KR20120043827A - Reduction gear mechanism for electric vehicle - Google Patents

Abstract

PURPOSE: A reduction device for an electric car is provided to reduce torque which is inputted from a drive motor and to transfer the torque to a differential device. CONSTITUTION: Torque of a drive motor(100) is inputted in an input shaft(201). A reduction gear and an output gear are installed to an output shaft(202). The output shaft decelerates the torque of the input shaft and transfers the reduced torque to a differential device(300) connected to an output gear. A synchronizer(210) is installed in the input shaft. A driving part(230) for control transfers a sleeve of the synchronizer to a selected direction. The driving part for control comprises a speed changing motor, a combining element, a speed changing cam. The combining element is combined to a sleeve of the synchronizer. The speed changing cam is installed to a rotary shaft of the speed changing motor.

Description

Reduction gear mechanism for electric vehicle

The present invention relates to a deceleration apparatus for an electric vehicle, and more particularly, to a deceleration apparatus for an electric vehicle that is configured to reduce the rotational force input from the driving motor to the differential mechanism and to achieve a multi-stage deceleration with a simple configuration. .

Today, gasoline engines and diesel engines using fossil fuels have many problems such as environmental pollution caused by exhaust gas, global warming caused by carbon dioxide, and respiratory diseases caused by ozone generation. And because fossil fuels on Earth are so limited, they are in danger of becoming exhausted someday.

In order to solve the above problems, pure electric vehicles (EVs) driven by driving driving motors, hybrid electric vehicles (HEVs) driving by engines and driving motors, and power generated by fuel cells Electric vehicles such as fuel cell electric vehicles (FCEVs) that drive by driving a driving motor have been developed.

In general, an electric vehicle is equipped with a driving motor for driving a vehicle and a battery for supplying power to the driving motor. The electric power of the battery is converted into mechanical rotational force from the driving motor and transferred to the speed reducer. Finally, driving the wheel causes the vehicle to move forward or backward.

Among these, the reducer is a differential mechanism that decelerates the rotational force input from the driving motor, and is similar to the transmission used in general engine vehicles, but unlike the transmission, only the internal gears for forward and reverse are needed. .

The transmission of a general engine vehicle uses multiple stages for the efficiency of the engine as a power source, but in the case of an electric vehicle, since the power source is a motor, it is possible to efficiently control torque and speed electrically, and to control torque and speed according to the surrounding environment. Apply the reducer. Therefore, the arrangement and size of the gears that enable efficient driving of the reducer are directly related to power loss and driver's riding comfort.

Meanwhile, the conventional speed reducer includes an input shaft (motor output shaft) connected to a drive motor and a drive gear and a driven gear installed on an output shaft on which a deceleration output is made, and external gears such as differential gears that transmit power to the wheel shaft and bevel gear type The differential mechanism is connected.

As described above, in the electric vehicle, a motor capable of controlling torque and speed is used as a power source. Therefore, a conventional speed reducer adopts a single-stage reduction structure, but a speed reducer can be implemented according to the technology development of an electric vehicle. It is necessary to diversify the reduction ratio.

Although the development of a speed reducer with two or more deceleration outputs is being made, there are disadvantages in terms of overall size, weight, material cost, vibration, and noise due to a complicated mechanism configuration.

Accordingly, the present invention has been made in consideration of the above-mentioned point, and provides a speed reduction device for an electric vehicle configured to decelerate a rotational force input from a driving motor and to transmit a differential mechanism with a simple configuration. The purpose is.

In order to achieve the above object, the present invention, an electric vehicle speed reduction apparatus for reducing the rotational force input from the drive motor to transmit to the differential mechanism, the input shaft inputs the rotational force of the drive motor; An output shaft equipped with two reduction gears and output gears for realizing different reduction ratios, and reducing the rotational force of the input shaft through any one of the two reduction gears and transferring them to a differential mechanism connected to the output gear; A synchronizing device installed on the input shaft and selectively synchronizing to either one of two speed gears on both sides of the hub engaged with the two reduction gears in accordance with the movement direction of the sleeve; It provides a reduction apparatus for an electric vehicle comprising a; control drive for moving the sleeve of the synchronizer in the selected direction.

In a preferred embodiment, the control drive unit, the variable speed motor of which the rotation direction is controlled; A coupler coupled to the sleeve of the synchronizer and integrally moved with the sleeve; And a shift cam mounted on a rotation shaft of the shift motor to linearly move the coupler in any direction selected according to the rotation direction of the shift motor.

