JP7324153B2 - vehicle - Google Patents

Description

The present invention relates to a vehicle including a motor as a drive source.

Some electric vehicles and hybrid electric vehicles include a front-wheel drive source that drives front wheels and a rear-wheel drive source that drives rear wheels (for example, Patent Document 1).

JP 2010-137806 A

For example, on mountain roads, the vehicle can be stably driven by driving both the front-wheel drive source and the rear-wheel drive source. On the other hand, in urban areas, in order to reduce the consumption of energy (fuel and electric power), the rear-wheel drive source is stopped and the vehicle is driven only by the front-wheel drive source. However, if the motor of the stopped rear-wheel-side drive source generates drag torque according to the rotation of the rear wheels, energy consumption cannot be suppressed appropriately.

SUMMARY OF THE INVENTION Accordingly, an object of the present invention is to provide a vehicle capable of appropriately suppressing energy consumption.

In order to solve the above problems, the vehicle of the present invention has a partition wall that separates the inside and outside of the vehicle, a first joint portion that is connected to the wheels is positioned outside the partition wall, and a second joint portion is positioned with respect to the partition wall. a magnetic coupling that is positioned inside the partition wall and that magnetically couples the first joint portion and the second joint portion with the partition interposed therebetween; and a motor provided in the

Further, the vehicle may have a rotating shaft coupling mechanism capable of releasing the coupling between the rotating shaft of the motor and the second joint portion.

Further, the vehicle may have a relative position changing mechanism capable of changing the relative position of the second joint with respect to the first joint.

Further, the vehicle may have a lift mechanism provided between the bottom surface of the partition wall and the motor and capable of moving the motor vertically with respect to the vehicle.

The vehicle also has a first electrode connected to the battery and exposed upward from the bottom surface of the partition wall, and a second electrode exposed downward from the bottom portion of the motor. and the second electrode may be electrically connected, and the first electrode and the second electrode may be disconnected in response to raising the lift mechanism.

ADVANTAGE OF THE INVENTION According to this invention, it becomes possible to suppress consumption of energy appropriately.

FIG. 1 is a schematic diagram showing the configuration of a vehicle according to the first embodiment. FIG. 2 is a schematic diagram showing the configuration of the vehicle when the motor is removed. FIG. 3 is a partially enlarged view illustrating the configuration around the rear wheel. FIG. 3A shows a plan view of the vehicle viewed from above the vehicle. FIG. 3B shows a perspective side view of the vehicle from the rear of the vehicle. FIG. 4 is an explanatory diagram for explaining the operation of removing the motor. FIG. 4A shows the first step of detachment. FIG. 4B shows the second step of detachment. FIG. 4C shows the third step of detachment. FIG. 5 is an explanatory diagram for explaining the operation of removing the motor in the vehicle of the second embodiment. FIG. 5A shows the motor before removal. FIG. 5B shows the time when the motor is removed. FIG. 6 is a schematic diagram illustrating the configuration of the magnetic coupling in the vehicle of the third embodiment. FIG. 6A shows a state in which the magnet couplings are magnetically coupled. FIG. 6B shows a state in which the magnetic coupling is released. FIG. 7 is a partially enlarged view of a vehicle according to a fourth embodiment having one motor for driving the rear wheels. FIG. 7A shows a plan view of the vehicle viewed from above the vehicle. FIG. 7B shows a perspective side view of the vehicle from the rear of the vehicle.

Embodiments of the present invention will be described in detail below with reference to the accompanying drawings. The dimensions, materials, and other specific numerical values shown in these embodiments are merely examples for facilitating understanding of the invention, and do not limit the invention unless otherwise specified. In the present specification and drawings, elements having substantially the same function and configuration are given the same reference numerals to omit redundant description, and elements that are not directly related to the present invention are omitted from the drawings. do.

(First embodiment)
FIG. 1 is a schematic diagram showing the configuration of a vehicle 1 according to the first embodiment. In FIG. 1 , the front, rear, left, and right directions of the vehicle 1 are illustrated by crossed arrows. Vehicle 1 includes engine 10 , motor 12 , front wheels 14 , reduction gear 16 , differential gear 18 , inverter 20 , battery 22 , motors 30 a and 30 b , rear wheels 32 , reduction gear 34 , inverter 36 and vehicle control unit 38 .

A vehicle 1 is a hybrid electric vehicle in which an engine 10 and a motor 12 can drive front wheels 14 in parallel. Henceforth, the engine 10 and the motor 12 may be called a main drive source. Also, the front wheels 14 driven by the main drive source may be called main drive wheels. The main drive source is not limited to the mode in which the engine 10 and the motor 12 are provided in parallel.

