WO2013062017A1 - 電気自動車用駆動装置 - Google Patents

電気自動車用駆動装置 Download PDF

Info

Publication number
WO2013062017A1
WO2013062017A1 PCT/JP2012/077516 JP2012077516W WO2013062017A1 WO 2013062017 A1 WO2013062017 A1 WO 2013062017A1 JP 2012077516 W JP2012077516 W JP 2012077516W WO 2013062017 A1 WO2013062017 A1 WO 2013062017A1
Authority
WO
WIPO (PCT)
Prior art keywords
planetary gear
gear
piston
braking device
planetary
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Ceased
Application number
PCT/JP2012/077516
Other languages
English (en)
French (fr)
Japanese (ja)
Inventor
一宇 田中
井上　英司
今西　尚
松田　靖之
大輔 郡司
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
NSK Ltd
Original Assignee
NSK Ltd
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by NSK Ltd filed Critical NSK Ltd
Priority to US14/354,765 priority Critical patent/US9067491B2/en
Priority to CN201280053031.2A priority patent/CN103917803A/zh
Priority to EP12843885.0A priority patent/EP2772665B1/en
Publication of WO2013062017A1 publication Critical patent/WO2013062017A1/ja
Anticipated expiration legal-status Critical
Ceased legal-status Critical Current

Links

Images

Classifications

    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H61/00—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing
    • F16H61/26—Generation or transmission of movements for final actuating mechanisms
    • F16H61/28—Generation or transmission of movements for final actuating mechanisms with at least one movement of the final actuating mechanism being caused by a non-mechanical force, e.g. power-assisted
    • F16H61/32—Electric motors , actuators or related electrical control means  therefor
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K17/00—Arrangement or mounting of transmissions in vehicles
    • B60K17/04—Arrangement or mounting of transmissions in vehicles characterised by arrangement, location or kind of gearing
    • B60K17/12—Arrangement or mounting of transmissions in vehicles characterised by arrangement, location or kind of gearing of electric gearing
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L15/00—Methods, circuits, or devices for controlling the traction-motor speed of electrically-propelled vehicles
    • B60L15/20—Methods, circuits, or devices for controlling the traction-motor speed of electrically-propelled vehicles for control of the vehicle or its driving motor to achieve a desired performance, e.g. speed, torque, programmed variation of speed
    • B60L15/2054—Methods, circuits, or devices for controlling the traction-motor speed of electrically-propelled vehicles for control of the vehicle or its driving motor to achieve a desired performance, e.g. speed, torque, programmed variation of speed by controlling transmissions or clutches
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K1/00—Arrangement or mounting of electrical propulsion units
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H3/00—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion
    • F16H3/44—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion using gears having orbital motion
    • F16H3/46—Gearings having only two central gears, connected by orbital gears
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H3/00—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion
    • F16H3/44—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion using gears having orbital motion
    • F16H3/62—Gearings having three or more central gears
    • F16H3/66—Gearings having three or more central gears composed of a number of gear trains without drive passing from one train to another
    • F16H3/663—Gearings having three or more central gears composed of a number of gear trains without drive passing from one train to another with conveying rotary motion between axially spaced orbital gears, e.g. a stepped orbital gear or Ravigneaux
    • H—ELECTRICITY
    • H02—GENERATION; CONVERSION OR DISTRIBUTION OF ELECTRIC POWER
    • H02K—DYNAMO-ELECTRIC MACHINES
    • H02K7/00—Arrangements for handling mechanical energy structurally associated with dynamo-electric machines, e.g. structural association with mechanical driving motors or auxiliary dynamo-electric machines
    • H02K7/10—Structural association with clutches, brakes, gears, pulleys or mechanical starters
    • H02K7/116—Structural association with clutches, brakes, gears, pulleys or mechanical starters with gears
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K1/00—Arrangement or mounting of electrical propulsion units
    • B60K2001/001—Arrangement or mounting of electrical propulsion units one motor mounted on a propulsion axle for rotating right and left wheels of this axle
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L2240/00—Control parameters of input or output; Target parameters
    • B60L2240/10—Vehicle control parameters
    • B60L2240/12—Speed
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L2240/00—Control parameters of input or output; Target parameters
    • B60L2240/40—Drive Train control parameters
    • B60L2240/42—Drive Train control parameters related to electric machines
    • B60L2240/421—Speed
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L2240/00—Control parameters of input or output; Target parameters
    • B60L2240/40—Drive Train control parameters
    • B60L2240/42—Drive Train control parameters related to electric machines
    • B60L2240/423—Torque
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L2240/00—Control parameters of input or output; Target parameters
    • B60L2240/40—Drive Train control parameters
    • B60L2240/48—Drive Train control parameters related to transmissions
    • B60L2240/486—Operating parameters
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H3/00—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion
    • F16H3/44—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion using gears having orbital motion
    • F16H2003/442—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion using gears having orbital motion comprising two or more sets of orbital gears arranged in a single plane
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H61/00—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing
    • F16H61/26—Generation or transmission of movements for final actuating mechanisms
    • F16H61/28—Generation or transmission of movements for final actuating mechanisms with at least one movement of the final actuating mechanism being caused by a non-mechanical force, e.g. power-assisted
    • F16H2061/2884—Screw-nut devices
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H61/00—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing
    • F16H61/26—Generation or transmission of movements for final actuating mechanisms
    • F16H61/28—Generation or transmission of movements for final actuating mechanisms with at least one movement of the final actuating mechanism being caused by a non-mechanical force, e.g. power-assisted
    • F16H2061/2892—Generation or transmission of movements for final actuating mechanisms with at least one movement of the final actuating mechanism being caused by a non-mechanical force, e.g. power-assisted other gears, e.g. worm gears, for transmitting rotary motion to the output mechanism
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H2200/00—Transmissions for multiple ratios
    • F16H2200/0021—Transmissions for multiple ratios specially adapted for electric vehicles
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H2200/00—Transmissions for multiple ratios
    • F16H2200/003—Transmissions for multiple ratios characterised by the number of forward speeds
    • F16H2200/0034—Transmissions for multiple ratios characterised by the number of forward speeds the gear ratios comprising two forward speeds
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H2200/00—Transmissions for multiple ratios
    • F16H2200/20—Transmissions using gears with orbital motion
    • F16H2200/2002—Transmissions using gears with orbital motion characterised by the number of sets of orbital gears
    • F16H2200/2005—Transmissions using gears with orbital motion characterised by the number of sets of orbital gears with one sets of orbital gears
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H2200/00—Transmissions for multiple ratios
    • F16H2200/20—Transmissions using gears with orbital motion
    • F16H2200/202—Transmissions using gears with orbital motion characterised by the type of Ravigneaux set
    • F16H2200/2023—Transmissions using gears with orbital motion characterised by the type of Ravigneaux set using a Ravigneaux set with 4 connections
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H2200/00—Transmissions for multiple ratios
    • F16H2200/20—Transmissions using gears with orbital motion
    • F16H2200/203—Transmissions using gears with orbital motion characterised by the engaging friction means not of the freewheel type, e.g. friction clutches or brakes
    • F16H2200/2035—Transmissions using gears with orbital motion characterised by the engaging friction means not of the freewheel type, e.g. friction clutches or brakes with two engaging means
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/60—Other road transportation technologies with climate change mitigation effect
    • Y02T10/64—Electric machine technologies in electromobility
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/60—Other road transportation technologies with climate change mitigation effect
    • Y02T10/72—Electric energy management in electromobility

