KR102131639B1 - Driving apparatus for electric vehicle - Google Patents

Abstract

The present invention relates to an electric vehicle driving device. In an electric vehicle driving apparatus according to the spirit of the present invention, a driving motor, power of the driving motor is transmitted, and a planetary gear unit disposed on one side of the driving motor, power is transmitted from the planetary gear unit, and the driving motor It includes a differential gear unit disposed on the inner side and a parking unit disposed on one side of the planetary gear unit to constrain the planetary gear unit. Further, the parking unit includes a parking motor and a parking shaft that is moved by the parking motor and constrains the planetary gear unit.

Description

Electric vehicle driving device {Driving apparatus for electric vehicle}

The present invention relates to an electric vehicle driving device.

Recently, the development of electric vehicles using electric power as a power source has been activated by replacing automobiles using oil as a power source causing pollution. In addition, hybrid vehicles using oil and electricity as power sources are also being developed. At this time, the hybrid vehicle may be classified as one type of electric vehicle. Accordingly, it can be understood that the hybrid vehicle is included in the electric vehicle.

The electric vehicle includes a battery for supplying electric power and a driving device operated by the battery to rotate the axle. The driving device includes a driving motor that generates power through power supplied from the battery, and a gearbox that connects the driving motor and the axle. The gearbox can be understood as a device for deceleration or shifting. In detail, the power generated by the drive motor is transmitted to a gearbox, and the power transmitted from the gearbox is decelerated or shifted and transmitted to the axle.

In connection with such an electric vehicle driving device, the following prior literature has been published.

1. Registered Patent: No. 10-0878618 (Announcement date: January 15, 2009)

2. Name of invention: Parking device for reducer of electric vehicle

The preceding document discloses a parking device provided in an electric vehicle. The parking device is provided with a structure that is inserted into any one of the driving devices and fixed.

At this time, the parking device is provided with a very complex structure, and there is a problem in that feasibility and assembling property are poor. In addition, as the parking device occupies a relatively large installation space, there is a problem that the volume of the driving device is increased.

The present invention has been proposed to solve this problem, and an object of the present invention is to provide an electric vehicle driving apparatus equipped with a parking unit provided with a simple structure.

In particular, it is an object of the present invention to provide an electric vehicle driving device capable of using a relatively low-capacity parking motor, as the parking unit is coupled to a planetary gear unit that is a first-stage reduction gear portion.

In an electric vehicle driving apparatus according to the spirit of the present invention, a driving motor, power of the driving motor is transmitted, and a planetary gear unit disposed on one side of the driving motor, power is transmitted from the planetary gear unit, and the driving motor It includes a differential gear unit disposed on the inner side and a parking unit disposed on one side of the planetary gear unit to constrain the planetary gear unit.

In addition, the parking unit includes a parking motor and a parking shaft that is moved by the parking motor and constrains the planetary gear unit.

In addition, the planetary gear unit includes a planetary gear and a carrier connecting the planetary gear and the differential gear unit.

At this time, the parking shaft can be coupled to the carrier to constrain the rotation of the carrier.

According to the present invention according to the above-described solution, there is an advantage that a parking unit for constraining a drive motor and a gear box can be provided with a simple structure.

In particular, as the parking unit is coupled to the planetary gear unit, which is a portion of the first-speed reducer, there is an advantage that the driving motor and the gearbox can be constrained by using a relatively low-capacity parking motor.

In addition, there is an advantage that the parking unit is provided with a simple structure to reduce the size of the driving device as a whole. Accordingly, it is possible to secure a wider installation space of the battery in the same installation space, and has the advantage of increasing the efficiency of the electric vehicle.

1 and 2 are views schematically showing an electric vehicle driving apparatus according to an embodiment of the present invention.
3 is a view showing the appearance of an electric vehicle driving apparatus according to an embodiment of the present invention.
4 is a cross-sectional view taken along line IV-IV' of FIG. 3.
5 is a view showing a carrier of the electric vehicle driving apparatus according to the first embodiment of the present invention.
6 is a view showing a carrier of the electric vehicle driving apparatus according to the second embodiment of the present invention.
7 is a view showing a carrier of an electric vehicle driving apparatus according to a third embodiment of the present invention.
8 is a view showing the operation of a part of the carrier and the parking unit shown in FIG.
9 is a view showing a carrier of an electric vehicle driving apparatus according to a fourth embodiment of the present invention.
10 is a view showing the operation of a part of the carrier and the parking unit shown in FIG.