In addition, a guide groove is formed on the outer circumferential surface of the shift cam in an inclined direction, and a protrusion formed at one side of the coupling hole is inserted into the guide groove so that the coupling unit is linearly moved while the protrusion is guided along the guide groove when the shift cam is rotated. It is characterized by.

In addition, a clutch is interposed between the input shaft and the drive shaft of the drive motor.

In addition, the input shaft is disposed in parallel with the drive shaft of the drive motor, it characterized in that separate gears for the gear that is meshed with the input shaft and the drive shaft of the drive motor is mounted.

In addition, an intermediate shaft disposed in parallel with the input shaft is provided, the clutch is interposed between the intermediate shaft and the drive shaft of the drive motor, it is characterized in that separate gears for gearing meshing with the intermediate shaft and the input shaft is mounted. .

In addition, an intermediate shaft disposed in parallel with the drive shaft of the drive motor is provided, a clutch is interposed between the intermediate shaft and the input shaft, and the separate reduction gears are meshed with the drive shaft and the intermediate shaft of the drive motor It is characterized by.

Accordingly, according to the present invention, the electric vehicle deceleration device has the advantage that the multi-stage reduction can be realized with a simpler configuration by adopting a synchronous device that transmits rotational force while performing synchronous action in the selected direction according to the movement direction of the sleeve. There is this.

1 is a block diagram showing a reduction apparatus for an electric vehicle according to a first embodiment of the present invention.
2 is a configuration diagram showing a speed reduction device for an electric vehicle according to a second embodiment of the present invention.
Figure 3 is a block diagram showing a reduction device for an electric vehicle according to a third embodiment of the present invention.
Figure 4 is a block diagram showing a reduction device for an electric vehicle according to a fourth embodiment of the present invention.

Hereinafter, exemplary embodiments of the present invention will be described in detail with reference to the accompanying drawings, which will be readily apparent to those skilled in the art to which the present invention pertains.

The present invention relates to a deceleration device for an electric vehicle that decelerates a rotational force input from a driving motor and transmits the resultant to a differential mechanism. The main feature is that it is configured to adopt a multi-stage deceleration.

1 is a block diagram showing a reduction apparatus for an electric vehicle according to a first embodiment of the present invention.

FIG. 1 illustrates an embodiment of a reduction apparatus 200 having a two-axis structure of an input shaft 201 and an output shaft 202, in which an input shaft 201 is directly connected to a driving motor 100. Since the input shaft 201 has a structure directly connected to the driving motor 100, the input shaft 201 of the reduction device 200 becomes a driving shaft (output shaft) of the driving motor 100.

In the present invention, the synchronizing device 210 is provided on the input shaft 201 in the above-described two-axis speed reduction device 200, and the output shaft 202 is provided with the speed gears 214a and 214b of the synchronizing device 210. Two reduction gears 221 and 222 installed at a reduction ratio and an output gear 223 for outputting the reduced rotational force are mounted, and the differential mechanism 300 receives the reduced rotational force through the output gear 223. Connected.

The synchronizer 210 applied to the present invention may have the same configuration as a synchronizer (also called a sync mechanism or a synchronizer) used in a manual transmission.

If the gear speed is not matched when the gear is bited in the manual transmission, it may cause noise and breakage.To compensate for this, the circumferential speed of the gears which are interlocked are quickly matched to smooth the bite. The clutch type mechanism that matches the rotation speed is a synchronous device.

As to the detailed configuration of the synchronization device 210 employed in the present invention, various synchronization devices for manual transmissions are known, and thus, although not shown in detail in the drawings, the main configuration will be briefly described as follows.

Basically, the synchronizer 210 has a hub 211, a sleeve 212, a synchronizer ring, a key and a spring, clutch gears 213a and 213b, speed gears 214a and 214b, and the main components. In the manual transmission, when shifting the sleeve with the shift lever and the shift fork, the synchronizing action is performed by the friction force while the synchronizer ring is in close contact with the cone of the clutch gear, and the sleeve continues to move. If it is combined with, the rotation speed of the speed gear is rotated at the rotation speed of the main shaft.

