WO2013157520A1 - 電気自動車の動力伝達装置 - Google Patents
電気自動車の動力伝達装置 Download PDFInfo
- Publication number
- WO2013157520A1 WO2013157520A1 PCT/JP2013/061196 JP2013061196W WO2013157520A1 WO 2013157520 A1 WO2013157520 A1 WO 2013157520A1 JP 2013061196 W JP2013061196 W JP 2013061196W WO 2013157520 A1 WO2013157520 A1 WO 2013157520A1
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- WIPO (PCT)
- Prior art keywords
- gear
- power transmission
- torque
- output
- shaft
- Prior art date
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- 230000005540 biological transmission Effects 0.000 title claims abstract description 123
- 230000007246 mechanism Effects 0.000 claims abstract description 88
- 230000002093 peripheral effect Effects 0.000 description 11
- 238000010586 diagram Methods 0.000 description 4
- 230000008878 coupling Effects 0.000 description 3
- 238000010168 coupling process Methods 0.000 description 3
- 238000005859 coupling reaction Methods 0.000 description 3
- 230000000694 effects Effects 0.000 description 1
- 230000004048 modification Effects 0.000 description 1
- 238000012986 modification Methods 0.000 description 1
Images
Classifications
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- 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
- F16D—COUPLINGS FOR TRANSMITTING ROTATION; CLUTCHES; BRAKES
- F16D3/00—Yielding couplings, i.e. with means permitting movement between the connected parts during the drive
- F16D3/02—Yielding couplings, i.e. with means permitting movement between the connected parts during the drive adapted to specific functions
- F16D3/14—Yielding couplings, i.e. with means permitting movement between the connected parts during the drive adapted to specific functions combined with a friction coupling for damping vibration or absorbing shock
-
- 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
-
- 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
- B60L3/00—Electric devices on electrically-propelled vehicles for safety purposes; Monitoring operating variables, e.g. speed, deceleration or energy consumption
- B60L3/0023—Detecting, eliminating, remedying or compensating for drive train abnormalities, e.g. failures within the drive train
- B60L3/0061—Detecting, eliminating, remedying or compensating for drive train abnormalities, e.g. failures within the drive train relating to electrical machines
-
- 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
- B60L50/00—Electric propulsion with power supplied within the vehicle
- B60L50/50—Electric propulsion with power supplied within the vehicle using propulsion power supplied by batteries or fuel cells
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- 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
- F16D—COUPLINGS FOR TRANSMITTING ROTATION; CLUTCHES; BRAKES
- F16D7/00—Slip couplings, e.g. slipping on overload, for absorbing shock
-
- 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
- F16D—COUPLINGS FOR TRANSMITTING ROTATION; CLUTCHES; BRAKES
- F16D7/00—Slip couplings, e.g. slipping on overload, for absorbing shock
- F16D7/02—Slip couplings, e.g. slipping on overload, for absorbing shock of the friction type
- F16D7/024—Slip couplings, e.g. slipping on overload, for absorbing shock of the friction type with axially applied torque limiting friction surfaces
- F16D7/025—Slip couplings, e.g. slipping on overload, for absorbing shock of the friction type with axially applied torque limiting friction surfaces with flat clutching surfaces, e.g. discs
- F16D7/027—Slip couplings, e.g. slipping on overload, for absorbing shock of the friction type with axially applied torque limiting friction surfaces with flat clutching surfaces, e.g. discs with multiple lamellae
-
- 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
- F16F—SPRINGS; SHOCK-ABSORBERS; MEANS FOR DAMPING VIBRATION
- F16F15/00—Suppression of vibrations in systems; Means or arrangements for avoiding or reducing out-of-balance forces, e.g. due to motion
- F16F15/10—Suppression of vibrations in rotating systems by making use of members moving with the system
- F16F15/12—Suppression of vibrations in rotating systems by making use of members moving with the system using elastic members or friction-damping members, e.g. between a rotating shaft and a gyratory mass mounted thereon
- F16F15/131—Suppression of vibrations in rotating systems by making use of members moving with the system using elastic members or friction-damping members, e.g. between a rotating shaft and a gyratory mass mounted thereon the rotating system comprising two or more gyratory masses
- F16F15/133—Suppression of vibrations in rotating systems by making use of members moving with the system using elastic members or friction-damping members, e.g. between a rotating shaft and a gyratory mass mounted thereon the rotating system comprising two or more gyratory masses using springs as elastic members, e.g. metallic springs
- F16F15/134—Wound springs
-
- 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
- F16H1/00—Toothed gearings for conveying rotary motion
- F16H1/02—Toothed gearings for conveying rotary motion without gears having orbital motion
- F16H1/04—Toothed gearings for conveying rotary motion without gears having orbital motion involving only two intermeshing members
- F16H1/06—Toothed gearings for conveying rotary motion without gears having orbital motion involving only two intermeshing members with parallel axes
-
- 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
- F16H1/00—Toothed gearings for conveying rotary motion
- F16H1/02—Toothed gearings for conveying rotary motion without gears having orbital motion
- F16H1/20—Toothed gearings for conveying rotary motion without gears having orbital motion involving more than two intermeshing members
