JP6686987B2 - Electric vehicle drive - Google Patents

Description

  The present invention relates to an electric vehicle drive device.

  An electric vehicle such as an electric vehicle is equipped with a drive device that is driven by electric power from a battery. Among such drive devices, a drive device that directly drives a wheel is called an in-wheel motor. As a drive system of the in-wheel motor, there are a gear reduction system having a reduction mechanism and a direct drive system having no reduction mechanism. With a gear reduction type in-wheel motor, it is easy to output the necessary torque when the electric vehicle starts or climbs (when climbing a slope), but friction loss occurs in the reduction mechanism. On the other hand, in the direct drive type in-wheel motor, friction loss is prevented, but the output torque is relatively small. Therefore, for example, Patent Document 1 describes an in-wheel motor including a speed change mechanism.

JP, 2013-044424, A

  The in-wheel motor described in Patent Document 1 includes two motors and two planetary gear mechanisms. Therefore, the structure tends to be complicated and large, and the arrangement of the signal lines of the rotation angle detector that detects the rotation angle of the motor tends to be complicated. This may increase the noise generated in the output of the rotation angle detector. Therefore, there is a demand for an electric vehicle drive device that can reduce noise generated in the output of the rotation angle detector even though it has a speed change mechanism.

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

  In order to achieve the above object, an electric vehicle driving apparatus according to the present invention includes a cylindrical case having a partition wall inside, a first rotor core rotatable about a rotation axis, and a first rotor core rotating together with the first rotor core. A first motor including a detection member, a first rotation angle detector connected to the partition wall and facing the first detected member, and a first signal line connected to the first rotation angle detector. And a second rotor core rotatable about the rotation shaft and a second detected member rotating together with the second rotor core, the second rotor core being disposed on the opposite side of the first motor with the partition wall interposed therebetween. A motor, a second rotation angle detector connected to the partition wall and facing the second detected member, a second signal line connected to the second rotation angle detector, the first motor, and Linked to the second motor And a speed change mechanism capable of switching the reduction ratio, and when viewed from a direction along the rotation shaft, the root of the first signal line on the side of the first rotation angle detector and the rotation shaft are The first straight line passing through overlaps the root of the second signal line on the second rotation angle detector side and the second straight line passing through the rotation axis.

  As a result, the first rotation angle detector is fixed to one side of the partition wall, and the second rotation angle detector is fixed to the other side of the partition wall. Therefore, from the first rotation angle detector to the second rotation angle detector. The distance tends to be small. Further, since the first signal line and the second signal line are taken out in the same direction, the lengths of the first signal line and the second signal line tend to be short. Therefore, noise generated in the outputs of the first signal line and the second signal line is reduced. Therefore, the electric vehicle drive device can reduce the noise generated in the output of the rotation angle detector even though the electric vehicle drive device is provided with the transmission mechanism.

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

  Accordingly, even when the first rotation angle detector and the second rotation angle detector are the same device, the position of the fastening member that fixes the second rotation angle detector to the partition wall is such that the first rotation angle detector is located on the partition wall. It is displaced from the position of the fastening member to be fixed. Therefore, it is easy to fix the first rotation angle detector and the second rotation angle detector to the partition wall. Further, since the same device can be used for the first rotation angle detector and the second rotation angle detector, the cost during mass production can be reduced.

  As a desirable mode of the present invention, the speed change mechanism includes a sun gear shaft connected to the first motor, a first sun gear that rotates together with the sun gear shaft, a first pinion gear that meshes with the first sun gear, and the first sun gear. A first carrier that holds the first pinion gear so that the pinion gear can rotate about the axis and the first pinion gear can revolve around the first sun gear, and a clutch device that can restrict rotation of the first carrier The clutch device includes an inner ring connected to the first carrier, an outer ring connected to the partition wall, and a plurality of outer ring members protruding in the radial direction of the first motor and facing the partition wall. A flange portion, and the plurality of flange portions are arranged so as to be unevenly distributed in a part of a circumferential direction of the first motor, and the first rotation angle detector and the second rotation angle detector. At least one of the rolling angle detector, which is preferably disposed between the flange portion of the flange portion and the other end of the circumferential end.