The engine 10 burns fuel such as gasoline to reciprocate a piston. The reciprocating motion of the piston is converted into rotary motion of the crankshaft through the connecting rod. The crankshaft is connected to the output shaft of engine 10 . The output shaft of engine 10 is connected to speed reducer 16 .

The motor 12 is, for example, a three-phase synchronous motor or an induction motor. A rotating shaft of the motor 12 is connected to a speed reducer 16 .

The speed reducer 16 is, for example, a continuously variable transmission. A primary side of the speed reducer 16 is connected to the output shaft of the engine 10 and the rotating shaft of the motor 12 . A secondary side of the reduction gear 16 is connected to a differential gear 18 . A differential gear 18 is connected to the left and right front wheels 14 . Torque output from the engine 10 and torque output from the motor 12 are transmitted to the front wheels 14 through the reduction gear 16 and the differential gear 18 .

The inverter 20 converts the DC power of the battery 22 into AC power and supplies the AC power to the motor 12 . The motor 12 consumes power supplied from the battery 22 through the inverter 20 to rotate the rotating shaft. Also, the motor 12 functions as a generator when the vehicle 1 is decelerated. The inverter 20 converts AC power generated by the motor 12 into DC power and regenerates it into the battery 22 .

Motors 30 a and 30 b are provided independently of engine 10 and motor 12 in vehicle 1 . The motor 30a drives the left rear wheel 32. As shown in FIG. The motor 30b drives the rear wheel 32 on the right side. Hereinafter, the motors 30a and 30b may be collectively referred to as the motor 30 in some cases. Also, the motor 30 may be called a sub-driving source. Also, the rear wheels 32 driven by the auxiliary drive source may be called auxiliary drive wheels. Also, the vehicle 1 may be referred to as an own vehicle.

The motor 30 is, for example, a three-phase synchronous motor or an induction motor. The rotating shaft of the left motor 30a is connected to the left speed reducer 34 . The rotating shaft of the motor 30b on the right side is connected to the reduction gear 34 on the right side.

The speed reducer 34 may be, for example, a gear mechanism or a continuously variable transmission. A reduction gear 34 connected to the left motor 30 a is connected to the left rear wheel 32 . Torque output from the left motor 30a is transmitted to the left rear wheel 32 through the speed reducer 34 . A speed reducer 34 connected to the right motor 30b is connected to the right rear wheel 32 . Torque output from the right motor 30b is transmitted to the right rear wheel 32 through the speed reducer 34 .

The inverter 36 converts the DC power of the battery 22 into AC power and supplies the AC power to the motor 30 . The motor 30 consumes power supplied from the battery 22 through the inverter 36 to rotate the rotating shaft. Also, the motor 30 functions as a generator when the vehicle 1 is decelerated. The inverter 36 converts the AC power generated by the motor 30 into DC power and regenerates it into the battery 22 .

The vehicle control unit 38 is composed of a semiconductor integrated circuit including a central processing unit (CPU), a ROM storing programs and the like, a RAM as a work area, and the like. Although detailed description is omitted, the vehicle control unit 38 controls the entire vehicle 1 such as driving, braking and turning of the vehicle 1 . For example, the vehicle control unit 38 controls the engine 10 and also controls the motor 12 through the inverter 20 . The vehicle control unit 38 also controls the motor 30 through the inverter 36 .

The vehicle control unit 38 can drive the engine 10 and the motor 12 as well as the motor 30 so that the vehicle 1 can run in four-wheel drive. In addition, the vehicle control unit 38 can drive the engine 10 and the motor 12 while stopping the motor 30 to allow the vehicle 1 to run in front wheel drive.

Here, when the vehicle 1 is driven by front-wheel drive, a drag torque corresponding to the rotation of the rear wheels 32 may be generated in the stopped motor 30 . When drag torque occurs, it may not be possible to appropriately reduce energy consumption.

Therefore, the vehicle 1 is configured such that the motor 30 that drives the rear wheels 32 can be removed and installed by the user (for example, the driver).

FIG. 2 is a schematic diagram showing the configuration of the vehicle 1 when the motor 30 is removed. In FIG. 2, the dashed square indicates that the motor 30 has been removed. As shown in FIG. 2 , the inverter 36 and the speed reducer 34 remain attached to the vehicle 1 even when the motor 30 is removed. Further, the vehicle control unit 38 stops controlling the inverter 36 while the motor 30 is removed. In other words, the vehicle control unit 38 controls only the main drive source side of the main drive source and the sub-drive source so that the vehicle 1 runs in front wheel drive.