Definitions

  • the present invention relates to a drive device for an electric vehicle that decelerates the output of an electric motor and transmits it to drive wheels.
  • the acceleration (G) of the electric vehicle The relationship with the traveling speed (km / h) is such that the left half of the solid line a in FIG. 19 and the chain line b are continuous. In other words, the acceleration performance at low speed is excellent, but high speed running is not possible.
  • the relationship between the acceleration and the traveling speed is expressed by the chain line c in FIG. 19 and the right half part of the solid line a. It seems to be continuous.
  • FIG. 20 shows an example of a conventional structure of a drive device for an electric vehicle in which a transmission is provided between an output shaft of an electric motor and an input portion of a differential gear connected to a drive wheel.
  • Fig. 4 illustrates the disclosed structure.
  • This electric vehicle drive device is configured to transmit the rotation of the output shaft of the electric motor 1 to the rotation transmission device 3 via the transmission 2 and to rotationally drive the pair of left and right drive wheels.
  • the transmission 2 includes a pair of gear transmission mechanisms 6 a and 6 b that are concentric with the output shaft of the electric motor 1 and have a different reduction ratio between the drive-side rotary shaft 4 and the driven-side rotary shaft 5. Is provided.
  • one clutch mechanism 7a can be controlled by an actuator, and the other clutch mechanism 7b is connected when the rotational speed exceeds a certain value.
  • the overrunning clutch is released.
  • the other clutch mechanism 7b is disconnected, and the rotational torque of the drive-side rotating shaft 4 is one of the gear transmission mechanisms 6a and 6b, which is a gear transmission mechanism with a small reduction ratio. It is transmitted to the driven side rotating shaft 5 through 6a.
  • the other clutch mechanism 7b is connected, and the rotational torque of the drive side rotational shaft 4 is transferred to the driven side rotational shaft 5 via the other gear transmission mechanism 6b having a large reduction ratio.
  • Communicated The rotation of the driven side rotating shaft 5 is transmitted to the input portion of the differential gear 8 by the rotation transmitting device 3, and thereby the output shafts 9a and 9b supporting the pair of left and right driving wheels are rotationally driven.
  • a pair of gear transmission mechanisms 6a and 6b are provided between the drive side rotary shaft 4 and the driven side rotary shaft 5 arranged in parallel with each other in a state of being separated in the radial direction.
  • the gear transmission mechanism 6 a (6 b) includes a gear 10 a (10 b) provided at the intermediate portion in the axial direction of the drive side rotating shaft 4 and a gear 10 c (10 d) provided at the intermediate portion in the axial direction of the driven side rotating shaft 5.
  • the gears 10a, 10c (10b, 10d) meshing with each other are required to have sufficient strength and durability so that all the power output from the electric motor 1 can be transmitted. Therefore, there is a problem that a drive device for an electric vehicle incorporating the gear transmission mechanisms 6a and 6b is increased in size and weight.
  • One clutch mechanism 7a requires an actuator for switching the connection / disengagement (engagement) state. That is, one clutch mechanism 7a is provided in the axially intermediate portion of the drive-side rotating shaft 4, and the one of the pair of gear transmission mechanisms 6a and 6b remains while the drive-side rotating shaft 4 is rotating.
  • the gear 10a constituting one of the gear transmission mechanisms 6a (a state in which the drive-side rotating shaft 4 and the gear 10a rotate synchronously and a state in which the gear 10a rotates idly with respect to the driving-side rotating shaft 4) Need to be switched. For this reason, since an electromagnetic clutch is used as one clutch mechanism 7a, the structure of the drive device for electric vehicles may become complicated. In this case, it is also difficult to secure a torque transmission capacity.
  • Japanese Patent Application Laid-Open No. 2010-90947 and Japanese Patent Application Laid-Open No. 2010-223298 include an inner diameter side and an outer diameter side of an output shaft of a tubular electric motor.
  • a rotating shaft concentric with the output shaft and connected to a transmission mechanism having different reduction ratios is provided, and either one of the inner diameter side rotating shaft and the outer diameter side rotating shaft is provided by a pair of clutches.
  • a technique for rotationally driving the rotary shaft is disclosed.
  • the present invention realizes a drive device for an electric vehicle that can be configured in a small and simple manner, can increase the travel distance per charge, and can improve the convenience of the electric vehicle.
  • the purpose is that.
  • the present inventors have examined a structure using a planetary gear mechanism in a transmission incorporated in the electric vehicle drive device.
  • a planetary gear mechanism as a transmission makes it difficult to design a planetary gear mechanism to obtain the same performance as a gasoline engine vehicle equipped with a general transmission.
  • a clutch mechanism for switching between a state in which power is directly transmitted and a state in which power is not transmitted between the driven side rotating shafts while these rotating shafts are rotating, and the structure of the device is complicated.
  • the present inventors further studied the structure using the planetary gear mechanism, and obtained the knowledge that the above problems can be solved by devising the structure of the planetary gear mechanism, The present invention has been completed.
  • the drive device for an electric vehicle of the present invention includes an electric motor, a planetary gear type transmission having a drive side rotation shaft that is rotationally driven by the output shaft of the electric motor, and a driven side rotation of the planetary gear type transmission.
  • the planetary gear type transmission includes the driving side rotating shaft, the driven side rotating shaft, a first planetary gear mechanism and a second planetary gear mechanism, a ring gear, One braking device and a second braking device are combined.
  • the first planetary gear mechanism includes a first sun gear provided in a state of being rotationally driven by the drive side rotation shaft, and a plurality of (for example, 3 to 4) meshed with the first sun gear. And a single pinion planetary gear mechanism having a first planetary gear and a carrier that rotatably supports the first planetary gear and rotationally drives the driven rotation shaft. Has been.
  • the second planetary gear mechanism includes a second sun gear, a plurality of second planetary gears provided on the outer diameter side and coaxially with the first planetary gear and rotating in synchronization with the first planetary gear, and an inner diameter
  • It is constituted by a double pinion type planetary gear mechanism that supports the gear and the third planetary gear in a rotatable manner and in a state where the second planetary gear and the third planetary gear that are paired with each other are engaged with each other.
  • the ring gear meshes with the first planetary gear or the second planetary gear.
  • the first braking device is the ring gear
  • the second braking device is the second sun gear
  • a state where rotation is prevented with respect to a fixed part such as a casing housing the planetary gear type transmission, and the fixed part.
  • the state is switched to a state where rotation is allowed.
  • the first braking device prevents the ring gear from rotating with respect to the fixed portion
  • the second braking device is released, and the second sun gear is fixed. It is allowed to rotate with respect to the part.
  • the first braking device is released, the ring gear is allowed to rotate with respect to the fixed portion, and the second braking device is connected to the second sun gear. Prevents rotation with respect to the part.
  • an electric actuator composed of a piston, a servo motor, and a worm wheel is used to switch the operating states of the first braking device and the second braking device.
  • the piston has a male thread part in a part of the axial direction on the outer peripheral surface thereof, constitutes the fixed part, and is in a state where rotation is prevented inside a casing housing the planetary gear type transmission. Axial displacement is possible.
  • the servo motor has an output shaft and a worm gear supported and fixed to the output shaft. Further, the worm wheel is formed in an annular shape as a whole, meshes with the worm gear, and has an internal thread portion that engages with the external thread portion on an inner peripheral surface thereof.
  • the piston is displaced in the axial direction based on the screwing of the male screw portion and the female screw portion.
  • This axial displacement causes the fixed portion and the friction engagement portion of the mating member (the ring gear or the second sun gear or a portion that rotates in synchronization therewith) to be relatively displaced in the axial direction in a direction approaching each other.
  • the friction engagement portion of the counterpart member is pressed against the fixed portion, the fixed portion and the friction engagement portion of the counterpart member are frictionally engaged, and the rotation of the counterpart member with respect to the fixed portion is performed. Configure to block.
  • prevented is also contained in this fixed part.
  • a single actuator is used as the actuator for switching the operating state of the first braking device and the second braking device. That is, the first braking device and the second braking device are arranged on opposite sides in the axial direction with respect to the piston, and the ring gear or a portion that rotates in synchronization with the ring gear on one axial end surface of the piston.
  • the first friction engagement portion provided is opposed to the other end surface in the axial direction of the piston, and the second friction engagement portion provided at a portion rotating in synchronization with the second sun gear or the second sun gear is opposed.
  • the piston When the servo motor is rotated in a predetermined direction, the piston is displaced in a direction in which the first friction engagement portion is pressed toward the fixed portion by one axial end portion of the piston. On the other hand, when the servo motor is rotated in a direction opposite to the predetermined direction, the piston is displaced in a direction in which the second friction engagement portion is pressed toward the fixed portion by the other axial end portion of the piston. .
  • the piston is composed of a first piston and a second piston provided with a first male screw portion and a second male screw portion whose threading directions are opposite to each other on the outer peripheral surface of the axial base end portion.