Hereinafter, some embodiments of the present invention will be described in detail through exemplary drawings. It should be noted that in adding reference numerals to the components of each drawing, the same components have the same reference numerals as possible even though they are displayed on different drawings. In addition, in describing embodiments of the present invention, when it is determined that detailed descriptions of related well-known configurations or functions interfere with understanding of the embodiments of the present invention, detailed descriptions thereof will be omitted.

In addition, in describing the components of the embodiments of the present invention, terms such as first, second, A, B, (a), and (b) may be used. These terms are only for distinguishing the component from other components, and the nature, order, or order of the component is not limited by the term. When a component is described as being "connected", "coupled" or "connected" to another component, the component may be directly connected to or connected to the other component, but another component between each component It should be understood that may be "connected", "coupled" or "connected".

1 and 2 are views schematically showing an electric vehicle driving apparatus according to an embodiment of the present invention.

1 and 2, the electric vehicle driving apparatus (1, hereinafter, driving apparatus) according to the spirit of the present invention includes a driving motor 10 and a gearbox. The gearbox may be understood as a configuration that transmits the driving force of the driving motor 10 to the axle.

The gear box may include a planetary gear unit 20, a differential gear unit 30 and a reduction gear unit 40. At this time, the power generated by the drive motor 10 may be transmitted to the axle along the planetary gear unit 20, the differential gear unit 30 and the reduction gear unit 40.

At this time, in the driving device 1 according to the spirit of the present invention, the differential gear unit 30 is disposed inside the driving motor 10. Further, the planetary gear unit 20 is disposed on one side of the drive motor 10, and the reduction gear unit 40 is disposed on both sides of the drive motor 10 and can be respectively connected to the axle.

In detail, the drive motor 10 includes a stator 110 and a rotor 120 disposed inside the stator 110. The stator 110 is fixedly disposed in the housing 100, and the rotor 120 is rotatably disposed. And, when power is applied to the stator 110, the rotor 120 may be rotated by electromagnetic force.

The stator 110 and the rotor 120 are provided in a cylindrical shape having a hollow inside. In detail, the stator 110 and the rotor 120 are opened inside in the axial direction (horizontal direction of FIG. 1 ). Then, the rotor 120 is disposed radially inside the stator 110, and the differential gear unit 30 is disposed radially inside the rotor 120.

In addition, the drive motor 10 includes a rotor shaft 130 extending from the rotor 120. The rotor shaft 130 may be understood as a configuration that connects the rotor 120 and the planetary gear unit 20. In particular, the rotor shaft 130 is composed of a hollow shaft, it can be rotated with the rotor 120.

The planetary gear unit 20 includes a sun gear 210, a planetary gear 200, a ring gear 220 and a carrier 230. The sun gear 210 is configured to be connected to the rotor shaft 130, and the carrier 230 is understood to be configured to be connected to the differential gear unit 30.

Further, the planetary gear 200 corresponds to a configuration connecting the sun gear 210 and the carrier 230. In detail, the planetary gear 200 may be disposed on the outer circumferential surface of the sun gear 210 to be interlocked with the sun gear 210.

In particular, the planetary gears 200 may be provided in plural, and the plurality of planetary gears 200 may be arranged spaced apart at equal intervals in a cylindrical shape. For example, three planetary gears 200 may be provided and spaced 120 degrees from the outer circumferential surface of the sun gear 210 in a circumferential direction.

In addition, the ring gear 220 is provided fixed to the housing 100. The ring gear 220 may be understood as a configuration for fixing the planetary gear 200 so that the planetary gear 200 can be rotated within a predetermined range.

Accordingly, power is transmitted to the sun gear 210, the planetary gear 200, and the carrier 230. In particular, when the rotor shaft 130 is rotated, the sun gear 210 is rotated. In addition, the planetary gear 200 may rotate in conjunction with the sun gear 210 and simultaneously orbit along the inner circumferential surface of the ring gear 220. In addition, the carrier 230 may be rotated by revolution of the plurality of planetary gears 200.