  As a result, the outer ring is fixed to the partition wall by the plurality of flange portions. Further, as compared with the case where the collar portions are arranged at equal intervals over the entire circumference in the circumferential direction, at least one position of the first rotation angle detector and the second rotation angle detector is radially inward. Prone. This reduces the size of at least one of the first rotation angle detector and the second rotation angle detector. Therefore, the weight of the electric vehicle drive device is reduced.

  INDUSTRIAL APPLICABILITY The present invention can provide an electric vehicle drive device that can reduce the noise generated in the output of the rotation angle detector even though it has a speed change mechanism.

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

  Modes (embodiments) for carrying out the present invention will be described in detail with reference to the drawings. The present invention is not limited to the description of the embodiments below. The components described below include those that can be easily conceived by those skilled in the art and those that are substantially the same. Further, the constituent elements described below can be omitted, replaced, or modified without departing from the scope of the invention.

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

  The first motor 11 can output the first torque TA. The second motor 12 can output the second torque TB. The speed change mechanism 13 is connected to the first motor 11. As a result, when the first motor 11 operates, the first torque TA is transmitted (input) from the first motor 11 to the speed change mechanism 13. Further, the speed change mechanism 13 is connected to the second motor 12. As a result, when the second motor 12 operates, the second torque TB is transmitted (input) from the second motor 12 to the speed change mechanism 13. The operation of the motor here means that electric power is supplied to the first motor 11 or the second motor 12 to rotate the input / output shaft of the first motor 11 or the second motor 12.

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

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

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

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

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

  The first ring gear 24 meshes with the first pinion gear 22. The first ring gear 24 can rotate (rotate) around the rotation axis R. Further, the first ring gear 24 is connected to the second motor 12. When the second motor 12 operates, the second torque TB is transmitted from the second motor 12 to the first ring gear 24. As a result, when the second motor 12 operates, the first ring gear 24 rotates (rotates) around the rotation axis R.

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

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

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

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

  The second ring gear 34 meshes with the third pinion gear 32b. The second ring gear 34 can rotate (rotate) around the rotation axis R. The second ring gear 34 is connected to the speed change mechanism input / output shaft 15 of the speed change mechanism 13. As a result, when the second ring gear 34 rotates (rotates), the transmission mechanism input / output shaft 15 rotates.

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

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

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

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

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

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

  In the first shift state, the torque output by the first motor 11 is the first torque T1 and the torque output by the second motor 12 is the second torque T5. The first torque T1 output from the first motor 11 is input to the first sun gear 21 via the sun gear shaft 14. Then, the first torque T1 merges with the circulation torque T3 in the first sun gear 21 to become a combined torque T2. The combined torque T2 is output from the first sun gear 21. The circulation torque T3 is the torque transmitted from the first ring gear 24 to the first sun gear 21.

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

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

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

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

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

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

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

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

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

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

  In addition, when the electric vehicle drive device 10 attempts to make the angular velocity of the second ring gear 34 constant, the angular velocity of the first torque T7 output by the first motor 11 and the second torque output by the second motor 12 are set. It has a plurality of combinations with the angular velocity of T8. That is, for example, even if the angular velocity of the first torque T7 output by the first motor 11 changes, the angular velocity of the second torque T8 output by the second motor 12 changes, so that the angular velocity of the second ring gear 34 becomes constant. Maintained. Therefore, the electric vehicle drive device 10 can reduce the amount of change in the angular velocity of the second ring gear 34 when the first gear shift state is switched to the second gear shift state. As a result, the electric vehicle drive device 10 can reduce shift shock.

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

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

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

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

  FIG. 6 is an enlarged sectional view showing the first rotor holding member of FIG. The first rotor holding member 70 is a member that supports the first rotor core 113 so as to be rotatable about the rotation axis R. As shown in FIG. 5, the first rotor holding member 70 is supported by the case G3 via a bearing 51 and is also connected to the sun gear shaft 14. As shown in FIG. 6, the first rotor holding member 70 includes a first outer member 71, a first inner member 72, a first pin 73, and a first positioning ring 74.