  • the inner peripheral surface of the worm wheel is a stepped cylindrical surface in which a large-diameter portion of one half of the axial direction and a small-diameter portion of the other half of the axial direction are continuously connected by a step portion, and a first male screw is attached to the large-diameter portion.
  • a first female screw portion that is screwed with the second male screw portion is provided, and a second male screw portion that is screwed with the second male screw portion is provided at the small diameter portion.
  • the first braking device and the second braking device are arranged on the same side with respect to the piston in the axial direction, and the tip surface of the first piston is arranged to rotate in synchronization with the ring gear or the ring gear.
  • the front end surface of the second piston is opposed to the second friction engagement portion provided at a portion rotating in synchronization with the second sun gear or the second sun gear.
  • the first piston is forced to press the first friction engagement portion toward the fixed portion by the axial tip portion of the first piston.
  • the second piston is displaced in the direction of pressing the second friction engagement portion toward the fixed portion by the tip end portion of the second piston.
  • the actuator for switching the operating state of the first brake device and the second brake device constituting the electric vehicle drive device of the present invention is an electric type using a servo motor as a drive source
  • the inner peripheral surface of the worm wheel is spiral with a partial arc shape on the inner peripheral surface.
  • a plurality of balls are provided in a freely rollable manner between an outer diameter side ball screw groove formed in a circular shape and an inner diameter side ball screw groove formed in a spiral shape with a partial arc shape in cross section on the outer peripheral surface of the piston.
  • a ball screw mechanism can also be employed.
  • the electric actuator converts the rotational driving force of the servo motor into an axial thrust
  • the axial thrust causes the frictional engagement portion and the fixed portion of the mating member to be relatively displaced in a direction approaching each other.
  • the counterpart member is pressed against the fixed portion, and the fixed portion and the counterpart member are frictionally engaged to prevent the counterpart member from rotating relative to the fixed portion.
  • the electric vehicle drive device of the present invention has a drive side rotation shaft that is driven to rotate by the output shaft of the electric motor, and a driven side that transmits rotation to a rotation transmission device that transmits to a pair of left and right drive wheels.
  • a planetary gear type transmission having a rotating shaft, and the planetary gear type transmission is connected to the driving side rotating shaft, and a first pinion type first planetary gear mechanism and one of the two planetary gears is a first one.
  • a planetary gear of the planetary gear mechanism and a double pinion type second planetary gear mechanism that constitutes a long pinion gear, and the transmission of power from the second planetary gear mechanism to the drive side rotating shaft is performed by the second planetary gear mechanism.
  • the revolving motion of the two planetary gears is configured to be performed, and by switching the planetary gear which is the main subject of the revolving motion for power transmission, a low speed motor with a large reduction ratio is obtained. It is characterized by small high-speed modes de and the reduction ratio is changed.
  • the rotation of the sun gear of the first planetary gear mechanism causes rotation of the planetary gear of the first planetary gear mechanism, rotation of the one planetary gear of the second planetary gear mechanism, and the one planetary gear.
  • the planetary gear of the first planetary gear mechanism and the mode transmitted to the driven rotation shaft via the carrier connected to the one planetary gear and the rotation of the sun gear of the first planetary gear mechanism are transmitted to the driven rotation shaft via the carrier connected to the one planetary gear and the rotation of the sun gear of the first planetary gear mechanism.
  • Rotational motion and rotation of the one planetary gear of the second planetary gear mechanism, rotation of the other planetary gear of the second planetary gear mechanism, revolution of the other planetary gear, and connection to the other planetary gear It is possible to switch between the mode transmitted to the driven side rotation shaft via the carrier.
  • the electric vehicle drive device can be configured in a small and simple manner. That is, since a planetary gear type transmission constituted by a pair of planetary gear mechanisms is used as a transmission mechanism, power can be distributed and transmitted to a plurality of planetary gears. The torque transmission capacity per planetary gear can be kept low. For example, if the number of each planetary gear constituting a pair of planetary gear mechanisms (the number of each of the first planetary gear, the second planetary gear, and the third planetary gear) is 3 to 4, one planetary gear is used. The power applied to is about 30% of all the power transmitted by the planetary gear type transmission.
  • one planetary gear can transmit about 30% of the maximum total power transmitted by the planetary gear type transmission.
  • the first sun gear, the second sun gear, and the ring gear each transmit power by engaging with the planetary gear at a plurality of locations. For this reason, the strength and rigidity required for the teeth of these gears are low compared to the case where power is transmitted by the meshing of a pair of gears that mesh with each other only at one place as in the conventional structure. Therefore, the electric vehicle drive device can be made smaller and lighter.
  • the reduction ratio is switched by switching the second sun gear and the ring gear between a state in which rotation with respect to the fixed portion is prevented and a state in which it is allowed by a pair of braking devices.
  • the actuator that constitutes can be made a simple structure.
  • the electric vehicle drive device incorporating the planetary gear type transmission can be further reduced in size and simplified. Moreover, it is easy to ensure the torque transmission capacity of each part.
  • the interstage ratio which is a value obtained by dividing the speed reduction ratio in the low speed mode state by the speed reduction ratio in the high speed mode state, is set to 2 or 2 in the vicinity.
  • the performance can be improved sufficiently effectively. That is, in a general electric motor for an electric vehicle, the ratio between the maximum rotation speed in a state where the maximum torque is output and the maximum rotation speed of the electric motor is about 1: 2.
  • the ratio of the maximum speed with the maximum torque output to the overall maximum speed is 1 : It is desired to be about 4.
  • the relationship between the reduction ratio during low-speed driving and the reduction ratio during high-speed driving is set to about 2: 1, so that the solid line a shown in FIG. A characteristic in which the left half and the right half are continuous is obtained, and the acceleration performance and high speed performance of the vehicle are similar to those of a gasoline engine vehicle equipped with a general transmission, as indicated by a broken line d in FIG. Can be smooth.
  • FIG. 1 is a schematic cross-sectional view showing a first example of an embodiment of the present invention.
  • FIG. 2A is a schematic cross-sectional view showing a state in which torque transmission is performed in the low speed mode in the first example of the embodiment of the present invention
  • FIG. 2B is a state in which torque transmission is performed in the high speed mode. It is the same figure which shows.
  • FIG. 3 is a schematic cross-sectional view showing a second example of the embodiment of the present invention by taking out a planetary gear type transmission.
  • FIG. 4 is a schematic cross-sectional view showing a third example of the embodiment of the present invention.
  • FIG. 5 is a view similar to FIG. 2 for the third example of the embodiment of the present invention.
  • FIG. 1 is a schematic cross-sectional view showing a first example of an embodiment of the present invention.
  • FIG. 2A is a schematic cross-sectional view showing a state in which torque transmission is performed in the low speed mode in the first example of the embodiment of the present invention
  • FIG. 6 is a schematic sectional view showing a fourth example of the embodiment of the present invention.
  • FIG. 7 is a view similar to FIG. 2 for the fourth example of the embodiment of the present invention.
  • FIG. 8 is a sectional view showing a fourth example of the embodiment of the present invention.
  • FIG. 9 is an enlarged view of a portion X in FIG.
  • FIG. 10 is an end view showing a fourth example of the embodiment of the present invention as viewed from the right side of FIG.
  • FIG. 11 is a perspective view showing an essential part of the fourth example of the embodiment of the present invention.
  • FIG. 12 is a schematic diagram for explaining the operation of the actuator in the fourth example of the embodiment of the present invention.
  • FIG. 13 is a schematic cross-sectional view showing a fifth example of the embodiment of the present invention.
  • FIG. 13 is a schematic cross-sectional view showing a fifth example of the embodiment of the present invention.
  • FIG. 14 is a diagram similar to FIG. 2 for the fifth example of the embodiment of the present invention.
  • FIG. 15 is a diagram similar to FIG. 12 for the fifth example of the embodiment of the present invention.
  • FIG. 16 is a schematic cross-sectional view showing a first example of a reference example.
  • FIG. 17 is a schematic cross-sectional view showing a second example of the reference example.
  • FIG. 18 is a schematic cross-sectional view showing a third example of the reference example.
  • FIG. 19 is a diagram for explaining the effect of incorporating a transmission into an electric vehicle drive device.
  • FIG. 20 is a schematic cross-sectional view showing an example of a conventional structure of a drive device for an electric vehicle.
  • the electric vehicle drive device of this example includes an electric motor 1a, a planetary gear type transmission 11, and a rotation transmission device 3a. Of these, the electric motor 1a rotates and drives the drive-side rotary shaft 4a of the planetary gear type transmission 11 provided concentrically with the output shaft.
  • the planetary gear type transmission 11 is installed between the electric motor 1a and the rotation transmission device 3a, and decelerates the power of the electric motor 1a at a predetermined speed ratio, and then passes through a hollow circular driven driven rotating shaft 5a. And transmitted to the rotation transmission device 3a.
  • the planetary gear type transmission 11 includes a drive-side rotation shaft 4a and a driven-side rotation shaft 5a, a first planetary gear mechanism 12, a second planetary gear mechanism 13, and a ring that are arranged concentrically with the output shaft of the electric motor 1a.