The differential gear unit 30 includes a power input shaft 310, a differential gear case 320, a differential gear 300 and a differential shaft 330. It is understood that the power input shaft 310 is connected to the carrier 230, and the differential shaft 330 is connected to the reduction gear unit 40. In addition, the differential gear case 320 and the differential gear 300 correspond to a configuration that connects the power input shaft 310 and the differential shaft 330.

Accordingly, power is transmitted to the power input shaft 310, the differential gear case 320, the differential gear 300, and the differential shaft 330. At this time, the differential shafts 330 are respectively extended to both sides in the axial direction and are respectively connected to the reduction gear unit 40. And, the reduction gear unit 40 may be connected to the axle.

In addition, the driving device 10, the parking unit 50 is further included. The parking unit 50 may be understood as a configuration for restraining the gear box. The parking unit 50 includes a parking motor 500 and a parking shaft 510 moved by the parking motor 500.

At this time, the parking shaft 510 is coupled to the planetary gear unit 20. That is, the parking unit 50 is provided to restrain the planetary gear unit 20 of the gear box. FIG. 1 shows a state in which the parking shaft 510 is spaced apart from the planetary gear unit 20, and FIG. 2 shows a state in which the parking shaft 510 is coupled to the planetary gear unit 20. will be.

In detail, as described above, the transmission of power consists of the planetary gear unit 20, the differential gear unit 30, and the reduction gear unit 40 in the drive motor 10. Deceleration occurs as power is transmitted, and torque increases accordingly.

That is, the least torque is applied to the planetary gear unit 20 among the gearboxes. Therefore, the parking unit 50 can restrain the planetary gear unit 20 with relatively little force.

Accordingly, the capacity of the parking motor 500 can be provided at a relatively low capacity, so that the volume of the parking unit 50 can be reduced. As a result, the volume of the driving device 10 is reduced, thereby minimizing the installation space.

Hereinafter, each configuration will be described in detail with reference to the drawings of a specific driving device.

3 is a view showing the appearance of an electric vehicle driving apparatus according to an embodiment of the present invention.

As shown in FIG. 3, the driving device 1 includes a housing 100 that forms an exterior. As described above, various components are disposed inside the housing 100. In addition, structures such as the stator 110 and the ring gear 220 may be fixed inside the housing 100.

The housing 100 includes a plurality of covers 102, 104, 106, and 108 that are coupled to each other. The plurality of covers 102, 104, 106, and 108 are aligned in the axial direction, and may be coupled to each other through a plurality of fastening members 101.

In the plurality of covers, the motor case 102 accommodating the drive motor 10, the intermediate covers 104 and 106 coupled to both sides of the motor case 102, and the sides of the intermediate covers 104 and 106 A case cover 108 is coupled to each.

The intermediate cover may be divided into a first intermediate cover 104 coupled to one side of the motor case 102 and a second intermediate cover 106 coupled to the other side of the motor case 102. At this time, the first intermediate cover 104 is disposed on the side where the planetary gear unit 20 is disposed, and the second intermediate cover 106 is disposed on the side where the planetary gear unit 20 is not disposed. It can be understood as.

The case cover 108 is coupled to the first intermediate cover 104 and the second intermediate cover 106, respectively. At this time, since the case cover 108 is formed in the same way, it is not classified for convenience of description.

In the case cover 108, a case cover through hole 108a to which an axle is coupled is formed. At this time, the axle may extend into the inside of the driving device 1 through the case cover through-hole 108a, and may be coupled to the reduction gear 40.

In addition, at least a part of the parking unit 50 may be disposed outside the case 100. In detail, the parking motor 500 may be disposed outside the case 100. As the parking motor 500 is installed outside the case 100, it is possible to secure the interior space of the case 100.

The parking motor 500 may be disposed to be coupled to the first intermediate cover 104 on which the planetary gear unit 20 is installed or the case cover 108 coupled to the first intermediate cover 104. Accordingly, the parking shaft 510 is installed through the case 100, it can be inserted into the interior of the case 100 to constrain the planetary gear unit 20.

4 is a cross-sectional view taken along line IV-IV' of FIG. 3.

4, the drive motor 10, the planetary gear unit 20, the differential gear unit 30 and the reduction gear unit 40 are disposed inside the housing 100.

The stator 110 and the rotor 120 are included in the driving motor 10. The stator 110 is fixed to the inside of the motor case 102, and the rotor 120 is rotatably disposed inside the stator 110.