FIG. 3 is a partially enlarged view illustrating the configuration around the rear wheel 32. As shown in FIG. FIG. 3A shows a plan view of the vehicle 1 viewed from above the vehicle 1. FIG. FIG. 3B shows a perspective side view of the vehicle 1 viewed from behind the vehicle 1. FIG. In FIG. 3A , the front, rear, left, and right directions of the vehicle 1 are illustrated by crossed arrows. In FIG. 3B, each of the up, down, left, and right directions of the vehicle 1 is illustrated by crossed arrows. Hereinafter, the vicinity of the rear wheels 32 of the vehicle 1 may be referred to as the rear portion of the vehicle 1 .

The body of the vehicle 1 is provided with a partition wall 40 that separates the inside and outside of the vehicle 1 . In the rear portion of the vehicle 1, for example, the partition wall 40 near the center in the left-right direction (width direction) protrudes rearward and downward compared to both the left and right sides. Specifically, in the rear portion of the vehicle 1, the partition wall 40 has left and right side surfaces 42 that intersect in the left-right direction, and a bottom surface 44 that intersects in the up-down direction. A space 46 is formed in the rear portion of the vehicle 1 by the left and right side surfaces 42 and the bottom surface 44 of the partition wall 40 . For example, a bumper 48 is provided behind the space 46 .

A trunk room 52 is formed above the space 46 by an inner wall 50 located inside the partition wall 40 . A through hole 56 is formed in the bottom surface 54 of the trunk room 52 to allow the interior of the trunk room 52 and the space 46 to communicate with each other. A lid portion 58 that closes the through hole 56 is detachably provided in the through hole 56 .

The rear wheel 32 and the speed reducer 34 are located outside (vehicle outside) with respect to the partition wall 40 . The left speed reducer 34 is positioned to the left of the left side surface 42 of the partition wall 40 . The left rear wheel 32 is positioned to the left of the left reduction gear 34 . The right speed reducer 34 is positioned to the right of the right side surface 42 of the partition wall 40 . The right rear wheel 32 is positioned to the right of the right reduction gear 34 . The speed reducer 34 is supported by the body of the vehicle 1 . Rear wheel 32 is connected to reduction gear 34 through drive shaft 60 .

Motor 30 is accommodated in space 46 formed by partition wall 40 . The motor 30 is arranged, for example, so that the rotating shaft 62 protruding from the motor 30 extends in the left-right direction. More specifically, the left motor 30 a has the rotating shaft 62 facing the left side surface 42 , and the right motor 30 b has the rotating shaft 62 facing the right side surface 42 . The motors 30a and 30b are arranged so that the rotating shafts 62 are on the same straight line.

A magnetic coupling 70 is provided between the motor 30 and the reduction gear 34 in the vehicle 1 . A magnetic coupling 70 is provided for each of the left motor 30a and the right motor 30b. The magnetic coupling 70 has a first joint portion 72 and a second joint portion 74 . The first joint portion 72 and the second joint portion 74 are formed in a disc shape.

The first joint portion 72 is located outside the vehicle 1 with respect to the partition wall 40 . The first joint portion 72 is arranged to face the side surface 42 of the partition wall 40 . A predetermined gap is formed between the first joint portion 72 and the side surface 42 of the partition wall 40 . The first joint portion 72 is connected to the reduction gear 34 . That is, the first joint portion 72 is connected to the rear wheel 32 (wheel) through the reduction gear 34 .

The second joint portion 74 is located inside the vehicle 1 with respect to the partition wall 40 . The second joint portion 74 is arranged to face the side surface 42 of the partition wall 40 . A predetermined gap is formed between the second joint portion 74 and the side surface 42 of the partition wall 40 . The first joint portion 72 and the second joint portion 74 face each other such that their central axes are aligned. That is, the first joint portion 72 and the second joint portion 74 are provided with the partition wall 40 interposed therebetween. The second joint portion 74 is connected to the rotating shaft 62 of the motor 30 .

A permanent magnet is provided on the surface of the first joint portion 72 on the second joint portion 74 side. A permanent magnet is also provided on the surface of the second joint portion 74 on the side of the first joint portion 72 . The permanent magnets are provided so that N poles and S poles are alternately arranged in the circumferential direction of the first joint portion 72 and the second joint portion 74 . The north pole of the first joint portion 72 is magnetically coupled to the south pole of the second joint portion 74, and the south pole of the first joint portion 72 is magnetically coupled to the north pole of the second joint portion 74. . That is, the first joint portion 72 and the second joint portion 74 are magnetically coupled without contact. Therefore, the first joint portion 72 can rotate in synchronization with the second joint portion 74 . Torque output from the motor 30 is transmitted to the speed reducer 34 and the rear wheel 32 through the magnet coupling 70 . An electromagnet may be provided instead of the permanent magnet.