  • the gear 22 is constituted by the first braking device 14 and the second braking device 15.
  • the first planetary gear mechanism 12 includes a first sun gear 16, a plurality of (for example, 3 to 4) first planetary gears 17, and a carrier 18.
  • the first planetary gear mechanism 12 includes a single pinion type structure in which a first planetary gear 17 rotatably supported by a carrier 18 is engaged with a first sun gear 16.
  • the 1st sun gear 16 is provided in the edge part (left end part of FIG. 1) of the drive side rotating shaft 4a, and is rotationally driven by the driving side rotating shaft 4a.
  • a speed reducer such as a friction roller speed reducer may be provided between the electric motor 1a and the drive side rotating shaft 4a of the planetary gear type transmission 11.
  • the second planetary gear mechanism 13 is provided on the outer side of the second sun gear 19 and coaxially with the first planetary gear 17, and rotates in synchronization with the first planetary gear 17 (the first planetary gear 17.
  • the second planetary gear mechanism 13 is rotatably supported by the carrier 18 and meshes the paired second planetary gear 20 and third planetary gear 21 with each other. And a double pinion type structure to be engaged with each other.
  • the first planetary gear 17 and the second planetary gear 20 have the same pitch circle diameter and the same number of teeth, and are provided continuously (integrally) in the axial direction to constitute a long pinion gear. .
  • the carrier 18 is supported so as to transmit power to the driven side rotation shaft 5a. That is, the driven side rotating shaft 5 a is driven to rotate by the rotation of the carrier 18.
  • the ring gear 22 meshes with the second planetary gear 20 on the outer diameter side.
  • the first braking device 14 is provided between the ring gear 22 and a fixed part (not shown) such as a casing housing the transmission.
  • the first braking device 14 controls the actuator to switch the operation (disconnection / connection) state of the first braking device 14 so that the ring gear 22 is prevented from rotating with respect to the fixed portion, and the rotation is prevented. Switch between allowed (idling) states.
  • the second braking device 15 is provided between the second sun gear 19 and the fixed portion, and controls the actuator to switch the operation (disconnection / connection) state of the second braking device, thereby
  • the two sun gears 19 are switched between a state in which rotation with respect to the fixed portion is prevented and a state in which rotation is allowed (spinning).
  • the structure of the actuator used for the first braking device 14 and the second braking device 15 is not particularly limited. That is, not only a mechanical actuator but also a hydraulic or electric actuator can be used.
  • the rotation transmission device 3a is a general gear transmission mechanism in which a plurality of gears are combined.
  • the rotation transmission device 3a transmits the rotation of the driven side rotation shaft 5a of the planetary gear type transmission 11 to the input portion of the differential gear 8a.
  • the output shafts 9c and 9d of the gear 8a are configured to rotationally drive a pair of left and right drive wheels via a constant velocity joint.
  • the planetary gear type transmission 11 of the drive device for an electric vehicle of this example switches the operation (disconnection / connection) state of the first braking device 14 and the second braking device 15, so that the drive-side rotating shaft 4 a and the driven device are driven. Operation in either one of a low speed mode state with a large reduction ratio with respect to the side rotation shaft 5a and a high speed mode state with a small reduction ratio is enabled. That is, in the low speed mode state in which the reduction ratio is large, the first braking device 14 operates and the second braking device 15 is released. In this case, the first braking device 14 is connected, the ring gear 22 is prevented from rotating, the second braking device 15 is disconnected, and the second sun gear 19 is allowed to rotate (the second sun gear 19 is turned on).
  • the low-speed mode state is realized by idling.
  • the first braking device 14 is released and the second braking device operates.
  • the first braking device 14 is disconnected, the ring gear 22 is allowed to rotate (the ring gear 22 is idled), the second braking device 15 is connected, and the second sun gear 19 is prevented from rotating.
  • the high-speed mode state is realized.
  • the rotation of the ring gear 22 is blocked and the rotation of the second sun gear 19 is allowed.
  • the power of the electric motor 1a in the low-speed mode state is “(A) electric motor 1a ⁇ drive-side rotating shaft 4a ⁇ first sun gear 16 ⁇ spinning motion of the first planetary gear 17 ⁇ spinning motion of the second planetary gear 20 ⁇ ring
  • the second planetary gear 20 is transmitted to the driven side rotating shaft 5a through a path of “revolution movement of the second planetary gear 20 based on the meshing with the gear 22 ⁇ the carrier 18 ⁇ the driven side rotating shaft 5a”.
  • the second planetary gear 20 that revolves while the power of the electric motor 1a transmitted to the first planetary gear 17 via the first sun gear 16 rotates based on the meshing with the ring gear 22 is rotated. Via the carrier 18.
  • the planetary gear 20 transmits power through the second planetary gear 20 that rotates and revolves based on meshing with the ring gear 22 having a large pitch circle diameter and a large number of teeth.
  • the reduction ratio of the gear transmission 11 can be increased.
  • the reduction ratio i L in the low speed mode state is expressed by the following equation (1) when the number of teeth of the first sun gear 16 is Z 16 and the number of teeth of the ring gear 22 is Z 22 .
  • the rotation of the ring gear 22 is allowed and the rotation of the second sun gear 19 is prevented.
  • the power of the electric motor 1a in the high-speed mode state is “(B) electric motor 1a ⁇ drive-side rotating shaft 4a ⁇ first sun gear 16 ⁇ spinning motion of the first planetary gear 17 ⁇ spinning motion of the second planetary gear 20 ⁇ first
  • the rotation of the three planetary gear 21 ⁇ the revolution of the third planetary gear 21 based on the meshing with the second sun gear 19 ⁇ the carrier 18 ⁇ the driven rotary shaft 5a ” is transmitted to the driven rotary shaft 5a.
  • a third planetary gear that revolves while the power of the electric motor 1 a transmitted to the first planetary gear 17 through the first sun gear 16 rotates while rotating based on the meshing with the second sun gear 19. It is transmitted to the carrier 18 via 21.
  • the power is transmitted through the third planetary gear 21 that revolves while rotating on the basis of meshing with the second sun gear 19 having a small pitch circle diameter and a small number of teeth.
  • the reduction gear ratio of the planetary gear type transmission 11 becomes small.
  • Reduction ratio i H in the high-speed mode state if the number of teeth of the second sun gear 19 and with Z 19, is expressed by the following equation (2).
  • the interstage ratio I between the low speed mode state and the high speed mode state (reduction ratio in the low speed mode state / reduction ratio in the high speed mode state) is set to 2 or in the vicinity of 2. Since the reduction ratio in the low speed mode state and the reduction ratio in the high speed mode state are expressed by the equations (1) and (2), respectively, the interstage ratio I is expressed by the following equation (3).
  • the electric vehicle drive device of this example is configured by restricting the number of teeth Z 16 , Z 19 , Z 22 of the first sun gear 16, the second sun gear 19, and the ring gear 22 to appropriate values. It is possible to control the interstage ratio I in the planetary gear type transmission 11 to be 2 or in the vicinity of 2. It is most preferable to design the planetary gear type transmission 11 so that the interstage ratio I is 2. However, even if it is not exactly 2, if it is in the vicinity of 2, a traveling performance equivalent to that of a gasoline engine vehicle equipped with a general transmission can be obtained. It should be noted that the case where the interstage ratio I is in the range of 1.8 to 2.2 is also included in the present invention.
  • the electric vehicle drive device can be configured in a small and simple manner, so that the travel distance per charge can be lengthened and the convenience of the electric vehicle can be improved. That is, the planetary gear type transmission 11 constituted by a pair of planetary gear mechanisms is used as a transmission mechanism, and power is distributed and transmitted to a plurality of planetary gears 17, 20, 21. The torque transmitted per piece (torque transmission capacity) can be kept low.
  • the first sun gear 16 is engaged with the first planetary gear 17, the ring gear 22 is engaged with the second planetary gear 20, and the second sun gear 19 is engaged with the third planetary gear 21 at a plurality of locations to transmit power. To do.
  • the strength and rigidity required for the teeth of the first sun gear 16, the second sun gear 19, and the ring gear 22 are the same as those of the pair of gears 10a, 10c (10b, 10d) as in the conventional structure. Compared with the case where power is transmitted by meshing one by one, it is kept low. As a result, it is possible to further reduce the size and weight of the speed change mechanism as compared with the case where a speed change mechanism using a general gear mechanism is used.
  • the planetary gear type transmission 11 controls (selectively activates) the first braking device 14 and the second braking device 15 in the low speed mode and the high speed mode having different reduction ratios, so that the ring gear 22 and Whether to rotate the second sun gear 19 is selected by switching each.
  • these braking devices switch whether or not the second sun gear 19 and the ring gear 22 can be rotated with respect to a portion that is always stationary (fixed portion). It is not necessary to switch whether the relative rotation between the bodies (rotating shaft and gear) is possible.
  • the space ratio can be 2 or close to 2.
  • FIG. 3 shows a second example of the embodiment of the present invention.
  • the ring gear 22a is meshed with the first planetary gear 17 of the first planetary gear mechanism 12a that is a single pinion type.
  • the configuration and operation of the other parts are the same as in the first example of the embodiment.
  • [Third example of embodiment] 4 to 5 show a third example of the embodiment of the present invention.
  • electric actuators 37a and 37b that convert the rotational driving force of the servo motor into axial thrust are used as actuators for switching the operating states of the first braking device 14a and the second braking device 15a.
  • the actuators 37 a and 37 b are configured by a servo motor (not shown), the piston 38, and the worm wheel 39.