Here, the main shaft is the input shaft 201 of the reduction gear 200 in the present invention, the speed gears (214a, 214b) is always bite to the reduction gears (221, 222) installed on the output shaft 202 and after synchronization It becomes a gear which transmits the rotational force of the input shaft 201 to the reduction gears 221 and 222 of the output shaft 202.

First, although not shown in detail in the drawing, the hub 211 is splined onto the input shaft 201 (which becomes the driving shaft and the output shaft of the driving motor) of the reduction apparatus 200 directly connected to the driving motor 100, and thus the input shaft 201. Rotate integrally with the sleeve, the sleeve 212 is splined to the outer peripheral surface of the hub 211 to be movable in the axial direction.

In addition, clutch gears 213a and 213b selectively engaged with the sleeve 212 and speed gears 214a and 214b to which the clutch gears 213a and 213b are integrally fixed are disposed on both sides of the hub 211, respectively. The speed gears 214a and 214b are mounted on the input shaft 201 of the reduction gear 200 with the bearings 203a and 203b interposed therebetween.

Referring to FIG. 1, clutch gears 213a and 213b disposed on both sides of the hub 211 and speed gears 214a and 214b to which the clutch gears 213a and 213b are integrally fixed are illustrated. In the drawing, the clutch gear 213a and the speed gear 214a on the left side are used for the first speed reduction, and the clutch gear 213b and the speed gear 214b on the right side in the drawing are used for the second speed reduction.

Each of the speed gears 214a and 214b is an output side gear 223 of the synchronizing device 210 in which the rotational force of the input shaft 201 is output after synchronization, and a reduction gear mounted to the output shaft 202 of the reduction gear 200 ( 221 and 222 are always in the bite state, so that the speed gear 214a and the output shaft reduction gear 221 on the left in the drawing, and the speed gear 214b and the output shaft reduction gear 222 on the right in the drawing have different reduction ratios. It is provided.

That is, the first gear reduction gear 214a of the two speed gears 214a and 214b of the synchronous device 210 meshes with the gear gear 221 of the first gear of the output shaft 202, and the second gear gear 221 214b is engaged with the second reduction gear 222 of the output shaft 202 so that the reduction ratio is different when the rotational force is transmitted through the first gears and when the rotational force is transmitted through the second gears.

And, on the outer circumference of the hub 211 is formed a receiving groove formed at regular intervals along the circumferential direction, in which the key protrudes to the upper part (that is to the sleeve side) from the outer circumference of the hub 211 spring Is mounted in a state of being elastically supported (the key and the spring are not shown).

The key receives the movement force during the movement of the sleeve 212 and pushes the synchronizer ring (not shown) in the axial direction. The sleeve 212 is engaged with the synchronizer ring and the clutch gears 213a and 213b. At this time, it moves in the radial direction and is recessed toward the receiving groove of the hub 211.

In addition, the hub 211 is located on both sides is provided with a synchronizer ring engaged with the sleeve 212 when the sleeve 212 is moved in the axial direction, the synchronizer ring is moved by a key when the sleeve 212 is moved to the clutch gear 213a, When it is in close contact with the cone of the 213b, the rotational force of the sleeve 212 is transmitted to the clutch gears 213a and 213b through frictional force, thereby performing synchronizing action.

According to the above configuration, the synchronizing device 210 synchronizes with either one of the two speed gears 214a and 214b on both sides of the hub 211 according to the moving direction of the sleeve 212 (the rotation speed of the selected speed gear and the input shaft is adjusted. And the rotational force is transmitted.

As described above, in the reduction device 200 according to the present invention, a clutch type torque transmission mechanism that transmits rotational force and performs a synchronous action in either direction according to the sleeve 212 movement direction for securing durability and reducing shock when shifting. Apparatus 210 is used, and this synchronizer 210 enables two-stage deceleration implementation.

In addition, the reduction apparatus 200 of the present invention includes a control drive 230 for selectively engaging the one of the two clutch gears (213a, 213b) on both sides of the hub 211 by the axial movement of the sleeve 212, In the manual transmission, the control driver 230 performs a role of moving the sleeve by manipulating the shift lever.

In the manual transmission, the sleeve is axially moved by the manual operation of the shift lever, but in the reduction apparatus 200 of the present invention, the sleeve 212 is moved in the selected direction by an electric signal applied from the outside.

In a preferred embodiment, the control drive 230 may be of an electric mechanism for axially moving the sleeve 212 by the driving force of the motor.

