62 and the shaft center of the drive shaft 20 in the longitudinal direction of the vehicle body. ing. Thus, the heavy electric motor 10 can be arranged near the center in the longitudinal direction of the vehicle body, and the idle gear 61 and the drive shaft 20 can be arranged in a well-balanced manner before and after the vehicle body of the electric motor 10. This makes it possible to further improve the operability when riding.

  Moreover, in the drive unit 1 according to the present embodiment, the interior angles of the triangle formed by the three central points of the motor shaft 11, the idle gear shaft 62, and the drive shaft 20 are all acute when viewed from the side. Has been placed. As a result, the three shafts including the motor shaft 11, the idle gear shaft 62, and the drive shaft 20 can be collectively arranged in the longitudinal direction of the vehicle body and the vertical direction of the vehicle body, so that the rotational moment when turning the vehicle body can be reduced and the operability when riding Can be further improved.

  In addition, this invention is not limited to the said embodiment, It can change and implement variously. In the above-described embodiment, the size, shape, and the like illustrated in the accompanying drawings are not limited to this, and can be appropriately changed within a range in which the effect of the present invention is exhibited. In addition, various modifications can be made without departing from the scope of the object of the present invention.

  For example, in the above-described embodiment, the shaft center of the idle gear shaft 62 is disposed on the front side and the lower side with respect to the shaft center of the motor shaft 11 in the side view, and the shaft center of the drive shaft 20 is the motor shaft. The case where it arrange | positions in the back side and the downward side with respect to 11 axial centers is demonstrated. However, the arrangement of the three axes of the motor shaft 11, the idle gear shaft 62, and the drive shaft 20 is not limited to this, and can be changed as appropriate. For example, as shown in FIGS. 4 and 5, the motor shaft 11, the idle gear shaft 62, and the drive shaft 20 may be changed to be arranged. 4 and 5 are schematic views of the drive unit 1 according to a modification of the present embodiment as viewed from the side of the vehicle body. Note that the positional relationship in the cross section passing through these three axes is the same as the positional relationship in the above embodiment (that is, the positional relationship shown in FIG. 3).

  In the drive unit 1 shown in FIG. 4, the idle gear 61 is arranged such that the axial center of the idle gear shaft 62 is located on the rear side with respect to the axial center of the motor shaft 11 in a side view. On the other hand, the shaft center of the drive shaft 20 is disposed between the shaft center of the motor shaft 11 and the shaft center of the idle gear shaft 62. In this case, since the drive shaft 20 is disposed between the motor shaft 11 and the idle gear shaft 62, the three shafts including the motor shaft 11, the idle gear shaft 62, and the drive shaft 20 are gathered in the longitudinal direction of the vehicle body. Therefore, it is possible to reduce the rotational moment when turning the vehicle body and to improve the operability when riding.

  In the drive unit 1 shown in FIG. 5, in the side view, the idle gear 61 is arranged such that the axis center of the idle gear shaft 62 is on the rear side with respect to the axis center of the motor shaft 11. On the other hand, the shaft center of the drive shaft 20 is disposed at the same position in the vehicle longitudinal direction as the shaft center of the motor shaft 11. In this case, since the idle gear shaft 62 and the drive shaft 20 are arranged so as to overlap in the vertical direction of the vehicle body, the three shafts including the motor shaft 11, the idle gear shaft 62 and the drive shaft 20 are arranged in the vehicle longitudinal direction. Since they can be arranged in an integrated manner, the rotational moment when turning the vehicle body can be reduced, and the operability when riding can be improved.

  Furthermore, in the above-described embodiment, the drive unit 1 that transmits the driving force of the electric motor 10 to the drive wheels by the drive chain 106 via the sprocket 22 provided on the drive shaft 20 as a transmission component is described. However, the configuration of the transmission component that transmits the driving force is not limited to this, and can be changed as appropriate. For example, the driving force of the electric motor 10 can be changed to a configuration in which a driving belt (belt) transmits the driving force to driving wheels via a pulley provided on the driving shaft 20. Even in such a change, the same effect as the above embodiment can be obtained.

  The drive unit for an electric vehicle according to the present invention is useful for an electric vehicle that transmits a driving force of an electric motor to a drive wheel via a chain or a belt.

DESCRIPTION OF SYMBOLS 100 Motorcycle 101 Body frame 104 Rear wheel 106 Drive chain 1 Drive unit 10 Electric motor 10a Stator 10b Rotor 11 Motor shaft 20 Drive shaft 21 Input gear 22 Sprocket 30 Power transmission mechanism 31 Rotating shaft 40 Reduction gear mechanism 41 Main body portion 42 Output Gear 50 Centrifugal clutch 60 Idle gear mechanism 61 Idle gear 62 Rotating shaft (idle gear shaft)

Claims (7)

A power transmission mechanism including an electric motor disposed in a substantially central portion in the longitudinal direction of the vehicle body, a reduction mechanism disposed on a side of the electric motor and coaxially with a motor shaft of the electric motor, and in a side view A drive unit for an electric vehicle comprising: a drive shaft disposed apart from the motor shaft and provided with a transmission component for receiving a rotational force from the power transmission mechanism and transmitting the rotational force to a drive wheel;
The output gear of the speed reduction mechanism is disposed between the main body portion of the electric motor and the main body portion of the speed reduction mechanism in the vehicle body width direction,
The input gear of the drive shaft and the transmission component are disposed between a vehicle body outer end of the main body of the electric motor and a vehicle body outer end of the power transmission mechanism in the vehicle width direction. Drive unit for electric vehicles. The power transmission mechanism is provided between the speed reduction mechanism and the drive shaft, and includes an idle gear that transmits the rotation of the motor shaft.
The drive unit for an electric vehicle according to claim 1, wherein the idle gear is disposed between a main body portion of the electric motor and a main body portion of the speed reduction mechanism in a vehicle body width direction.   The idle gear has a shaft center disposed on the front side and the lower side with respect to the shaft center of the motor shaft in a side view, and the drive shaft has a shaft center with respect to the shaft center of the motor shaft in a side view. The electric vehicle drive unit according to claim 2, wherein the drive unit is disposed rearward and downward.   4. The electric vehicle according to claim 3, wherein the shaft center of the motor shaft is disposed at a substantially central position between the shaft center of the idle gear shaft and the shaft center of the drive shaft in the longitudinal direction of the vehicle body. Drive unit.   The idle gear is arranged on the rear side with respect to the shaft center of the motor shaft in a side view, and the drive shaft has a shaft center of the motor shaft and the idle gear in a side view. The drive unit for an electric vehicle according to claim 2, wherein the drive unit is disposed between the shaft center.   The idle gear has a shaft center disposed rearward with respect to the shaft center of the motor shaft in a side view, and the drive shaft has a shaft center in the longitudinal direction of the idle gear with respect to the shaft center of the idle gear. The drive unit for an electric vehicle according to claim 2, wherein the drive unit is disposed at the same position.   3. The motor shaft, the idle gear shaft, and the drive shaft are arranged such that an inner angle of a triangle formed by a center point of the three axes is an acute angle in a side view. The drive unit for electric vehicles in any one of Claim 6 or 6.

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