A portion sandwiched by the magnet coupling 70 on the side surface 42 of the partition wall 40 is made of, for example, a non-magnetic material, and more specifically, made of synthetic resin. Therefore, the side surfaces 42 of the partition 40 do not interfere with magnetic coupling in the magnetic coupling 70 . Note that the portion sandwiched by the magnetic coupling 70 is not limited to being made of synthetic resin, and may be made of, for example, stainless steel.

The vehicle 1 is provided with a rotating shaft coupling mechanism 76 . The rotating shaft connecting mechanism 76 can connect the rotating shaft 62 of the motor 30 and the second joint portion 74 . Further, the rotating shaft coupling mechanism 76 can release the coupling between the rotating shaft 62 of the motor 30 and the second joint portion 74 . For example, a spline, which is a groove extending in the axial direction, is formed on the outer peripheral surface of the tip of the rotating shaft 62 . A key groove that engages with the spline of the rotating shaft 62 is formed on the surface of the second joint portion 74 opposite to the first joint portion 72 .

The rotating shaft coupling mechanism 76 can move the relative position of the tip of the rotating shaft 62 with respect to the motor 30 by hydraulic pressure, electromagnetic force, or the like. For example, the rotating shaft 62 is axially slidably coupled to the rotor of the motor 30 . The rotating shaft coupling mechanism 76 can slide the rotating shaft 62 in the axial direction by hydraulic pressure, electromagnetic force, or the like. The rotary shaft coupling mechanism 76 slides the rotary shaft 62 in a direction in which the amount of protrusion with respect to the motor 30 increases, and inserts the splines of the rotary shaft 62 into the key grooves of the second joint portion 74 to connect the rotary shaft 62 and the second joint. 74 is connected. In addition, the rotating shaft coupling mechanism 76 slides the rotating shaft 62 in a direction in which the amount of protrusion with respect to the motor 30 decreases, and extracts the spline of the rotating shaft 62 from the key groove of the second joint portion 74 . 2 Release the connection with the joint portion 74 . The rotating shaft coupling mechanism 76 may, for example, connect and release the rotating shaft 62 according to a switch operation.

The rotating shaft coupling mechanism 76 is not limited to a configuration in which the rotating shaft 62 slides in the axial direction, and may be configured to extend and shorten the rotating shaft 62 in the axial direction by hydraulic pressure, electromagnetic force, or the like. For example, the rotating shaft 62 is composed of a cylinder connected to the rotor and a plunger inserted into and projected from the cylinder. In addition, the cylinder and the plunger are integrally rotatable around the axis by, for example, engagement of a key and a key groove. The rotary shaft coupling mechanism 76 projects the plunger with respect to the cylinder and couples the tip of the plunger to the second joint portion 74 . Further, the rotating shaft coupling mechanism 76 accommodates the plunger in the cylinder to release the coupling between the plunger and the second joint portion 74 . In this way, the rotating shaft 62 may be axially extended and shortened by protruding and inserting the plunger into and out of the cylinder.

A lift mechanism 78 is provided between the bottom surface 44 of the partition wall 40 and the motor 30 . The lift mechanism 78 is, for example, a hydraulic jack, an electric jack, or the like. The lift mechanism 78 can vertically move the motor 30 mounted on the lift mechanism 78 with respect to the own vehicle. When the motor 30 is positioned at the lowest position by the lift mechanism 78 , the rotation shaft 62 can be connected to the second joint portion 74 .

A first electrode 80 connected to the battery 22 via the inverter 36 is provided on the bottom surface 44 of the partition wall 40 . The first electrodes 80 are provided for three phases (U phase V phase W phase). The first electrode 80 is insulated from the bottom surface 44 of the partition wall 40 . The first electrode 80 protrudes upward from the bottom surface 44 of the partition wall 40 and is exposed upward.

A second electrode 82 is provided at the bottom of the motor 30 . The second electrodes 82 are provided for three phases (U phase V phase W phase). The second electrode 82 is exposed downward from the bottom of the motor 30 .

The first electrode 80 and the second electrode 82 are electrically connected to each other as the lift mechanism 78 is lowered. That is, when the motor 30 is positioned at the lowest position by the lift mechanism 78 , the first electrode 80 and the second electrode 82 are electrically connected, and the battery 22 is discharged through the first electrode 80 and the second electrode 82 . Electric power can be supplied to the motor 30 . Also, the electrical connection between the first electrode 80 and the second electrode 82 is released as the lift mechanism 78 is lifted.