That is, as shown in FIG. 1, the control driver 230 includes a shift motor 231 whose rotation direction is controlled according to a control signal output from a controller (not shown), and a sleeve 212 of the synchronization device 210. Coupled to the sleeve 212 and integrally moved with the sleeve 212, and is mounted on the rotation shaft of the transmission motor 231 is selected any of the coupling sphere 232 according to the rotation direction of the transmission motor 231 It is configured to include a shift cam 233 to linearly move in one direction.

Here, the guide groove 233a is formed on the outer circumferential surface of the shift cam 233 longitudinally in the inclined direction, and the protrusion 232a formed at one side of the coupling hole 232 is the guide groove 233a of the shift cam 233. The insertion hole 232a is moved along the guide groove 233a when the shifting cam 233 is rotated so that the coupler 232 linearly moves back and forth (left and right in the drawing).

The other side of the coupler 232 is inserted into the groove 212a formed in the circumferential direction on the outer circumferential surface of the sleeve 212, and thus the sleeve 212 of the synchronizer 210 when the coupler 232 is moved linearly. Is integrally moved in the axial direction (left and right in the drawing).

The coupling mechanism 232 is coupled to the sleeve 212 to move the sleeve 212 is a structure similar to the structure in which the shift fork is coupled to the groove of the outer peripheral surface of the manual transmission to move the sleeve.

As described above, in the reduction device 200 according to the present invention, an electric drive unit including the shifting motor 231, the shifting cam 233, and the coupling port 232 is provided to automatically generate an external electric signal at a necessary time. Shifting becomes possible.

In addition, the output shaft 202 of the reduction gear 200 is provided with reduction gears 221 and 222 which are always mounted to the speed gears 214a and 214b of the input shaft 201, and the output shaft 202 has a differential mechanism ( An output gear 223 mounted in engagement with the input gear of 300 is provided.

Hereinafter, the operating state of the reduction apparatus according to the present invention will be described.

Control of the movement direction of the sleeve 212, and thereby the control of the torque transmission path and the reduction ratio is achieved by the operation of the control drive 230, first, in which direction the transmission motor 231 in accordance with the control signal output from the controller When rotated, the shift cam 233 is integrally rotated to axially move the sleeve 212 of the synchronizer 210 to the left side through the coupler 232.

As the synchronizer ring of the synchronizer 210 is axially moved to the left side by the key, the synchronizer is brought into close contact with the cone of the left first-stage reduction gear 213a, and the synchronization is performed, and then the sleeve 212 continues to move. When engaged with the first speed reduction clutch gear 213a, the first speed reduction gear 214a is rotated at the rotational speed of the input shaft 201.

As a result, the rotational force is transmitted from the first speed reduction gear 214a to the first speed reduction gear 221 of the output shaft 202, and the output shaft 202 is applied to the reduction ratio of the speed gear 214a and the reduction gear 221. Accordingly, the rotational speed is reduced at the first stage, and finally, the rotating force reduced at the first stage is transmitted to the differential mechanism 300 through the output gear 223 of the output shaft 202.

After the shifting motor 231 is rotated in the reverse direction, the shifting cam 233 is rotated in the reverse direction to move the sleeve 212 of the synchronizer 210 to the right through the coupling hole 232.

As the synchronizer ring of the synchronizer 210 is axially moved to the right side by a key, the synchronizer 210 is brought into close contact with the cone of the clutch gear 213b of the right two-stage reduction gear, and then the sleeve 212 continues to move. When engaged with the second-speed reduction gear 213b, the second-speed reduction gear 214b is rotated at the rotational speed of the input shaft 201.

As a result, the rotational force is transmitted from the second speed reduction gear 214b to the second speed reduction gear 222 of the output shaft 202, and the output shaft 202 is applied to the reduction ratio of the speed gear 214b and the reduction gear 222. Accordingly, the rotational speed is reduced by two steps, and finally, the two-stage reduced rotational force is transmitted to the differential mechanism 300 through the output gear 223 of the output shaft 202.

On the other hand, Figure 2 is a block diagram showing a reduction device for an electric vehicle according to a second embodiment of the present invention, the first embodiment in which the input shaft 201 of the reduction device 200 is directly connected to the drive motor 100 and In the second embodiment, the clutch 241 is interposed between the input shaft 201 of the reduction gear 200 and the drive shaft 101 (output shaft) of the drive motor 100.