In addition, the rotor 120 is coupled to the rotor shaft 130. The rotor shaft 130 extends axially toward the intermediate covers 104 and 106. In particular, at least a portion of the rotor shaft 130 extending toward the first intermediate cover 104 may be interlocked with the planetary gear unit 20.

The planetary gear unit 20 includes the sun gear 210, the planetary gear 200, the ring gear 220 and the carrier 230. 4, the sun gear 210 is disposed outside the rotor shaft 130. Therefore, the sun gear 210 may be rotated together by the rotation of the rotor shaft 130.

In addition, the ring gear 220 is disposed between the first intermediate cover 104 and the motor case 102. As shown in FIG. 4, the ring gear 220 may be fixed by being coupled to one side of the motor case 102.

In addition, the planetary gear 220 is disposed between the sun gear 210 and the ring gear 220. 4 shows one cross section of the driving device 1, but only one planetary gear 220 is illustrated, but the planetary gear 220 may be provided in plural.

In addition, the carrier 230 is coupled to the planetary gear 220 and rotates together. Further, the differential gear unit 30 may be coupled to the center side of the carrier 230 to be interlocked with each other.

The differential gear unit 30 includes the power input shaft 310, the differential gear case 320, the differential gear 300 and the differential shaft 330. As shown in FIG. 3, the differential gear case 320 and the differential gear 300 are disposed inside the rotor 120.

Therefore, the power input shaft 310 is provided to extend in an axial direction from one side of the rotor 120 to the inside of the rotor 120. In detail, one end of the power input shaft 310 is coupled to the carrier 230 and the other end is coupled to the differential gear case 320.

In addition, the differential shaft 330 extends from inside to outside of the rotor 120. At this time, the differential shaft 330 is provided as a pair extending in both axial directions. Then, the differential shaft 330 may be coupled to the reduction gear unit 40 to be interlocked with each other. At this time, the power input shaft 310 is provided as a hollow shaft so that the differential shaft 330 can be disposed therein.

The reduction gear unit 40 includes a first reduction gear 400 coupled to the differential shaft 330 and a second reduction gear 410 interlocked with the first reduction gear 400. At this time, the number of gear teeth of the second reduction gear 410 may be greater than the number of gear teeth of the first reduction gear 400. Therefore, power may be decelerated in the process of transferring from the first reduction gear 400 to the second reduction gear 410.

In addition, various ball bearings, a fixing structure, an oil passage, and the like may be further provided inside the housing 100. Such a structure is generally used and its description is omitted.

As described above, the parking motor 500 is installed inside the case 100, and the parking shaft 510 is installed to be movable through the case 100. In particular, the parking shaft 510 may be installed through the first intermediate cover 104. However, the arrangement of the parking unit 50 is exemplary and is not limited thereto.

At this time, the parking shaft 510 may be inserted into the carrier 230. As the parking shaft 510 is inserted into the carrier 230, rotation of the carrier 230 may be restricted. In addition, rotation of the planetary gear 200 and the power input shaft 310 connected to the carrier 230 is constrained, and movement of the driving device 10 may be entirely restricted.

Hereinafter, a combination of the carrier 230 and the parking shaft 510 will be described with reference to FIG. 4 along with various embodiments.

5 is a view showing a carrier of the electric vehicle driving apparatus according to the first embodiment of the present invention.

As shown in FIG. 5, the carrier 230 includes a carrier body 232, a carrier connecting portion 236, and a carrier coupling portion 238. At this time, for convenience of description, the configuration of the carrier 230 is divided, and each configuration may be integrally formed.

The carrier body 232 is provided as a ring-shaped plate. The carrier body 232 may be provided to cover the axial ends of the sun gear 210 and the planetary gear 200.

The carrier connection portion 236 is formed to extend axially from the inner circumferential surface of the carrier body 232. In particular, the carrier connection portion 236 is formed in a hollow cylindrical shape, and is coupled to the outer circumferential surface of the power input shaft 310. Therefore, as the carrier 230 is rotated, the power input shaft 310 may be rotated.

The carrier coupling portion 238 is formed to extend in the axial direction from the outer peripheral surface of the carrier body 232. At this time, the carrier connecting portion 236 and the carrier coupling portion 238 extend in opposite directions to each other. 4, the carrier connecting portion 236 extends to the right in the drawing, and the carrier coupling portion 238 extends to the left in the drawing.