Note that the first electrode 80 and the second electrode 82 are not limited to three-phase electrodes. For example, an electrode for a neutral point may be provided, or an electrode connected to a current sensor or the like may be provided.

Although not shown, rails may be previously accommodated in the space 46 or the trunk room 52 in which the motor 30 is accommodated. As will be described later, the rail is horizontally connected to the lift mechanism 78 when the motor 30 is removed. The rail functions as a horizontal guide mechanism that guides horizontal movement of the motor 30 . Note that the rail may be housed in the lift mechanism and configured to be horizontally extendable and retractable from the lift mechanism 78 .

4A and 4B are explanatory diagrams for explaining the removal operation of the motor 30. FIG. FIG. 4A shows the first step of detachment. FIG. 4B shows the second step of detachment. FIG. 4C shows the third step of detachment. In FIG. 4A , the front, rear, left, and right directions of the vehicle 1 are illustrated by crossed arrows. In FIG. 4B, each of the up, down, left, and right directions of the vehicle 1 is illustrated by crossed arrows. In FIG. 4C, each direction of up, down, front and back is illustrated by crossed arrows. 4A to 4C illustrate the left motor 30a as a representative of the two motors 30. FIG.

First, in preparation for removing the motor 30, the user stops the vehicle 1 and applies the side brake to prevent the rear wheels 32 from rotating. Then, the user opens the hatch of the trunk room 52 and removes the lid portion 58 inside the trunk room 52 . Thereby, the motor 30 is exposed upward through the through hole 56 .

Next, the user operates the switch of the rotating shaft coupling mechanism 76 to shorten the rotating shaft 62 in the axial direction and release the coupling with the second joint portion 74 as indicated by the white arrow A1 in FIG. 4A ( first step). The second joint portion 74 from which the rotating shaft 62 is removed may be supported by the partition wall 40 or the like.

Next, the user operates the lift mechanism 78 to move the motor 30 upward as indicated by the outline arrow A2 in FIG. 4B (second step). Thereby, the motor 30 is moved from the space 46 to the trunk room 52 . At this time, the first electrode 80 and the second electrode 82 are separated from each other as the motor 30 rises, and the electrical connection of the motor 30 is released.

Next, the user takes out the rails 84 previously stored in the space 46 or trunk room 52 . Next, the user connects the rail 84 to the top plate 86 so that the rail 84 extends from the top plate 86 of the lift mechanism 78 to the rear of the vehicle 1 . The tip of the rail 84 is connected to, for example, a storage stand for the motor 30 in a garage. Then, the user horizontally moves the motor 30 to the rear of the vehicle 1 along the rail 84 as indicated by the white arrow A3 in FIG. 4C (third step). As a result, the motor 30 is taken out of the trunk room 52 and placed on a storage stand or the like.

After movement of motor 30, rail 84 is removed from lift mechanism 78 and storage platform. The removed rail 84 may be accommodated, for example, in the space 46 or the trunk room 52, or may be stored in a garage or the like. Note that the lift mechanism 78 may be lowered to close the lid portion 58 of the trunk room 52 after the motor 30 is removed.

Also, when attaching the motor 30, the user may perform the attachment in the reverse order of the removal. Specifically, the user moves the motor 30 along the rails 84 from the storage table onto the top plate 86 of the lift mechanism 78 (the reverse of the third step). The user then operates the lift mechanism 78 to move the motor 30 downward (reverse of the second step). When the motor 30 is moved to the lowest position, the first electrode 80 and the second electrode 82 are electrically connected. Next, the user operates the switch of the rotary shaft coupling mechanism 76 to extend the rotary shaft 62 and couple it to the second joint portion 74 (reverse to the first step).

As described above, in the vehicle 1 of the first embodiment, the motor 30 is detachably provided inside the vehicle 1 with respect to the partition wall 40 . For this reason, for example, the motor 30 is removed during normal driving in urban areas, and the motor 30 is attached in advance when the vehicle is scheduled to be driven on a mountain road for an event such as an excursion. The user can freely attach and detach the motor 30 according to the condition.

When the motor 30 is removed, the vehicle 1 is front wheel drive with the main drive source. In this case, even if the rear wheels 32 rotate as the vehicle travels, no drag torque is generated because the motor 30 is removed. Therefore, in the vehicle 1 of the first embodiment, energy consumption can be appropriately suppressed.

Further, in the vehicle 1 of the first embodiment, the weight of the vehicle 1 can be reduced by the weight of the motor 30 by removing the motor 30 . When the weight of the vehicle 1 is reduced, the energy for driving the vehicle 1 can be reduced.