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

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

  The first pin 73 is a member for facilitating transmission of torque between the first outer member 71 and the first inner member 72. The first pin 73 is arranged at a position straddling the first recess 71a and the first hole 72a. The first pin 73 is, for example, a columnar pin having a diameter substantially equal to the diameters of the first recess 71a and the first hole 72a. For example, the first inner member 72 is fixed to the first outer member 71 by press fitting. More specifically, the large pipe portion 722 is fixed to the inner peripheral surface of the inner pipe portion 712 by shrink fitting. As a result, a frictional force is generated between the outer peripheral surface of the large pipe portion 722 and the inner peripheral surface of the inner pipe portion 712, so that some torque is transmitted between the first outer member 71 and the first inner member 72. . However, since the inner pipe portion 712 is an aluminum alloy, it is difficult to increase the frictional force generated between the outer peripheral surface of the large pipe portion 722 and the inner peripheral surface of the inner pipe portion 712. Therefore, after the first inner member 72 is press-fitted into the first outer member 71, the first pin 73 is press-fitted from the first hole 72a toward the first recess 71a. As a result, torque is transmitted between the first outer member 71 and the first inner member 72 via the first pin 73. At this time, shearing force is generated in the first pin 73. By providing the first pin 73, the first outer member 71 and the first inner member 72 can be compared with the case where the first outer member 71 and the first inner member 72 are fixed only by press fitting. The torque can be transmitted more easily between them. Further, since the first recess 71a is located radially outward of the first hole 72a, the first pin 73 is prevented from falling off due to centrifugal force.

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

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

  The second rotor core 123 is provided inside the second stator core 121 in the radial direction. The second rotor core 123 is a tubular member. A plurality of the second magnets 124 are provided, for example, on the outer peripheral surface of the second rotor core 123. The second detected member 125 is used to detect the rotation angle of the second rotor core 123. The second detected member 125 is, for example, an annular member and rotates together with the second rotor core 123.

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

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

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

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

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

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

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

  More specifically, the outer ring 62 includes a plurality of flanges 69. The collar portion 69 projects radially from the outer ring 62 and faces the partition wall G11. For example, the plurality of flanges 69 are arranged along the circumferential direction. The collar portion 69 is fastened to the partition G11 by bolts or the like. Further, as shown in FIGS. 9 and 11, the distance C1 from the flange portion 69 at one end to the flange portion 69 at the other end in the circumferential direction is larger than the distance between the other flange portions 69. That is, the plurality of flanges 69 are arranged so as to be partially distributed in the circumferential direction. Accordingly, the weight of the clutch device 60 is reduced as compared with the case where the collar portions 69 are arranged at equal intervals over the entire circumference of the outer ring 62.

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

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

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

  As shown in FIGS. 8 to 11, the second rotation angle detector 92 has a strip shape along the circumferential direction, like the first rotation angle detector 91. As shown in FIGS. 10 and 11, the second rotation angle detector 92 is fixed to the partition G11 by fastening members 920 provided at both ends in the circumferential direction. The first surface 921 (front surface) of the second rotation angle detector 92 faces the second detected member 125, and the second surface 922 (back surface) of the second rotation angle detector 92 faces the partition G11. There is. Further, as shown in FIG. 9, the second rotation angle detector 92 is arranged along the outer ring 62 of the clutch device 60. As shown in FIGS. 9 and 11, the length C2 of the inner peripheral surface of the second rotation angle detector 92 in the circumferential direction is smaller than the distance C1 from the flange portion 691 to the flange portion 692. Accordingly, the second rotation angle detector 92 is arranged between the collar portion 691 and the collar portion 692. Therefore, the position of the second rotation angle detector 92 is likely to be inside in the radial direction. Therefore, it is easy to reduce the size of the second rotation angle detector 92.

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

  However, as shown in FIGS. 10 and 11, the first straight line L1 passing through the center of the root 931 does not have to overlap with the second straight line L2 passing through the center of the root 941. FIG. 14 is a schematic diagram showing an example of the position of the second signal line with respect to the position of the first signal line. As shown in FIG. 14, the first straight line L1 passing through the end of the root 931 may overlap with the second straight line L2 passing through the end of the root 941 when viewed in the axial direction. That is, as viewed in the axial direction, one of the plurality of first straight lines L1 may overlap with at least one of the plurality of second straight lines L2.