In addition, the carrier coupling portion 238 is formed of a plurality of spaced apart in the circumferential direction. 5, the carrier coupling portion 238 extends in a predetermined arc shape. This may be understood to prevent interference with the planetary gear 200.

In detail, at least a portion of the planetary gear 200 is disposed to protrude radially outward from the carrier 230 to mesh with the ring gear 220. Therefore, the carrier coupling portion 238 is not formed in the portion where the planetary gear 200 is disposed.

In addition, a plurality of carrier through holes 234 are formed in the carrier body 232. The carrier through hole 234 is formed to penetrate the carrier body 232 in the axial direction. The plurality of carrier through holes 234 may be arranged spaced apart in the circumferential direction.

The carrier through-hole 234 may be provided in various numbers, and in FIG. 5, 12 are exemplarily illustrated (some parts are omitted and illustrated). At this time, the planetary gear 200 is coupled to a part of the carrier through-hole 234. In detail, the planetary gear shaft 214 coupled to the central axis of the planetary gear 200 (see FIG. 4) is coupled.

The through-hole through which the planetary gear shaft 214 is coupled among the carrier through-holes 234 is referred to as a first through-hole 2340, and a through-hole through which the planetary gear shaft 214 is not coupled is a second through-hole ( 2342). At this time, the first through-hole 2340 and the second through-hole 2342 are formed in the same shape and are divided according to their functions.

The first through hole 2340 is formed in correspondence with the number and arrangement of the planetary gears 200. As described above, three planetary gears 200 are provided and are arranged at 120 degree intervals in the circumferential direction. Accordingly, of the 12 carrier through-holes 234, the first through-hole 2340 corresponds to three spaced apart at 120 degree intervals in the circumferential direction. In addition, the nine carrier through-holes 234 other than the first through-hole 2340 correspond to the second through-hole 2342.

In this case, the parking shaft 510 may be inserted into any one of the second through holes 2342. Referring to FIG. 4, the parking shaft 510 is moved in the axial direction and can be inserted into the second through hole 2342. Then, as the parking shaft 510 is inserted into the second through hole 2342, rotation of the carrier 230 may be restricted.

In addition, as the second through-hole 2342 is formed in plural along the circumferential direction, the parking shaft 510 may be inserted regardless of the rotational position of the carrier 230. In addition, as the second through-hole 2342 is formed in the same shape as the first through-hole 2342, it is possible to improve convenience and assembly of manufacturing.

6 is a view showing a carrier of the electric vehicle driving apparatus according to the second embodiment of the present invention. 6 may be understood as an embodiment in which some configurations of the carrier 230 shown in FIG. 5 are modified. Therefore, the above-mentioned contents are cited and only the differences are explained. In addition, the same configuration as in FIG. 5 is identified by adding a to the same reference numeral.

The carrier 230a illustrated in FIG. 6 includes a carrier body 232a, a carrier connecting portion 236a, and a carrier coupling portion 238a. In addition, a plurality of carrier through holes 234a are formed in the carrier body 232a.

The carrier through-hole 234a includes a first through-hole 2340a coupled with the planetary gear shaft 214 and a second through-hole 2342a to which the planetary gear shaft 214 is not coupled. The parking shaft 510 may be inserted into any one of the second through holes 2342a.

At this time, the first through-hole 2340a and the second through-hole 2234a may be formed in different shapes. In particular, the second through hole 2342a may be formed in a shape in which the area gradually decreases in the axial direction. Accordingly, as shown in FIG. 6, the cross section of the second through hole 2342a is formed to be inclined.

In particular, the second through hole 2342a may be provided so that an end adjacent to the parking motor 500 has the largest cross-sectional area. In addition, the cross-sectional area is gradually reduced in the axial direction away from the parking motor 500.

Referring to Figure 4, the parking shaft 510 is moved in the axial direction may be inserted into the second through-hole (2342a). Since the picking motor 500 is positioned in the direction in which the parking shaft 510 is inserted, the parking shaft 510 is inserted into the maximum cross-sectional area of the second through hole 2342a. Then, along the gradually decreasing cross-sectional area, the parking shaft 510 may be inserted into the second through hole 2342a.