  • the piston 38 has an outer peripheral surface at the axially intermediate portion as a male threaded portion 40, and is supported in the casing containing the planetary gear type transmission 11a so that only axial displacement is possible while preventing rotation.
  • the worm wheel 39 meshes with a worm gear (not shown) supported and fixed to the output shaft of the servo motor, and has a circular shape as a whole, in a state where axial displacement is prevented in the casing, Supported only for rotation. Further, an internal thread portion 41 that is screwed into the external thread portion 40 is provided on the inner peripheral surface of the worm wheel 39.
  • the piston 38 is cylindrical and the constituent members of the planetary gear type transmission 11a are arranged on the inner diameter side. ing.
  • both or one of the actuators 37a and 37b is provided in a portion adjacent to the planetary gear type transmission 11a in the axial direction, the piston of the actuator can be formed in a cylindrical shape.
  • the actuator 37a when the actuator 37a (37b) is operated, the output shaft of the servo motor is rotated in a predetermined direction, and the worm wheel 39 is rotationally driven. Then, based on the threaded engagement between the male screw portion 40 and the female screw portion 41, the wet multi-plate provided on the first rotating member 42 supported by the tip portion of the piston 38 so as to be able to rotate in synchronization with the ring gear 22a.
  • the first friction engagement portion 43 (or the second rotating member 44 supported so as to be able to rotate in synchronization with the second sun gear 19), which is a rotation side friction plate constituting the clutch, is a wet multi-plate clutch.
  • the second friction engagement portion 45 which is a rotating side friction plate, is a member that is assembled in a state in which rotation is prevented in a casing that houses the planetary gear type transmission 11a. Press toward the fixed portion 46 provided with the non-rotating side friction plate (to the left in FIGS. 4 to 5). Then, the first friction engagement portion 43 (or the second friction engagement portion 45) and the fixed portion 46 are frictionally engaged to prevent the ring gear 22a (or the second sun gear 19) from rotating. To do. On the other hand, when the rotation of the ring gear 22a (or the second sun gear 19) is allowed, the output shaft of the servo motor is rotated in the direction opposite to the predetermined direction, and the piston 38 is moved to the tip of the piston 38.
  • the portion displaces the first friction engagement portion 43 (or the second friction engagement portion 45) in a direction (rightward in FIGS. 4 to 5) for releasing the force pressing the fixed portion 46. Thereby, the rotation of the ring gear 22a (or the second sun gear 19) is allowed.
  • the control device when operating in the low speed mode state in which the reduction ratio between the drive side rotary shaft 4a and the driven side rotary shaft 5a is large, the control device (not shown) causes ), The servo motor of one of the actuators 37a and 37b is rotated in a predetermined direction to prevent the ring gear 22a from rotating relative to the fixed portion 46, and the servo motor of the other actuator 37b is The second sun gear 19 is allowed to rotate by rotating in a direction opposite to the direction.
  • the control device when operating in the high speed mode with a small reduction ratio, rotates the servo motor of one actuator 37a in the direction opposite to the predetermined direction as shown in FIG. The rotation of the gear 22a is allowed, and the servo motor of the other actuator 37b is rotated in a predetermined direction to prevent the second sun gear 19 from rotating.
  • rotation of the output shaft of the servo motor is performed by meshing the worm gear 39 supported and fixed to the output shaft with the worm wheel 39 and screwing between the male screw portion 40 of the piston 38 and the female screw portion 41 of the worm wheel 39.
  • the thrust is converted into the axial thrust of the piston 38.
  • the first friction engagement portion 43 (or the second friction engagement portion 45) is pressed against the fixed portion 46 by the front end surface of the piston 38 based on the axial thrust, and the first friction engagement portion 43 is pressed. (Or the second friction engagement portion 45) and the fixed portion 46 are frictionally engaged.
  • the first friction engagement portion 43 (or the second friction engagement portion 45) is fixed by meshing between the worm gear and the worm wheel 39 and screwing between the male screw portion 40 and the female screw portion 41. Displacement in the direction of releasing the force pressing toward the portion 46 can be suppressed. For this reason, it is not necessary to continue energizing the servomotor in a state where the first friction engagement portion 43 (or the second friction engagement portion 45) and the fixed portion 46 are frictionally engaged, and wasteful power consumption is eliminated. Can be prevented.
  • a ball screw mechanism can be employed instead of the screwing of the male screw portion 40 and the female screw portion 41.
  • a ball screw mechanism is configured by rolling a plurality of balls between the ball screw grooves. If the frictional engagement part can be prevented from displacing in the direction to release the force pressing against the fixed part only by meshing the worm gear and worm wheel, the ball screw mechanism as described above should be adopted.
  • the output of the servo motor can be kept small compared to the case where the male screw portion 40 and the female screw portion 41 are screwed together, and the power consumption and size of the servo motor can be reduced.
  • the configuration and operation of other parts of this example are the same as those of the second example of the embodiment.
  • FIG. 6 to 12 show a fourth example of the embodiment of the present invention.
  • the operating states of the first braking device 14b and the second braking device 15b are configured to be switched by a single actuator 37c.
  • the actuator 37c of this example is provided with a male screw portion 40a on the outer peripheral surface of the intermediate portion in the axial direction of the piston 38a.
  • the male screw portion 40 a is screwed with a female screw portion 41 provided on the inner peripheral surface of the worm wheel 39.
  • the first braking device 14b and the second braking device 15b are disposed on the opposite sides in the axial direction with respect to the actuator 37c. Accordingly, the first friction engagement portion 43 and the second friction engagement portion 45 constituting the first braking device 14b and the second braking device 15b are opposed to both axial end surfaces of the piston 38a.
  • the output shaft of the servo motor 47 is set in a predetermined direction (FIG. 12A).
  • the worm wheel 39 rotates in a clockwise direction) and meshes with the worm gear 48 supported and fixed to the output shaft.
  • the piston 38a is displaced based on the screwing of the male screw portion 40a and the female screw portion 41, and one axial end portion (the right end portion in FIG. 12A) of the piston 38a fixes the first friction engagement portion 43.
  • the other end portion in the axial direction of the piston 38a (the left end portion in FIG.
  • the operating states of the first braking device 14b and the second braking device 15b can be switched by the single actuator 37c.
  • the drive device for electric vehicles can be constituted more compactly and simply, and the convenience of an electric vehicle can be improved more.
  • the configuration and operation of the other parts of this example are the same as those of the second and third examples of the embodiment.
  • [Fifth Example of Embodiment] 13 to 15 show a fifth example of the embodiment of the present invention.
  • the first braking device 14c and the second braking device 15c are configured to be switched by a single actuator 37d.
  • the actuator 37d of this example includes a servo motor (not shown), a first piston 49 and a second piston 50, and a worm wheel 39a.
  • the first piston 49 and the second piston 50 have a first male screw portion 51 and a second male screw portion with their threading directions opposite to each other on the outer peripheral surface of the axial base end portion (left end portion in FIGS. 13 to 15). 52 is provided.
  • the worm wheel 39a has an inner peripheral surface having a large-diameter portion 53 in one axial half (the right half in FIGS. 13 to 15) and another half in the axial direction (the left half in FIGS. 13 to 15).
  • the small diameter portion 54 is a stepped cylindrical surface made continuous by a stepped portion 55.
  • the 1st internal thread part 56 screwed with the 1st external thread part 51 is provided in the large diameter part 53 among the internal peripheral surfaces of the worm wheel 39a, and the 2nd internal thread part screwed with the 2nd external thread part 52 in the small diameter part 54 57 is provided.
  • first braking device 14c and the second braking device 15c are arranged on the same side in the axial direction with respect to the actuator 37d, and the first friction engagement portion 43 constituting the first braking device 14c and the second braking device 15c.
  • the second friction engagement portion 45 is configured to face the front end surfaces of the first piston 49 and the second piston 50, respectively.
  • the first piston 49 is formed in a cylindrical shape, and the first male threaded portion 51 is screwed into and supported by the first female threaded portion 56 with the axially intermediate portion and the tip portion of the second piston 50 inserted through the inner diameter side. is doing.
  • the output shaft of the servo motor is set in a predetermined direction (a timepiece in FIG. 15 (A)).
  • the worm wheel 39a is rotationally driven.
  • the first piston 49 is displaced in the axial direction based on the screwing of the male screw portion 51 and the first female screw portion 56, and the tip end portion of the first piston 49 (the right end portion in FIG. 15A) is the first.
  • the friction engagement portion 43 is pressed toward the fixed portion 46 (displaces to the right in FIG. 15A).
  • the second piston 47 has a tip end portion of the second piston 47 that is threaded in a direction opposite to the first male screw portion 51 and the second female screw portion 57 and the second piston 47 has a second end portion.
  • the friction engagement portion 45 is displaced in a direction (leftward in FIG. 15A) in which the force pressing the friction engagement portion 45 toward the fixed portion 46 is released.
  • FIGS. 14 and 15 (A) the first friction engagement portion 43 and the fixed portion 46 are frictionally engaged to prevent the ring gear 22 from rotating, and the second sun gear 19. Allow rotation of
  • the output shaft of the servo motor is in the direction opposite to the predetermined direction (counterclockwise in FIG. 15B).
  • the first piston 49 causes the tip of the first piston 49 to press the first friction engagement part 43 against the fixed part 46. It is displaced in the direction of releasing the force (left side in FIG. 15B).