Further, in the vehicle 1 of the first embodiment, the motor 30 can be attached and detached via the trunk room 52 without jacking up the entire vehicle 1 . Therefore, in the vehicle 1 of the first embodiment, equipment for attaching and detaching the motor 30 can be simplified, and the user can attach and detach the motor 30 by himself/herself without requesting a mechanic.

Also, in the vehicle 1 of the first embodiment, the motor 30 is connected to the rear wheel 32 via the magnetic coupling 70 . Therefore, in the vehicle 1 of the first embodiment, the torque output from the motor 30 can be appropriately transmitted to the rear wheels 32 even if the motor 30 is arranged inside the partition wall 40 .

In addition, in the vehicle 1 of the first embodiment, by arranging the motor 30 inside the partition wall 40, it is possible to suppress, for example, gravel, dust, etc. from entering the motor 30, thereby improving the reliability of the motor 30. can be improved.

Further, the vehicle 1 of the first embodiment can be driven by four-wheel drive by attaching the motor 30 . Therefore, in the vehicle 1 of the first embodiment, it is possible to travel stably on a mountain road or the like, which requires a driving force, compared to a mode in which a driving source for the rear wheels 32 is not originally provided.

In the first embodiment, the motor 30 is taken out of the vehicle 1 after the connection between the rotary shaft 62 and the second joint portion 74 is released. However, the rotary shaft 62 and the motor 30 that have been disconnected from the second joint portion 74 may be housed inside the vehicle 1 . This is because the drag torque in the motor 30 can be suppressed by disconnecting at least the second joint portion 74 and the rotating shaft 62 .

(Second embodiment)
In the first embodiment, the motor 30 can be removed by disconnecting the rotation shaft 62 and the second joint portion 74 . On the other hand, in the second embodiment, the rotating shaft 62 is connected to the second joint portion 74, and the motor 30 can be removed by changing the relative position of the second joint portion 74 with respect to the first joint portion 72. and

FIG. 5 is an explanatory diagram illustrating the operation of removing the motor 30 from the vehicle 100 of the second embodiment. FIG. 5A shows the motor 30 before removal. FIG. 5B shows the time when the motor 30 is removed. 5A and 5B, the front, rear, left, and right directions of the vehicle 100 are illustrated by crossed arrows.

As shown in FIG. 5A, a relative position changing mechanism 110 is provided in the vehicle 100 of the second embodiment. The relative position changing mechanism 110 is provided, for example, between the motor 30 and the second joint portion 74 . The relative position changing mechanism 110 is specifically a hydraulic jack, an electric jack, or the like. The relative position changing mechanism 110 can move the second joint portion 74 in the axial direction of the rotating shaft 62 . That is, the relative position changing mechanism 110 can change the distance between the first joint portion 72 and the second joint portion 74 . Further, the relative position changing mechanism 110 may cause the rotating shaft 62 to slide in the axial direction in the same manner as the rotating shaft connecting mechanism 76 as the second joint portion 74 moves, or may rotate the rotating shaft 62 as an axis. It may be lengthened or shortened in any direction.

When removing the motor 30, the user operates the relative position changing mechanism 110 to move the second joint portion 74 toward the motor 30 as indicated by the outlined arrow A10 in FIG. 5B. As a result, the distance between the first joint portion 72 and the second joint portion 74 is widened, and the magnetic force acting on the second joint portion 74 is weakened. Then, the user raises the motor 30 by the lift mechanism 78 and takes it out. In the second embodiment, the second joint part 74 is also removed together with the motor 30 .

When attaching the motor 30 , the user positions the motor 30 at the lowest position by the lift mechanism 78 and then operates the relative position changing mechanism 110 to move the second joint portion 74 toward the first joint portion 72 . As a result, the distance between the first joint portion 72 and the second joint portion 74 becomes a predetermined value, and the first joint portion 72 and the second joint portion 74 are coupled with a predetermined magnetic force.

Thus, in the second embodiment, like the first embodiment, the generation of drag torque can be avoided by removing the motor 30, and energy consumption can be appropriately suppressed.

Note that, in the second embodiment, the motor 30 is taken out of the vehicle 100 after the second joint portion 74 is moved to the motor 30 side. However, the motor 30 may be continuously accommodated in the vehicle 100 while the second joint portion 74 is moved toward the motor 30 . This is because the magnetic force acting on at least the second joint portion 74 is weakened, so that the transmission of the rotation of the rear wheel 32 through the magnetic coupling 70 is reduced, and the drag torque in the motor 30 can be suppressed.