Therefore, the parking shaft 510 may be coupled to the carrier 310 more smoothly. As a result, the parking unit 50 is driven to prevent vibration and the like generated by constraining the planetary gear unit 20.

7 is a view showing a carrier of an electric vehicle driving apparatus according to a third embodiment of the present invention. 7 may be understood as an embodiment in which some configurations of the carrier 230 shown in FIG. 5 are modified. Therefore, the above-mentioned contents are cited and only the differences are explained. Also, the same configuration as in FIG. 5 is identified by adding b to the same reference numeral.

The carrier 230b illustrated in FIG. 7 includes a carrier body 232b, a carrier connecting portion 236b, and a carrier coupling portion 238b. In addition, a plurality of carrier through holes 234b are formed in the carrier body 232b.

The planetary gear shaft 214 is coupled to the carrier through-hole 234b. Accordingly, the carrier through-hole 234b is formed to be the same as the number of the planetary gear 200 and the planetary gear shaft 214. In addition, the carrier through-hole 234b is formed at equal intervals in the circumferential direction so as to correspond to the arrangement of the planetary gear 200.

In addition, the carrier 230b, the parking coupling portion 233 is further included. The parking coupling portion 233 is formed to extend in the axial direction from the carrier body (232b). At this time, the parking coupling portion 233 extends from one surface in the axial direction of the carrier body 232b. Therefore, it is disposed between the carrier coupling portion 238b and the carrier connecting portion 236b in the radial direction.

In addition, the parking coupling portion 233 extends in the same axial direction as the carrier connection portion 236b. In other words, the parking coupling portion 233 extends axially toward the parking unit 50. The parking coupling portion 233 is understood as a configuration in which the parking shaft 510 is coupled.

At this time, the parking coupling portion 233 is provided in a ring shape when shown in the axial direction. In addition, the parking coupling portion 233 may protrude in a wavy shape in the axial direction. In detail, the parking coupling portion 233 is provided in a shape in which an extended cross section is recessed in a semicircle shape. Accordingly, the parking coupling portion 233 is provided with a concave portion in a round shape corresponding to a semicircle.

Hereinafter, an operation in which the parking shaft 510 is coupled to the parking coupling portion 233 formed as described above will be described.

8 is a view showing the operation of a part of the carrier and the parking unit shown in FIG. 8 is a view schematically showing a combination of the parking coupling portion 233 and the parking shaft 510. For convenience of understanding, it may be shown somewhat differently from the actual one.

8, the parking shaft 510 is moved in the axial direction corresponding to the horizontal direction in the drawing by the parking motor 500. Further, a parking inserting portion 512 may be provided at an end of the parking shaft 510. At this time, the parking insertion portion 512 may be understood as part of the picking shaft 510.

The parking insertion portion 512 is provided in a circular shape. That is, the end of the parking shaft 510 may be provided in a circular shape. At this time, the diameter of the parking insertion portion 512 and the diameter of the recess formed in the parking coupling portion 233 are provided to correspond to each other. Therefore, when the parking insertion portion 512 is inserted into the parking coupling portion 233, they can be fixed to each other.

The parking unit 50 operates the parking motor 500 according to a predetermined parking signal. Accordingly, the parking shaft 510 is moved in the axial direction, and the parking insertion portion 512 may be inserted into the parking coupling portion 233 as shown in FIG. 8(b). And, as the position of the parking coupling portion 233 is fixed, rotation of the carrier 230 may be restricted.

At this time, as shown in Fig. 8 (a), there are cases where the recesses of the parking insertion portion 512 and the picking coupling portion 233 do not lie in an axial direction. As the parking motor 500 is operated, the parking inserting portion 512 applies pressure to one side of the parking coupling portion 233. Accordingly, the carrier 320 is slightly rotated, and the parking insertion portion 512 may be inserted into the parking coupling portion 233 as shown in FIG. 8(b).

However, the shape of the parking coupling portion 233 is exemplary and is not limited to a round shape. The parking coupling portion 233 is sufficient if it is provided in a shape having a recess into which the parking insertion portion 512 is inserted. In addition, the shape of the parking insertion portion 512 is sufficient if it is provided in a shape corresponding to the recess formed in the parking coupling portion 233.