  • the second piston 47 is configured such that the tip end portion of the second piston 47 directs the second friction engagement portion 45 toward the fixed portion 46 based on the screwing of the second male screw portion 50 and the second female screw portion 57. And press (displace to the right in FIG. 15B). As a result, as shown in FIGS. 14 and 15B, the second friction engagement portion 45 and the fixed portion 46 are frictionally engaged to prevent the rotation of the second sun gear 19 and the ring gear 22. Allow rotation of
  • the operating states of the first braking device 14c and the second braking device 15c can be switched by a single actuator 37d, as in the case of the fourth example of the embodiment. Therefore, the convenience of the electric vehicle can be further improved.
  • the first braking device 14 c and the second braking device 15 c are adjacent to the first planetary gear mechanism 12 and the second planetary gear mechanism 13 constituting the planetary gear type transmission 11 in the axial direction. Arranged in a state.
  • the first braking device 14c and the second braking device 15c are provided with the first friction member 42 and the second rotation member 44 that rotate in synchronization with the ring gear 22 and the second sun gear 19, respectively.
  • the portion 43 and the second friction engagement portion 45 are configured to switch whether the ring gear 22 and the second sun gear 19 can rotate by being displaced relative to the fixed portion 46 in the axial direction. For this reason, if the size, shape, and arrangement of the members constituting the first braking device 14c and the second braking device 15c including the first rotating member 42 and the second rotating member 44 are appropriately restricted, the first braking device 14c. In addition, the outer diameter of the second braking device 15c can be suppressed to be equal to or smaller than the outer diameter of the first planetary gear mechanism 12 and the second planetary gear mechanism 13, and the electric vehicle drive device can be further reduced in size.
  • the configuration and operation of other parts of this example are the same as those of the first example, the third example, and the fourth example of the embodiment.
  • FIG. 16 shows a first example of a reference example for comparison with the present invention.
  • the planetary gear mechanism is used for the transmission incorporated in the drive device for the electric vehicle.
  • the planetary gear type transmission 11b includes a drive side rotation shaft 4b that is rotationally driven by the output shaft of the electric motor 1a, a planetary gear mechanism 23, a driven side rotation shaft 5b, a clutch mechanism 24, and a braking device 25.
  • the driven side rotation shaft 5b is provided concentrically with the drive side rotation shaft 4b, and transmits the rotation to the input portion of the differential gear 8 (see FIG. 20) via the rotation transmission device 3.
  • the planetary gear mechanism 23 includes a sun gear 26, a plurality of planetary gears 27, a ring gear 28, and a carrier 29.
  • the planetary gear 27 that is rotatably supported by the carrier 29 meshes with the sun gear 26.
  • the ring gear 28 meshes with the single pinion structure.
  • the sun gear 26 is provided at an intermediate portion in the axial direction of the drive side rotation shaft 4b and is rotationally driven by the drive side rotation shaft 4b.
  • the carrier 29 is supported so as to transmit power to the driven side rotating shaft 5b.
  • the clutch mechanism 24 is provided between the driving side rotating shaft 4b and the driven side rotating shaft 5b, and is capable of switching between a state where power is transmitted and a state where power is not transmitted.
  • the braking device 25 is provided between the ring gear 28 and a fixed part such as a casing, and allows the ring gear 28 to be switched between a state where rotation is allowed with respect to the fixed part and a state where the ring gear 28 is blocked. .
  • Such a planetary gear type transmission 11b switches the operating (disconnected / connected) state of the clutch mechanism 24 and the braking device 25, thereby reducing the reduction ratio between the driving side rotating shaft 4b and the driven side rotating shaft 5b.
  • the vehicle is operated in one of a low speed mode state with a large speed and a high speed mode state with a small reduction ratio. That is, the clutch mechanism 24 is disconnected to disable direct power transmission between the drive side rotary shaft 4b and the driven side rotary shaft 5b, and the braking device 25 is connected to rotate the ring gear 28 relative to the fixed portion.
  • the low-speed mode is realized by preventing this.
  • the reduction ratio i L1 of the planetary gear type transmission 11b in the low speed mode is expressed by the following equation (4), where the number of teeth of the sun gear 26 is Z 26 and the number of teeth of the ring gear 28 is Z 28 .
  • the clutch mechanism 24 is connected to enable direct power transmission between the driving side rotating shaft 4b and the driven side rotating shaft 5b, and the brake gear 25 is disconnected to rotate the ring gear 28 relative to the fixed portion.
  • the reduction ratio i H1 of the planetary gear type transmission 11b in the high speed mode is 1 (not decelerated). Therefore, the interstage ratio I 1 between the low speed mode and the high speed mode is expressed by the following equation (5).
  • the number of teeth of the sun gear 26 and the ring gear 28 constituting the planetary gear mechanism 23 needs to be the same or close. In fact, such a design is difficult. Therefore, in the electric vehicle drive device incorporating the planetary gear type transmission 11b, the acceleration performance and high-speed performance of the vehicle are improved by obtaining the same performance as a gasoline engine vehicle equipped with a general transmission. It ’s hard. Further, a clutch mechanism for switching between a state in which power is directly transmitted between the driving side rotating shaft 4b and the driven side rotating shaft 5b and a state in which the power is not transmitted while the rotating shafts 4b, 5b are rotating. 24 is required, and the structure may be complicated.
  • FIG. 17 shows a second example of the reference example for comparison with the present invention.
  • the planetary gear type transmission 11c of this reference example includes a drive side rotating shaft 4b, a planetary gear mechanism 23a, a driven side rotating shaft 5b, a clutch mechanism 24, and a braking device 25a provided concentrically with the electric motor 1a.
  • the planetary gear mechanism 23a supports the first planetary gear 31 that is rotatably supported by the carrier 29a and supported and fixed to one axial end portion (left end portion in FIG. 17) of the plurality of planetary shafts 30.
  • the second planetary gear 32 supported and fixed at the other axial end portion (the right end portion in FIG. 17) is meshed with the ring gear 28a.
  • the braking device 25a is provided between the ring gear 28a and the fixed portion, and can switch between a state in which the ring gear 28a is allowed to rotate with respect to the fixed portion and a state in which the rotation is prevented. .
  • the planetary gear type transmission 11c of the present reference example switches the operating state of the clutch mechanism 24 and the braking device 25a to change the low speed mode with a large reduction ratio and the high speed with a small reduction ratio. Switch between modes.
  • the reduction gear ratio i L2 of the planetary gear type transmission 11c in the low speed mode is such that the number of teeth of the sun gear 26a is Z 26a , the number of teeth of the ring gear 28a is Z 28a , the number of teeth of the first planetary gear 31 is Z 31 , and the number of teeth of the planetary gears 32 and Z 32, is expressed by the following equation (6).
  • the interstage ratio I 2 between the low speed mode and the high speed mode is expressed by the following equation (7).
  • the interstage ratio I 2 can be set to 2 or 2 by restricting the number of teeth Z 26a , Z 28a , Z 31 , Z 32 to an appropriate value, the planetary gear type In the electric vehicle drive device incorporating the transmission 11c, performance equivalent to that of a gasoline engine vehicle equipped with a general transmission can be obtained, and the acceleration performance and high-speed performance of the vehicle can be improved.
  • FIG. 18 shows a third example of the reference example for comparison with the present invention.
  • the planetary gear type transmission 11d of this reference example includes a drive side rotating shaft 4b, a planetary gear mechanism 23b, a driven side rotating shaft 5b, a first braking device 33, and a second braking device 34.
  • the planetary gear mechanism 23b meshes with the sun gear 26b the first planetary gear 31a supported and fixed to the intermediate portion in the axial direction of the plurality of planetary shafts 30a and rotatably supported by the carrier 29b.
  • the gear 35 is also meshed.
  • the second planetary gear 32a supported and fixed to the end portion of the planetary shaft 30a (the right end portion in FIG.
  • first ring gear 35 and the second ring gear 36 can be switched between a state where rotation is allowed with respect to the fixed portion and a state where rotation is blocked by the first brake device 33 and the second brake device 34, respectively. It is said.
  • first braking device 33 is disconnected to allow the first ring gear 35 to rotate
  • second braking device 34 is connected to prevent the second ring gear 36 from rotating so that the reduction ratio i b in the second mode.
  • the number of teeth Z 31a of the first planetary gear 31a is, if less than the number of teeth Z 32a of the second planetary gear 32a (Z 31a ⁇ Z 32a) , the speed reduction ratio i a in the first mode, the second In this mode, the speed reduction ratio i b is larger (i a > i b ).
  • the numbers of teeth Z 35 and Z 36 of the first and second ring gears 35 and 36 are respectively expressed by the following equations (10) and (11).
  • I c1 expressed in this way it is difficult for I c1 expressed in this way to properly regulate the number of teeth Z 31a and Z 32a of the first planetary gear 31a and the second planetary gear 32a to be in the vicinity of 2 or 2. That is, in order to set the interstage ratio I c1 to 2 or in the vicinity of 2, the number of teeth Z 31a of the first planetary gear 31a must be set to 0 or in the vicinity of 0 from the equation (12). Actually, it is difficult to set the number of teeth Z 31a to 0 or near 0, and it is difficult to set the interstage ratio I c1 to 2 or near 2.
  • the acceleration performance and high-speed performance of the vehicle can be obtained by obtaining performance equivalent to that of a gasoline engine vehicle equipped with a general transmission. Difficult to improve.
  • the number of teeth Z 31a of the first planetary gear 31a is set to the number of teeth Z 32a of the second planetary gear 32a from the equation (13). It should be about 3 times (Z 31a ⁇ 3Z 32a ).
  • the pitch circle diameter of the first planetary gear 31a and the first ring gear 35 increases, the planetary gear transmission The machine 11d may be enlarged.