Further, in the second embodiment, the relative position of the second joint portion 74 with respect to the first joint portion 72 is changed in the axial direction of the rotating shaft 62 . However, the relative position changing mechanism 110 is not limited to changing the second joint portion 74 in the axial direction of the rotating shaft 62 . For example, the relative position changing mechanism 110 moves the second joint portion 74 relative to the first joint portion 72 in a direction perpendicular to the rotation shaft 62 (for example, the longitudinal direction of the vehicle 100). You may change the relative position of In this case, the relative position changing mechanism 110 may move the second joint portion 74, the rotating shaft 62, the motor 30 and the lift mechanism 78 integrally.

(Third Embodiment)
In the first embodiment and the second embodiment, the first joint portion 72 and the second joint portion 74 are disk-shaped. However, the first joint portion 72 and the second joint portion 74 are not limited to the disk shape.

FIG. 6 is a schematic diagram illustrating the configuration of the magnetic coupling 270 in the vehicle 200 of the third embodiment. FIG. 6A shows a state in which the magnet coupling 270 is magnetically coupled. FIG. 6B shows a state in which the magnetic coupling 270 is released. In FIGS. 6A and 6B, the front, rear, left, and right directions of vehicle 200 are illustrated by crossed arrows.

The magnetic coupling 270 includes a cylindrical first joint portion 272 and a cylindrical second joint portion 274 . The first joint portion 272 is connected to the reduction gear 34 . The second joint portion 274 is connected to the rotating shaft 62 of the motor 30 . The inner diameter of the second joint portion 274 is larger than the outer diameter of the first joint portion 272 . Permanent magnets 276 are provided on the outer peripheral surface of the first joint portion 272 and the inner peripheral surface of the second joint portion 274, respectively. An electromagnet may be provided instead of the permanent magnet 276 .

In the vehicle 200 of the third embodiment, a cylindrical depression 278 that is depressed toward the motor 30 is formed in the side surface 42 of the partition wall 40 . The first joint portion 272 is housed within the recessed portion 278 . The second joint portion 274 can accommodate the recessed portion 278 and the first joint portion 272 therein. A predetermined gap is provided between the first joint portion 272 and the partition wall 40 and between the second joint portion 274 and the partition wall 40 . When the first joint portion 272 is accommodated in the second joint portion 274 , the permanent magnets 276 of the first joint portion 272 and the permanent magnets 276 of the second joint portion 274 are arranged to face each other. It is magnetically coupled with the second joint portion 274 . Therefore, the first joint portion 272 is rotated in synchronization with the second joint portion 274 while being accommodated in the second joint portion 274 .

A relative position changing mechanism 110 of the third embodiment is provided between the motor 30 and the second joint portion 274 . The relative position changing mechanism 110 can move the second joint portion 274 in the axial direction of the rotating shaft 62, as in the second embodiment.

When removing the motor 30, the user operates the relative position changing mechanism 110 to move the second joint portion 274 toward the motor 30 as indicated by the outline arrow A20 in FIG. 6B. Then, the first joint portion 272 is relatively moved outside the second joint portion 274, and the magnetic force acting on the second joint portion 274 is weakened. Accordingly, the motor 30 can be removed in the same manner as in the second embodiment.

Thus, in the third embodiment, like the first and second embodiments, the generation of drag torque can be avoided by removing the motor 30, and energy consumption can be appropriately suppressed.

Further, in the third embodiment, the permanent magnet 276 of the first joint portion 272 and the permanent magnet 276 of the second joint portion 274 are arranged to face each other in the radial direction of the rotating shaft 62 . Therefore, in the magnetic coupling 270 of the third embodiment, even if the axial separation distance of the second joint portion 274 from the first joint portion 272 is shorter than that of the disk-shaped magnetic coupling 70, the second joint portion 274 can weaken the magnetic force acting on As a result, in the third embodiment, the space 46 in which the motor 30 is housed can be narrowed.

(Fourth embodiment)
In the first to third embodiments, the motor 30a that drives the left rear wheel 32 and the motor 30b that drives the right rear wheel 32 are provided. However, the number of motors 30 that drive the rear wheels 32 may be one.

FIG. 7 is a partially enlarged view of a vehicle 300 according to the fourth embodiment having one motor 30 for driving the rear wheels 32. As shown in FIG. 7A is a plan view of the vehicle 300 viewed from above the vehicle 300. FIG. FIG. 7B shows a perspective side view of vehicle 300 from behind vehicle 300 . In FIG. 7A, the front, rear, left, and right directions of the vehicle 300 are illustrated by crossed arrows. In FIG. 7B , the up, down, left, and right directions of the vehicle 300 are illustrated by crossed arrows.