For example, the parking coupling portion 233 may have a triangular concave portion inclined in the axial direction. Accordingly, the parking insertion portion 512 may be provided in a triangular shape. In other words, the end of the parking shaft 510 may be provided in a shape in which the cross-sectional area is gradually narrowed.

As such, regardless of the rotational position of the carrier 230, the parking shaft 510 may be coupled to the carrier 230. In addition, as the concave portion of the parking coupling portion 233 and the end of the parking shaft 510 are provided in a corresponding shape, the carrier 230 can be more effectively constrained.

9 is a view showing a carrier of an electric vehicle driving apparatus according to a fourth embodiment of the present invention. 9 may be understood as an embodiment in which some configurations of the carrier 230 illustrated in FIG. 5 are modified. Therefore, the above-mentioned contents are cited and only the differences are explained. Also, the same configuration as in FIG. 5 is identified by adding c to the same reference number.

The carrier 230c illustrated in FIG. 9 includes a carrier body 232c, a carrier connecting portion 236c, and a carrier coupling portion 238c. In addition, a plurality of carrier through holes 234c are formed in the carrier body 232c.

The planetary gear shaft 214 is coupled to the carrier through-hole 234c. Accordingly, the carrier through-hole 234c is formed to be the same as the number of the planetary gear 200 and the planetary gear shaft 214. In addition, the carrier through-hole 234c is formed at equal intervals in the circumferential direction so as to correspond to the arrangement of the planetary gear 200.

In addition, the carrier 230c further includes a parking insert 237. The parking insertion portion 237 is formed to extend in the axial direction from the carrier body (232c). At this time, the parking insertion portion 237 extends on one axial surface of the carrier body 232c. Therefore, it is disposed between the carrier coupling portion 238c and the carrier connecting portion 236c in the radial direction.

In addition, the parking insertion portion 237 extends in the same axial direction as the carrier connection portion 236c. In other words, the parking insertion portion 237 extends axially toward the parking unit 50. The parking insertion portion 237 is understood as a configuration in which the parking shaft 510 is coupled.

At this time, the parking insertion portion 237 may be formed of a plurality of spaced apart in the circumferential direction. One parking insertion portion 237 may be formed of a plate extending in the axial direction. Each parking insertion portion 237 is disposed in a state completely spaced from the adjacent parking insertion portion 237. That is, a predetermined separation space is formed between the surfaces of the adjacent pair of parking inserts 237 facing each other.

Hereinafter, an operation in which the parking shaft 510 is coupled to the parking insert 237 formed as described above will be described.

10 is a view showing the operation of a part of the carrier and the parking unit shown in FIG. 10 is a view schematically showing a combination of the parking insertion portion 237 and the parking shaft 510. For convenience of understanding, it may be shown somewhat differently from the actual one.

As shown in Figure 9, the parking shaft 510 is moved in the vertical direction in the drawing by the parking motor 500.

In detail, when the parking motor 500 is not operated, the parking shaft 510 is arranged to have a predetermined angle with the axial direction as shown in FIG. 10(a). At this time, the predetermined angle means an acute angle and does not mean to be arranged in a line with the axial direction. In addition, when the parking motor 500 is operated, as shown in FIG. 10(b), the parking shaft 510 is disposed in the axial direction. That is, the parking shaft 510 is rotated, not linear.

10(b), when the parking shaft 510 is disposed in the axial direction, the parking shaft 510 is disposed between the parking insertion portions 237. In other words, the parking shaft 510 is positioned at a predetermined separation space formed between the surfaces of the adjacent pair of parking inserts 237 facing each other.

That is, the parking shaft 510 is disposed to contact the parking insertion portion 237 in the circumferential direction. As at least one of the parking shaft 510 and the pair of parking inserts 237 interfere with each other, rotation of the carrier 230 may be restricted.

As described above, according to the present invention, as the carrier and the parking shaft are combined, the parking unit can constrain the planetary gear unit. In particular, it can be combined in various ways through various types of carriers and parking shafts.