The clutch 241 is a component that controls the rotational force of the drive motor 100 so that the rotational force of the drive motor 100 can be selectively transmitted to the reduction apparatus 200. In the fastened state of the clutch 241, the drive motor The rotational force of 100 is transmitted to the deceleration device 200 to decelerate, but the transmission of the rotational force from the driving motor 100 to the deceleration device 200 is blocked in the clutch release state.

The clutch 241 may be used to block the transmission of the rotational force to the deceleration apparatus 200 as necessary in the process of controlling the power transmission for improving the shifting feeling or shifting shock reduction.

Except for the fact that the clutch 241 is added in the second embodiment, the same configuration as the first embodiment will be omitted.

Next, FIG. 3 is a configuration diagram illustrating an electric vehicle speed reduction apparatus according to a third embodiment of the present invention, in which a first shaft in which the input shaft 201 of the speed reduction apparatus 200 is directly connected to the driving motor 100 without deceleration. Unlike the embodiment, the third embodiment is configured to further reduce the speed between the drive motor 100 and the reduction device 200.

To this end, the drive shaft 101 of the drive motor 100 and the input shaft 201 of the reduction gear 200 are arranged in parallel, the drive shaft 101 of the drive motor 100 and the input shaft 201 of the reduction gear 200. ) Is equipped with reduction gears 242 and 243 which are meshed with each other to enable a predetermined reduction ratio.

Accordingly, the rotational speed of the drive motor 100 is primarily reduced by the two reduction gears 242 and 243 mounted on the drive shaft 101 of the drive motor 100 and the input shaft 201 of the reduction device 200. It is input to the rear deceleration apparatus 200, and then further deceleration (selective deceleration of the first and second stages) is performed in the reduction apparatus 200.

By connecting the drive shaft 101 of the drive motor 100 and the input shaft 201 of the reduction device 200 with the reduction gears 242 and 243 to increase the reduction ratio, the rotational inertia of the drive motor 100 can be reduced, There is an advantage that can mitigate shift shock in the device 200.

Next, Figure 4 is a configuration diagram showing a reduction device for an electric vehicle according to a fourth embodiment of the present invention, the fourth embodiment is to selectively transmit the rotational force of the drive motor 100 to the reduction device 200. It is configured to have a clutch 241 to control the rotational force of the drive motor 100 to be able to.

First, an intermediate shaft 244 disposed in parallel with the input shaft 201 of the reduction gear 200 is provided, and a clutch 241 is provided between the intermediate shaft 244 and the driving shaft 101 of the driving motor 100. It is interposed.

In the fastened state of the clutch 241, the rotational force of the drive motor 100 is transmitted to the deceleration device 200 through the drive shaft 101 and the intermediate shaft 244, and the deceleration is performed, but the drive motor 100 in the clutch released state. In the intermediate shaft 244 and the rotational force transmission to the reduction device 200 is blocked.

The clutch 241 is used to block the transmission of the rotational force to the deceleration apparatus 200 as necessary in the process of controlling the power transmission for the improvement of the shift feeling or the shift shock reduction.

In addition, the intermediate shaft 244 and the input shaft 201 of the reduction apparatus 200 are equipped with reduction gears 242 and 243 which are meshed with each other to implement a predetermined reduction ratio.

Accordingly, the rotational force of the driving motor 100 is primarily decelerated by the two reduction gears 242 and 243 mounted on the intermediate shaft 244 and the input shaft 201 of the reduction gear 200, and then the reduction gear 200. Is input to, and then further deceleration is made in the reduction apparatus 200.

By connecting the drive shaft 101 of the drive motor 100 and the input shaft 201 of the reduction device 200 with the reduction gears 242 and 243 to increase the reduction ratio, the rotational inertia of the drive motor 100 can be reduced, There is an advantage that can mitigate shift shock in the device 200.

Although not illustrated separately in the drawing, the clutch 241 of the fourth embodiment which regulates the rotational force of the driving motor 100 may be interposed between the intermediate shaft and the input shaft 201 of the reduction gear 200. In this case, the intermediate shaft and The input shaft 201 of the reduction gear 200 is disposed in parallel with the drive shaft 101 of the drive motor 100, the clutch 241 is interposed between the intermediate shaft and the input shaft 201, and the drive motor 100 The driving shaft 101 and the intermediate shaft are equipped with reduction gears 242 and 243 which are meshed with each other to implement a predetermined reduction ratio.