In the vehicle 300 of the fourth embodiment, for example, the motor 30, the speed reducer 310 and the differential gear 312 are accommodated in the space 46 inside the partition wall 40. As shown in FIG. A rotating shaft 62 of the motor 30 is connected to a speed reducer 310 . Reduction gear 310 is connected to differential gear 312 . The differential gear 312 is connected to the second joint portions 74 of the left and right magnetic couplings 70 through side shafts 314 . A first joint portion 72 of the magnetic coupling 70 is connected to the rear wheel 32 through the drive shaft 60 .

The rotating shaft connecting mechanism 376 of the fourth embodiment can connect the rotating shaft 62 of the motor 30 and the speed reducer 310 . Further, the rotating shaft coupling mechanism 376 can release the coupling between the rotating shaft 62 of the motor 30 and the speed reducer 310 . The rotary shaft coupling mechanism 376 connects and disconnects the rotary shaft 62 and the speed reducer 310 by, for example, inserting and removing the spline of the rotary shaft 62 from a key groove formed in the gear of the speed reducer 310 in response to a switch operation. Disconnect the connection. In other words, the rotating shaft coupling mechanism 376 can release the coupling between the second joint portion 74 and the rotating shaft 62 via the reduction gear 310 , the differential gear 312 and the side shaft 314 .

A lift mechanism 78 is provided between the bottom surface 44 of the partition wall 40 and the motor 30 . The lift mechanism 78 can vertically move the motor 30 mounted on the lift mechanism 78 with respect to the own vehicle. When the motor 30 is positioned at the lowest position by the lift mechanism 78 , the rotation shaft 62 can be connected to the speed reducer 310 .

When removing the motor 30, the user releases the connection between the rotary shaft 62 and the speed reducer 310, moves the motor 30 upward by the lift mechanism 78, and removes it through the trunk room 52, as in the first embodiment.

As described above, in the fourth embodiment, like the first embodiment, by removing the motor 30, the generation of drag torque can be avoided, and energy consumption can be appropriately suppressed.

Although the embodiments of the present invention have been described above with reference to the accompanying drawings, it goes without saying that the present invention is not limited to such embodiments. It is obvious that a person skilled in the art can conceive of various modifications or modifications within the scope of the claims, and it should be understood that these also belong to the technical scope of the present invention. be done.

For example, in each embodiment, the main drive source drives the front wheels 14 and the motor 30 as the sub drive source drives the rear wheels 32 . However, the main drive source may drive the rear wheels 32 and the auxiliary drive source may drive the front wheels 14 . In this case, when the auxiliary drive source is removed, the rear wheels are driven by the main drive source. In this case, a space 46 in which the motor 30 is accommodated is formed by the partition wall 40 in front of the driver's seat. Motor 30 may be removable, for example, through the bonnet in front of the driver's seat.

Also, features of each embodiment and modifications may be combined. For example, the magnetic coupling 270 of the third embodiment may be applied to the vehicle 1 of the first embodiment or the vehicle 300 of the fourth embodiment.

INDUSTRIAL APPLICABILITY The present invention can be used for vehicles including a motor as a drive source.

1, 100, 200, 300 Vehicle 22 Battery 30, 30a, 30b Motor 40 Partition 44 Bottom 62 Rotating shaft 70, 270 Magnet coupling 72, 272 First joint 74, 274 Second joint 76, 376 Rotating shaft coupling mechanism 78 lift mechanism 80 first electrode 82 second electrode 110 relative position changing mechanism

Claims (5)

a bulkhead that separates the inside and outside of the vehicle;
A first joint portion connected to the wheel is positioned outside the partition wall, a second joint portion is positioned inside the partition wall, and the first joint portion and the second joint portion are positioned inside the partition wall. a magnetic coupling that is magnetically coupled with
a motor connected to the second joint portion and detachably provided inside the partition wall;
vehicle equipped with 2. The vehicle according to claim 1, further comprising a rotary shaft coupling mechanism capable of releasing the coupling between the rotary shaft of the motor and the second joint portion. 3. The vehicle according to claim 1, further comprising a relative position changing mechanism capable of changing the relative position of said second joint portion with respect to said first joint portion. 4. The vehicle according to any one of claims 1 to 3, further comprising a lift mechanism provided between the bottom surface of the partition wall and the motor and capable of moving the motor vertically with respect to the vehicle. a first electrode connected to the battery and exposed upward from the bottom surface of the partition wall;
a second electrode exposed downward from the bottom of the motor;
5. The first electrode and the second electrode are electrically connected as the lift mechanism descends, and the first electrode and the second electrode are disconnected as the lift mechanism ascends. vehicle described in

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