1: Driving device 10: Driving motor
20: planetary gear unit 30: differential gear unit
40: reduction gear unit 50: parking unit
230: carrier 500: parking motor
510: parking axis

Claims (15)

A drive motor having a rotor shaft;
A planetary gear unit interlocked with the rotor shaft of the drive motor;
A differential gear unit disposed inside the driving motor and interlocking with the planetary gear unit; And
A parking unit and a parking unit having a parking axis which is moved in the axial direction by the parking motor and constrains the planetary gear unit,
The planetary gear unit,
A planetary gear on which a planetary gear shaft is disposed; And
It includes a carrier for connecting the planetary gear and the differential gear unit,
The carrier,
A carrier body connected to and rotated with the planetary gear, and composed of a ring-shaped plate; And
It includes a plurality of carrier through-holes that are axially penetrated to the carrier body and spaced apart in the circumferential direction,
The plurality of carrier through-holes include a plurality of first through-holes to which the planetary gear shaft is coupled and a plurality of second through-holes not to be coupled to the planetary gear shaft,
The parking shaft is inserted into any one of the plurality of second through holes to drive the electric vehicle, characterized in that to restrict the rotation of the carrier. delete delete delete delete According to claim 1,
The first through-hole and the second through-hole is an electric vehicle driving device, characterized in that provided in the same shape. According to claim 1,
The second through-hole is an electric vehicle driving device, characterized in that the end adjacent to the parking motor has the largest cross-sectional area and the cross-sectional area is gradually reduced in the axial direction. A drive motor having a rotor shaft;
A planetary gear unit interlocked with the rotor shaft of the drive motor;
A differential gear unit disposed inside the driving motor and interlocking with the planetary gear unit; And
A parking unit and a parking unit having a parking axis which is moved in the axial direction by the parking motor and constrains the planetary gear unit,
The planetary gear unit,
A planetary gear on which a planetary gear shaft is disposed; And
It includes a carrier for connecting the planetary gear and the differential gear unit,
The carrier,
A carrier body connected to and rotated with the planetary gear, and composed of a ring-shaped plate; And
It includes a parking coupling portion formed extending in the axial direction from the carrier body,
A concave portion corresponding to an end of the parking shaft is formed in the parking coupling portion,
When the end of the parking shaft is inserted into the recess, the rotation of the main body of the carrier is characterized in that the electric vehicle driving device. The method of claim 8,
The parking coupling portion includes a semi-circular concave portion,
An electric vehicle driving device, characterized in that a circular parking insert is provided at an end of the parking shaft. A drive motor having a rotor shaft;
A planetary gear unit interlocked with the rotor shaft of the drive motor;
A differential gear unit disposed inside the driving motor and interlocking with the planetary gear unit; And
Includes a parking motor and a parking unit having a parking shaft disposed in the axial direction by the parking motor.
The planetary gear unit,
A planetary gear in which a planetary gear shaft is disposed at the center; And
It includes a carrier for connecting the planetary gear and the differential gear unit,
The carrier,
A carrier body provided as a ring-shaped plate extending in a radial direction and connected to and rotated with the planetary gear; And
It includes a plurality of parking inserts are formed extending in the axial direction from the carrier body, spaced apart in the circumferential direction,
The parking shaft is disposed between the plurality of parking inserts to constrain the rotation of the carrier body, and the end of the parking shaft rotates in a direction away from the plurality of parking inserts, characterized in that separated from the carrier body Electric vehicle drive system. delete The method according to any one of claims 1, 8, and 10,
The housing forming the exterior is further included,
The drive motor, the planetary gear unit and the differential gear unit are accommodated inside the housing,
The parking motor is disposed outside the housing,
The parking shaft is an electric vehicle driving device, characterized in that provided to be movable through the housing. The method of claim 12,
In the housing,
A motor case in which the driving motor is accommodated;
A first intermediate cover coupled to one side of the motor case and accommodating the planetary gear unit; And
The second intermediate cover coupled to the other side of the motor case; is included,
The parking motor is an electric vehicle driving device, characterized in that coupled to the first intermediate cover. The method according to any one of claims 1, 8, and 10,
In the differential gear unit,
A differential gear and a differential gear case disposed radially inside the drive motor;
A power input shaft extending in one axial direction to connect the differential gear case and the planetary gear unit; And
And a pair of differential shafts connected to the differential gears and extending to both sides in the axial direction. The method of claim 14,
The planetary gear unit,
Planetary gear; And
A sun gear coupled with the rotor shaft of the drive motor to mesh with the planetary gear; And
The carrier is coupled to the power input shaft and connected to the planetary gear; includes,
The parking shaft is an electric vehicle driving device, characterized in that coupled to the carrier.

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