Landscapes

  • Engineering & Computer Science (AREA)
  • General Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Transportation (AREA)
  • Power Engineering (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Structure Of Transmissions (AREA)
  • Connection Of Motors, Electrical Generators, Mechanical Devices, And The Like (AREA)
  • Gear Transmission (AREA)
  • Arrangement Or Mounting Of Propulsion Units For Vehicles (AREA)
  • Electric Propulsion And Braking For Vehicles (AREA)
  • Retarders (AREA)
PCT/JP2012/077516 2011-10-28 2012-10-24 電気自動車用駆動装置 Ceased WO2013062017A1 (ja)

Priority Applications (3)

Application Number Priority Date Filing Date Title
US14/354,765 US9067491B2 (en) 2011-10-28 2012-10-24 Drive apparatus for an electric automobile
CN201280053031.2A CN103917803A (zh) 2011-10-28 2012-10-24 电动汽车用驱动装置
EP12843885.0A EP2772665B1 (en) 2011-10-28 2012-10-24 Electric vehicle driving device

Applications Claiming Priority (4)

Application Number Priority Date Filing Date Title
JP2011-236658 2011-10-28
JP2011236658 2011-10-28
JP2012-224983 2012-10-10
JP2012224983A JP6028507B2 (ja) 2011-10-28 2012-10-10 電気自動車用駆動装置

Publications (1)

Publication Number Publication Date
WO2013062017A1 true WO2013062017A1 (ja) 2013-05-02

Family

ID=48167844

Family Applications (1)

Application Number Title Priority Date Filing Date
PCT/JP2012/077516 Ceased WO2013062017A1 (ja) 2011-10-28 2012-10-24 電気自動車用駆動装置

Country Status (5)

Country Link
US (1) US9067491B2 (enExample)
EP (1) EP2772665B1 (enExample)
JP (1) JP6028507B2 (enExample)
CN (1) CN103917803A (enExample)
WO (1) WO2013062017A1 (enExample)

Cited By (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
CN107061642A (zh) * 2017-03-15 2017-08-18 清华大学 一种双制动器式电动车两档变速箱及其控制方法
CN110087927A (zh) * 2016-12-21 2019-08-02 戴姆勒股份公司 用于汽车的传动装置
CN112829739A (zh) * 2019-11-22 2021-05-25 广州汽车集团股份有限公司 混合动力驱动装置的工作模式控制方法和混合动力系统
WO2023048134A1 (ja) * 2021-09-24 2023-03-30 株式会社アイシン 車両用駆動装置