-
- 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
- F16H35/00—Gearings or mechanisms with other special functional features
- F16H35/10—Arrangements or devices for absorbing overload or preventing damage by overload
-
- 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
- B60L2240/40—Drive Train control parameters
- B60L2240/50—Drive Train control parameters related to clutches
- B60L2240/507—Operating parameters
-
- 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
- B60L2270/00—Problem solutions or means not otherwise provided for
- B60L2270/10—Emission reduction
- B60L2270/14—Emission reduction of noise
- B60L2270/145—Structure borne vibrations
-
- 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
- Y10—TECHNICAL SUBJECTS COVERED BY FORMER USPC
- Y10T—TECHNICAL SUBJECTS COVERED BY FORMER US CLASSIFICATION
- Y10T74/00—Machine element or mechanism
- Y10T74/19—Gearing
- Y10T74/19614—Disconnecting means
Definitions
- the present invention relates to a power transmission device, and more particularly to a power transmission device that is provided in an electric vehicle including an electric motor and a transmission to which rotation from the electric motor is input, and that transmits a driving force.
- Patent Document 1 discloses a two-speed transmission having an input shaft, an output shaft, a planetary gear unit, a cone clutch, a one-way clutch, and a control device.
- Patent Document 2 discloses a gear transmission for an electric vehicle that includes a starting gear transmission system and a high-speed gear transmission system.
- Cogging occurs in the electric motor. Cogging is a phenomenon in which the magnetic attractive force between the armature and the rotor pulsates finely depending on the rotation angle. Such a phenomenon affects the ride comfort and also causes a decrease in the durability of the parts.
- an electric vehicle does not require a starting clutch like a car driven by an engine because of the characteristics of an electric motor, and is therefore directly connected mechanically from the electric motor to driving wheels. In this case, if an excessive torque generated in the electric motor or the drive wheel is transmitted, the components constituting the transmission system are damaged.
- An object of the present invention is to suppress cogging caused by an electric motor in an electric vehicle or prevent damage to each part of a power transmission system due to excessive torque transmission.
- An electric vehicle power transmission device is a device that is provided in an electric vehicle including an electric motor and a transmission to which rotation from the electric motor is input, and that transmits a driving force.
- the power transmission device includes an input unit coupled to the output shaft of the electric motor, an output unit disposed between the input unit and the transmission, and a coupling unit.
- the connecting portion is disposed between the input portion and the output portion, and includes a damper mechanism that absorbs vibration from the input portion and transmits torque to the output portion, and a torque limiter that restricts and transmits torque exceeding a predetermined torque. At least one of them is provided.
- the power transmission device for an electric vehicle is a device that is provided in an electric vehicle including an electric motor and a transmission and transmits a driving force.
- the transmission drives a rotation from the first reduction mechanism that decelerates and transmits the rotation from the electric motor, a second reduction mechanism that further reduces and transmits the rotation from the first reduction mechanism, and the rotation from the second reduction mechanism. And an output mechanism for transmitting to the wheel.
- the power transmission device includes an input unit coupled to the output side of the first reduction mechanism, an output unit coupled to the input side of the second reduction mechanism, and a coupling unit.
- the connecting portion is disposed between the input portion and the output portion, and includes a damper mechanism that absorbs vibration from the input portion and transmits torque to the output portion, and a torque limiter that restricts and transmits torque exceeding a predetermined torque. At least one of them is provided.
- the power transmission device for an electric vehicle is the device according to the second aspect, wherein the transmission rotates in synchronization with the first shaft to which the rotation from the electric motor is input and the first shaft.
- the input unit is connected to the second shaft, and the output unit is fixed to the intermediate gear.
- a power transmission device for an electric vehicle wherein the reduction gear is provided at one end of the second shaft, the intermediate gear is disposed adjacent to the reduction gear, and the input unit. Is arranged at the other end of the second shaft on the side away from the reduction gear of the intermediate gear.
- a power transmission device for an electric vehicle wherein the reduction gear is provided at one end of the second shaft, and the intermediate gear is rotatable at the other end of the second shaft. The input unit is disposed adjacent to the reduction gear.
- a power transmission device for an electric vehicle is a device that is provided in an electric vehicle including an electric motor and a transmission and transmits a driving force.
- the transmission drives a rotation from the first reduction mechanism that decelerates and transmits the rotation from the electric motor, a second reduction mechanism that further reduces and transmits the rotation from the first reduction mechanism, and the rotation from the second reduction mechanism.