  Since the first rotation angle detector 91 and the second rotation angle detector 92 are arranged as described above, the second rotation angle detector 92 is displaced with respect to the first rotation angle detector 91 in the circumferential direction. . In other words, when viewed in the axial direction, part of the second rotation angle detector 92 overlaps the first rotation angle detector 91, and the other part of the second rotation angle detector 92 overlaps with the first rotation angle detector 91. Do not overlap. Therefore, the fastening member 920 is displaced with respect to the fastening member 910 in the circumferential direction, so that the interference between the fastening member 920 and the fastening member 910 is prevented.

  The first metal and the third metal do not necessarily have to be aluminum alloys, and may be other metals such as magnesium alloys. Further, the first metal and the third metal may be different metals from each other. The second metal and the fourth metal do not necessarily have to be carbon steel, but may be other metals such as alloy steel. Further, the second metal and the fourth metal may be metals different from each other.

  The shapes of the first recess 71a, the first hole 72a, the second recess 81a, and the second hole 82a do not necessarily have to be cylindrical, and may be prismatic, for example. Further, the first pin 73 does not necessarily have to be a columnar shape, and may have any shape as long as it fits into the first recess 71a and the first hole 72a. The second pin 83 does not necessarily have to have a cylindrical shape, and may have a shape that fits into the second recess 81a and the second hole 82a.

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

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

  As a result, the material of the first inner member 72 in contact with the sun gear shaft 14 is the second metal having a relatively large specific gravity, and therefore wear of the first inner member 72 is suppressed. On the other hand, since the material of the first outer member 71, which tends to have a larger volume than the first inner member 72, is the first metal having a relatively small specific gravity, an increase in the weight of the first rotor holding member 70 is suppressed. Therefore, the weight of the electric vehicle drive device 10 is reduced. Therefore, the electric vehicle drive device 10 includes the speed change mechanism 13 and can reduce the unsprung weight of the electric vehicle.

  Further, in the electric vehicle drive device 10, the first rotor holding member 70 includes the first recess 71 a provided in the first outer member 71 and the first hole 72 a provided in the first inner member 72 and overlapping with the first recess 71 a. And a first pin 73 arranged at a position straddling.

  This makes it easier to transmit torque between the first outer member 71 and the first inner member 72 as compared with the case where the first outer member 71 and the first inner member 72 are fixed only by press fitting. . Further, since the first recess 71a is located radially outward of the first hole 72a, the first pin 73 is prevented from falling off due to centrifugal force.

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

  As a result, the first rotor core 113 is positioned by the first positioning ring 74. Further, in the outer tube portion 711, the rigidity near the rib 714 becomes relatively high. Therefore, by disposing the first positioning ring 74 at a position closer to the rib 714 than the first rotor core 113, it is easy to increase the pressure input when the first positioning ring 74 is press-fitted into the outer pipe portion 711. Becomes Therefore, the first positioning ring 74 is prevented from falling off.

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

  As a result, the material of the second inner member 82 in contact with the first ring gear 24 is the fourth metal having a relatively large specific gravity, so that the wear of the second inner member 82 is suppressed. On the other hand, since the material of the second outer member 81, which tends to be larger in volume than the second inner member 82, is the third metal having a relatively small specific gravity, an increase in weight of the second rotor holding member 80 is suppressed. Therefore, the weight of the electric vehicle drive device 10 is reduced. Therefore, the electric vehicle drive device 10 includes the speed change mechanism 13 and can reduce the unsprung weight of the electric vehicle.

  Further, in the electric vehicle drive device 10, the second rotor holding member 80 includes the second recess 81a provided in the second outer member 81 and the second hole 82a provided in the second inner member 82 and overlapping with the second recess 81a. And a second pin 83 arranged at a position straddling.

  This makes it easier to transmit torque between the second outer member 81 and the second inner member 82 as compared with the case where the second outer member 81 and the second inner member 82 are fixed only by press fitting. . Moreover, since the second recess 81a is located radially outward of the second hole 82a, the second pin 83 is prevented from falling off due to centrifugal force.

  Further, in the electric vehicle drive device 10, the second rotor holding member 80 is fitted on the outer peripheral surface of the second outer member 81 at a position overlapping with the second inner member 82 in the radial direction of the second motor 12, and the second rotor core 123. And a second positioning ring 84 that contacts the.