Even in such a structure, when the clutch 241 is fastened, the rotational force of the driving motor 100 is transmitted to the reduction apparatus 200 through the intermediate shaft to decelerate. However, when the clutch is released, the driving motor 100 is reduced from the driving motor 100 to the reduction apparatus 200. Rotational force transmission is interrupted.

However, when the clutch 241 is fastened, the rotational force of the driving motor 100 is primarily decelerated by the driving shaft 101 of the driving motor 100 and the two reduction gears 242 and 243 mounted on the intermediate shaft. 244 is input to the deceleration apparatus 200, and then further deceleration (selective deceleration of one or two stages) is performed in the reduction apparatus 200.

The embodiments of the present invention have been described in detail above, but the scope of the present invention is not limited thereto, and various modifications and improvements of those skilled in the art using the basic concepts of the present invention defined in the following claims are provided. Also included in the scope of the present invention.

100: drive motor 101: drive shaft
200: reduction gear 201: input shaft
202: output shaft 210: synchronization device
211 hub 212 sleeve
213a, 213b: clutch gear 214a, 214b: speed gear
221, 222: reduction gear 223: output gear
230: control drive unit 231: variable speed motor
232: coupler 232a: protrusion
233: shifting cam 233a: guide home
241: clutch 242, 243: reduction gear
244: intermediate shaft 300: differential gear

Claims (7)

In the electric vehicle speed reduction apparatus 200 for reducing the rotational force input from the drive motor 100 to transmit to the differential mechanism 300,
An input shaft 201 through which the rotational force of the driving motor 100 is input;
Two reduction gears 221 and 222 and an output gear 223 for realizing different reduction ratios are mounted and connected to the output gear 223 by reducing the rotational force of the input shaft 201 through one of the two reduction gears 221 and 222. An output shaft 202 for transmitting to the differential mechanism 300;
Selective synchronism with one of the two speed gears 214a and 214b on both sides of the hub 211, which are installed on the input shaft 201 and engaged with the two reduction gears 221 and 222, respectively, according to the movement direction of the sleeve 212. Synchronizer 210 for transmitting a rotational force in addition to performing;
A control driver 230 for moving the sleeve 212 of the synchronizer 210 in a selected direction;
Reduction device for an electric vehicle comprising a.
The method according to claim 1,
The control driver 230,
A shift motor 231 in which a rotation direction is controlled;
A coupler 232 coupled to the sleeve 212 of the synchronizer 210 and integrally moved with the sleeve 212;
A shift cam 233 mounted to a rotation shaft of the shift motor 231 to linearly move the coupler 232 in one direction selected according to a rotation direction of the shift motor 231;
Reduction device for an electric vehicle comprising a.
The method according to claim 2,
A guide groove 233a is formed on the outer circumferential surface of the shift cam 233 along the inclined direction, and a protrusion 232a formed at one side of the coupling hole 232 is inserted into the guide groove 233a to shift the cam 233. Reduction device for an electric vehicle, characterized in that when the projection 232a is guided along the guide groove 233a so that the coupler 232 is moved linearly.
The method according to claim 1,
Reduction device for an electric vehicle, characterized in that the clutch 241 is interposed between the input shaft (201) and the drive shaft 101 of the drive motor (100).
The method according to claim 1,
The input shaft 201 is disposed in parallel with the drive shaft 101 of the drive motor 100, and separate gears 242 and 243 meshed with the input shaft 201 and the drive shaft 101 of the drive motor 100. Reduction device for an electric vehicle, characterized in that the mounting.
The method according to claim 1,
An intermediate shaft 244 disposed in parallel with the input shaft 201 is provided, and a clutch 241 is interposed between the intermediate shaft 244 and the driving shaft 101 of the driving motor 100, and the intermediate shaft ( 244) and the reduction gear for electric vehicle, characterized in that separate gears (242, 243) meshed with the input shaft (201) is mounted.
The method according to claim 1,
An intermediate shaft 244 disposed in parallel with the driving shaft 101 of the driving motor 100 is provided, and a clutch 241 is interposed between the intermediate shaft 244 and the input shaft 201, and the driving motor Reduction device for an electric vehicle, characterized in that separate gears for reduction gears (242, 243) meshed with the drive shaft (101) and the intermediate shaft (244) of (100).

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