Families Citing this family (25)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE102015103584B4 (de) * 2015-03-11 2024-10-10 Gkn Automotive Limited Getriebeanordnung und Elektroantrieb mit einer solchen Getriebeanordnung
DE102015217521A1 (de) * 2015-09-14 2017-03-16 Siemens Aktiengesellschaft Antriebseinrichtung für ein Kraftfahrzeug, insbesondere ein Elektro- oder Hybrid-Fahrzeug
CN107407391B (zh) * 2015-09-29 2021-05-28 日锻汽门株式会社 转矩传递装置
US9719584B1 (en) * 2016-05-25 2017-08-01 Guangzhou Sunmile Dynamic Technologies Corp., Ltd Two-speed transaxle for electric vehicle
JP6418218B2 (ja) * 2016-10-06 2018-11-07 トヨタ自動車株式会社 車両用差動制限装置
KR101909108B1 (ko) * 2017-04-04 2018-12-10 주식회사 인팩 다단 감속 구동장치
DE102017007081B4 (de) * 2017-07-27 2019-06-06 Daimler Ag Elektrische Achsantriebsvorrichtung für ein Kraftfahrzeug, insbesondere für ein Nutzfahrzeug, sowie Kraftfahrzeug mit wenigstens einer solchen elektrischen Achsantriebsvorrichtung
CN109795310B (zh) * 2017-11-17 2023-08-11 宇通客车股份有限公司 一种混合动力系统及使用该混合动力系统的车辆
DE102018211672A1 (de) * 2018-07-12 2020-01-16 Robert Bosch Gmbh Lastschaltbares Mehrganggetriebe
KR102532314B1 (ko) * 2018-07-30 2023-05-16 현대자동차주식회사 전기차용 변속기
CN108953539A (zh) * 2018-09-05 2018-12-07 恒大法拉第未来智能汽车（广东）有限公司 两档变速器及电动汽车
CN108843751B (zh) * 2018-09-19 2019-09-06 吉林大学 一种一体化电驱动系统及其控制方法
CN111376714B (zh) * 2018-12-29 2022-04-15 比亚迪股份有限公司 电驱减速器、电驱动桥动力总成、车辆
CN111376713B (zh) * 2018-12-29 2021-07-20 比亚迪股份有限公司 电驱减速器、电驱动桥动力总成、车辆
CN109780146A (zh) * 2019-03-13 2019-05-21 重庆德音科技有限公司 电动汽车用两挡机械自动变速器
CN110065387A (zh) * 2019-04-26 2019-07-30 湖北启源科技有限公司 一种电动活塞驱动式电动车及其工作方法
JP7547396B2 (ja) * 2019-06-28 2024-09-09 ホートン， インコーポレイテッド 正転及び逆転モードで作動可能な遊星歯車装置を備える伝動システム
KR102662019B1 (ko) * 2019-12-13 2024-04-29 닛본 세이고 가부시끼가이샤 동력 전달 경로 전환 장치 및 2 단 변속기
DE102020112624A1 (de) 2020-05-11 2021-11-11 Schaeffler Technologies AG & Co. KG Getriebeeinrichtung für einen elektrischen Antrieb eines Fahrzeuges
CN116157606A (zh) * 2020-07-22 2023-05-23 日本精工株式会社 动力传递路径切换装置及二级变速器
JP7243929B2 (ja) * 2020-10-09 2023-03-22 日本精工株式会社 ２段変速機
JP7623466B2 (ja) * 2021-02-18 2025-01-28 ユニプレス株式会社 電気自動車用２段変速機
CN113266672A (zh) * 2021-05-06 2021-08-17 恒大新能源汽车投资控股集团有限公司 换挡提醒方法、系统及车辆
CN113236731B (zh) * 2021-05-10 2023-01-06 柳工柳州传动件有限公司 行星变速箱和电动工程机械
EP4556747A4 (en) * 2022-09-27 2025-11-19 Aisin Corp TRANSMISSION AND DRIVE SYSTEM OF A VEHICLE EQUIPPED WITH IT

Citations (7)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JPS608548U (ja) * 1983-06-29 1985-01-21 トヨタ自動車株式会社 電気自動車用変速機
JP2006022879A (ja) 2004-07-07 2006-01-26 Ｇｋｎ ドライブライン トルクテクノロジー株式会社 電動モータ駆動装置
JP2009250375A (ja) * 2008-04-08 2009-10-29 Toyota Motor Corp 車両の駆動装置
JP2010090947A (ja) 2008-10-06 2010-04-22 Ntn Corp 電動モータ駆動装置
JP2010223298A (ja) 2009-03-23 2010-10-07 Ntn Corp 電動モータ駆動装置
JP2011037359A (ja) * 2009-08-10 2011-02-24 Aisin Aw Co Ltd 車両用駆動装置
JP2011208681A (ja) * 2010-03-29 2011-10-20 Jatco Ltd 車両用減速装置

Family Cites Families (10)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JPS608548A (ja) 1983-06-25 1985-01-17 Mazda Motor Corp 自動変速機の変速装置
US4966267A (en) * 1989-09-21 1990-10-30 Borg-Warner Automotive Diversified Transmission Products Corporation Ball screw actuated clutch combination
US5517876A (en) * 1994-08-04 1996-05-21 Eaton Corporation Transmission spring loaded shift device
JP2004249943A (ja) * 2003-02-21 2004-09-09 Toyota Motor Corp 車両の駆動装置
JP2005090682A (ja) * 2003-09-19 2005-04-07 Suzuki Motor Corp 自動変速機
JP2005180507A (ja) * 2003-12-17 2005-07-07 Nsk Ltd 自動変速機用アクチュエータ
JP2009002499A (ja) * 2007-06-25 2009-01-08 Bunji Koshiishi 過給機を駆動するトルクを利用したプラネタリギア式自動車発進装置
US8441161B2 (en) * 2008-10-06 2013-05-14 Ntn Corporation Electric motor drive device
JP5413719B2 (ja) * 2009-07-31 2014-02-12 日立オートモティブシステムズ株式会社 電動ブレーキ装置
JP5733410B2 (ja) * 2011-09-26 2015-06-10 日本精工株式会社 電気自動車用駆動装置

Patent Citations (7)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JPS608548U (ja) * 1983-06-29 1985-01-21 トヨタ自動車株式会社 電気自動車用変速機
JP2006022879A (ja) 2004-07-07 2006-01-26 Ｇｋｎ ドライブライン トルクテクノロジー株式会社 電動モータ駆動装置
JP2009250375A (ja) * 2008-04-08 2009-10-29 Toyota Motor Corp 車両の駆動装置
JP2010090947A (ja) 2008-10-06 2010-04-22 Ntn Corp 電動モータ駆動装置
JP2010223298A (ja) 2009-03-23 2010-10-07 Ntn Corp 電動モータ駆動装置
JP2011037359A (ja) * 2009-08-10 2011-02-24 Aisin Aw Co Ltd 車両用駆動装置
JP2011208681A (ja) * 2010-03-29 2011-10-20 Jatco Ltd 車両用減速装置

Cited By (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
CN110087927A (zh) * 2016-12-21 2019-08-02 戴姆勒股份公司 用于汽车的传动装置
CN107061642A (zh) * 2017-03-15 2017-08-18 清华大学 一种双制动器式电动车两档变速箱及其控制方法
CN112829739A (zh) * 2019-11-22 2021-05-25 广州汽车集团股份有限公司 混合动力驱动装置的工作模式控制方法和混合动力系统
WO2023048134A1 (ja) * 2021-09-24 2023-03-30 株式会社アイシン 車両用駆動装置

Also Published As

Publication number Publication date
JP6028507B2 (ja) 2016-11-16
EP2772665A4 (en) 2016-10-26
US9067491B2 (en) 2015-06-30
US20140287863A1 (en) 2014-09-25
JP2013108619A (ja) 2013-06-06
EP2772665B1 (en) 2018-12-05
EP2772665A1 (en) 2014-09-03
CN103917803A (zh) 2014-07-09

Similar Documents

Publication Publication Date Title
JP6028507B2 (ja) 電気自動車用駆動装置
JP2013108619A5 (enExample)
US9234565B2 (en) Two-speed transmission and electric vehicle
KR101575272B1 (ko) 하이브리드 차량용 변속장치
US9366321B2 (en) Planetary gear transmission and electric vehicle
CN103692907B (zh) 一种电动汽车的动力系统总成
CN110296194B (zh) 一种行星式三挡换挡装置
JP2013044406A (ja) 電動式変速機及び電気自動車用駆動装置
CN107542863B (zh) 三行星排混合动力两挡自动变速器总成
EP4075005A1 (en) Motive power transmission route switching device and two-speed transmission
KR20150069995A (ko) 액추에이터 커플링 메커니즘
JPH10169730A (ja) 自動変速機
CN110131327B (zh) 一种汽车离合器的螺旋式致动器
JP2023041927A (ja) 動力伝達経路切換装置
JP7428171B2 (ja) 動力伝達装置
KR101401882B1 (ko) 동력인출 겸용 2속 변속기
CN112923033A (zh) 用于机动车辆的紧凑扭矩传递装置
JP2018132088A (ja) 車両のオイルポンプ駆動装置
CN105917139A (zh) 车辆用动力传递装置
JP5963227B2 (ja) 無段変速機
US20160033020A1 (en) Vehicular power transmission device
JP2007333196A (ja) 変速機
WO2025220730A1 (ja) ２段変速機および電気自動車駆動装置
JP4894698B2 (ja) 無段変速装置
WO2014091621A1 (ja) 断続装置及びこの断続装置を用いた動力伝達装置

Legal Events

Date Code Title Description
121 Ep: the epo has been informed by wipo that ep was designated in this application

Ref document number: 12843885

Country of ref document: EP

Kind code of ref document: A1

NENP Non-entry into the national phase

Ref country code: DE

WWE Wipo information: entry into national phase

Ref document number: 14354765

Country of ref document: US

Ref document number: 2012843885

Country of ref document: EP