  As a result, the second rotor ring 123 is positioned by the second positioning ring 84. Further, in the second outer member 81, the rigidity of the portion overlapping the second inner member 82 in the radial direction becomes relatively high. Therefore, by arranging the second positioning ring 84 in the radial direction so as to overlap with the second inner member 82, it is possible to increase the pressure input when the second positioning ring 84 is press-fitted into the second outer member 81. It will be easy. Therefore, the second positioning ring 84 is prevented from falling off.

  Further, the electric vehicle drive device 10 includes a case G1, a first motor 11, a first rotation angle detector 91, a first signal line 93, a second motor 12, and a second rotation angle detector 92. The second signal line 94 and the speed change mechanism 13 are provided. The case G1 is a tubular member having a partition G11 inside. The first motor 11 includes a first rotor core 113 that can rotate about a rotation axis R and a first detected member 115 that rotates together with the first rotor core 113. The first rotation angle detector 91 is connected to the partition G11 and faces the first detected member 115. The first signal line 93 is connected to the first rotation angle detector 91. The second motor 12 includes a second rotor core 123 that can rotate around the rotation axis R and a second detected member 125 that rotates together with the second rotor core 123. The second motor 12 is provided on the opposite side of the first motor 11 with the partition wall G11 interposed therebetween. It is arranged. The second rotation angle detector 92 is connected to the partition G11 and faces the second detected member 125. The second signal line 94 is connected to the second rotation angle detector 92. The speed change mechanism 13 is connected to the first motor 11 and the second motor 12 and can switch the speed reduction ratio. The first straight line L1 passing through the root 931 of the first signal line 93 on the first rotation angle detector 91 side and the rotation axis R when viewed from the axial direction is the second rotation angle detector 92 side of the second signal line 94. The base 941 and the second straight line L2 passing through the rotation axis R overlap.

  As a result, the first rotation angle detector 91 is fixed to one side of the partition G11, and the second rotation angle detector 92 is fixed to the other side of the partition G11. The distance to the angle detector 92 tends to be small. Further, since the first signal line 93 and the second signal line 94 are taken out in the same direction, the lengths of the first signal line 93 and the second signal line 94 tend to be short. Therefore, noise generated in the outputs of the first signal line 93 and the second signal line 94 is reduced. Therefore, the electric vehicle drive device 10 can reduce the noise generated in the output of the rotation angle detector even though it is provided with the speed change mechanism 13.

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

  Accordingly, even when the first rotation angle detector 91 and the second rotation angle detector 92 are the same device, the position of the fastening member 920 that fixes the second rotation angle detector 92 to the partition G11 is the first rotation angle. The position of the fastening member 910 that fixes the detector 91 to the partition G11 is displaced. Therefore, it is easy to fix the first rotation angle detector 91 and the second rotation angle detector 92 to the partition G11. Further, since the same device can be used for the first rotation angle detector 91 and the second rotation angle detector 92, the cost during mass production can be reduced.

  Further, in the electric vehicle drive device 10, the speed change mechanism 13 includes the sun gear shaft 14 connected to the first motor 11, the first sun gear 21 rotating with the sun gear shaft 14, and the first pinion gear 22 meshing with the first sun gear 21. A first carrier 23 that holds the first pinion gear 22 such that the first pinion gear 22 can rotate about its axis and the first pinion gear 22 can revolve around the first sun gear 21; And a clutch device 60 capable of restricting rotation. The clutch device 60 includes an inner ring 61 connected to the first carrier 23, an outer ring 62 connected to the partition G11, and a plurality of flanges 69 radially projecting from the outer ring 62 and facing the partition G11. The plurality of flanges 69 are arranged unevenly in a part in the circumferential direction. At least one of the first rotation angle detector 91 and the second rotation angle detector 92 is arranged between the flange portion 691 at one end and the flange portion 692 at the other end in the circumferential direction.

  As a result, the outer ring 62 is fixed to the partition G11 by the plurality of flanges 69. Further, as compared with the case where the collar portions 69 are arranged at equal intervals over the entire circumference in the circumferential direction, at least one of the first rotation angle detector 91 and the second rotation angle detector 92 has a radial position. It tends to be inside the direction. As a result, at least one of the first rotation angle detector 91 and the second rotation angle detector 92 is downsized. Therefore, the weight of the electric vehicle drive device 10 is reduced.

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

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

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

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

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

1 Control Device 10 Electric Vehicle Driving Device 11 First Motor 111 First Stator Core 112 First Coil 113 First Rotor Core 114 First Magnet 115 First Detected Member 12 Second Motor 121 Second Stator Core 122 Second Coil 123 Second Rotor Core 124 second magnet 125 second detected member 13 speed change mechanism 14 sun gear shaft 15 speed change mechanism input / output shaft 16 wheel input / output shaft 20 first planetary gear mechanism 21 first sun gear 22 first pinion gear 23 first carrier 24 first ring Gear 30 Second planetary gear mechanism 31 Second sun gear 32a Second pinion gear 32b Third pinion gear 33 Second carrier 34 Second ring gear 40 Reduction mechanism 41 Third sun gear 42 Fourth pinion gear 43 Third carrier 44 Third ring Gear 60 Clutch device 61 Inner ring 62 Outer Wheel 63 Roller 69, 691, 692 Collar portion 70, 70A First rotor holding member 71, 71A First outer member 711 Outer pipe portion 712, 712A Inner pipe portion 713 Connecting portion 714 Rib 715 Flange 71a First concave portion 71b First concave portion 72, 72A 1st inner member 721 Small tube part 722, 722A Large tube part 723 Flange 72a 1st hole 72b 1st convex part 73 1st pin 74 1st positioning ring 80 2nd rotor holding member 81 2nd outer member 811 Thick wall Part 812 Thin part 813 Flange 814 Protrusion 81a Second recess 82 Second inner member 821 Fitting part 822 Flange 82a Second hole 83 Second pin 84 Second positioning ring 91 First rotation angle detector 92 Second rotation angle detector 93 first signal line 931 root 94 second signal line 941 root G, G1, G2, G3 case G11 partition wall H Wheel L1 First straight line L2 Second straight line

Claims (3)

A cylindrical case with a partition inside,
A first motor having a first rotor core rotatable about a rotation axis and a first detected member rotating together with the first rotor core;
A first rotation angle detector connected to the partition wall and facing the first member to be detected;
A first signal line connected to the first rotation angle detector;
A second motor that includes a second rotor core that can rotate about the rotation axis and a second detected member that rotates together with the second rotor core, and that is disposed on the opposite side of the first motor with the partition wall interposed therebetween; ,
A second rotation angle detector connected to the partition wall and facing the second member to be detected;
A second signal line connected to the second rotation angle detector;
A transmission mechanism connected to the first motor and the second motor and capable of switching a reduction ratio;
Equipped with
The first straight line passing through the rotation axis and the root of the first signal line on the side of the first rotation angle detector when viewed from the direction along the rotation axis is the second rotation angle detection of the second signal line. It overlaps with the second straight line passing through the rotation axis and the root of the vessel side,
The first rotation angle detector is partially arranged in the circumferential direction of the first motor,
The connection position of the first signal line to the first rotation angle detector is deviated from the center of the outer peripheral surface of the first rotation angle detector in the circumferential direction,
The second rotation angle detector is partially arranged in the circumferential direction,
The connection position of the second signal line to the second rotation angle detector is such that the connection position of the first signal line is the first rotation angle from the center in the circumferential direction of the outer peripheral surface of the second rotation angle detector. An electric vehicle drive device, which is displaced in a direction opposite to a direction in which the outer peripheral surface of the detector is displaced from the center in the circumferential direction . The electric vehicle drive device according to claim 1, wherein a position of the second rotation angle detector is displaced from a position of the first rotation angle detector in the circumferential direction. The speed change mechanism is
A sun gear shaft connected to the first motor;
A first sun gear that rotates with the sun gear shaft;
A first pinion gear that meshes with the first sun gear;
A first carrier that holds the first pinion gear such that the first pinion gear can rotate about the axis and the first pinion gear can revolve around the first sun gear;
A clutch device capable of restricting rotation of the first carrier;
Equipped with
The clutch device is
An inner ring connected to the first carrier,
An outer ring connected to the partition wall,
A plurality of flange portions protruding from the outer ring in the radial direction of the first motor and facing the partition wall;
Equipped with
The plurality of collar portions are arranged unevenly in a part of the circumferential direction,
At least one of the said 1st rotation angle detector and the said 2nd rotation angle detector is arrange | positioned between the said collar part of the one end of the said circumferential direction, and the said collar part of the other end. The electric vehicle drive device described.

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