- an output mechanism for transmitting to the wheel includes an input unit that is rotatably supported by the output mechanism and receives rotation from the second reduction mechanism, an output unit that is coupled to the output mechanism, and a coupling unit.
- the connecting portion is disposed between the input portion and the output portion, and includes a damper mechanism that absorbs vibration from the input portion and transmits torque to the output portion, and a torque limiter that restricts and transmits torque exceeding a predetermined torque. At least one of them is provided.
- At least one of the damper mechanism and the torque limiter is provided in the power transmission system between the electric motor and the drive wheels. Therefore, when the damper mechanism is provided, cogging can be suppressed, and when the torque limiter is provided, damage to each part due to transmission of excessive torque can be prevented.
- Sectional block diagram of the drive system of the electric vehicle to which the power transmission device by 3rd Embodiment of this invention was applied.
- FIG. 1 shows a drive system for an electric vehicle to which the power transmission device according to the first embodiment of the present invention is applied.
- This drive system includes an electric motor 1 and a transmission 2.
- a power transmission device 3 is provided between the electric motor 1 and the transmission 2.
- the rotation of the electric motor 1 is decelerated by the transmission 2 and transmitted to the left and right axles 4 and 5.
- Wheels (not shown) are connected to the left and right axles 4 and 5.
- the transmission 2 includes an input shaft 11, an input gear 12, an intermediate shaft 13, a reduction gear 14, an intermediate gear 15, an output gear 16, and a differential device 17.
- the input gear 12 and the reduction gear 14 constitute a first reduction mechanism 21, and the intermediate shaft 13, the intermediate gear 15, and the output gear 16 constitute a second reduction mechanism 22.
- the input shaft 11 is formed in a cylindrical shape, and both ends thereof are rotatably supported by the housing 2a of the transmission 2 by a pair of bearings. On the inner peripheral surface of the input shaft 11, a spline hole is formed on the motor side.
- the input gear 12 is formed integrally with the input shaft 11.
- the intermediate shaft 13 is formed in a cylindrical shape, and both ends thereof are rotatably supported by the housing 2a of the transmission 2 by a pair of bearings.
- the reduction gear 14 and the intermediate gear 15 are provided to rotate in synchronization with the intermediate shaft 13.
- the reduction gear 14 is spline-engaged with the intermediate shaft 13
- the intermediate gear 15 is formed integrally with the intermediate shaft 13 on the outer peripheral portion of the intermediate shaft 13.
- the reduction gear 14 meshes with the input gear 12.
- the intermediate gear 15 meshes with the output gear 16.
- the differential device 17 includes a case 24 and a differential gear mechanism 25 accommodated in the case 24.
- An output gear 16 is fixed to the case 24.
- the differential gear mechanism 25 is connected to left and right axles 4 and 5.
- the power transmission device 3 is shown enlarged in FIG.
- the power transmission device 3 includes a damper mechanism 31 and a torque limiter 32.
- the damper mechanism 31 has a well-known configuration, and rotates a spline hub 34 as an input portion, a pair of plates 35 disposed on both sides of the flange of the spline hub 34, and the spline hub 34 and a pair of plates 35. And a plurality of torsion springs 36 that are elastically coupled in the direction. A hysteresis torque generating mechanism 37 for absorbing vibration is provided between the spline hub 34 and the pair of plates 35.
- the torque limiter 32 includes a cylindrical case 38, a connecting member 39 as an output portion, and a torque limiting portion 40 provided between the case 38 and the connecting member 39.
- the connecting member 39 is rotatably supported on the output shaft 1a of the motor 1 via a bearing.
- the connecting member 39 has a shaft portion 39a and a flange portion 39b formed at the tip of the shaft portion 39a.
- a spline shaft is formed on the outer periphery of the shaft portion 39 a, and this spline shaft is splined to a spline hole of the input shaft 11 of the transmission 2.
- the torque limiting unit 40 includes a plurality of clutch plates 42a and 42b, a back plate 43, a pressure plate 44, and a cone spring 45.
- the drive side plate 42 a is engaged with the case 38
- the driven side plate 42 b is engaged with the flange portion 39 b of the connecting member 39.
- the cone spring 45 is set in a compressed state between the pressure plate 44 and the bent portion of the case 38.
- the rotation of the motor 1 is transmitted to the transmission 2 via the damper mechanism 31 and the torque limiter 32.
- the rotation of the motor 1 is decelerated by the first reduction mechanism 21 and the second reduction mechanism 22 and input to the differential device 17.
- torque is distributed and transmitted to each axle 4, 5 according to the load acting on each drive wheel.
- the power transmission device 3 having the damper mechanism 31 and the torque limiter 32 is provided between the motor 1 and the transmission 2, cogging of the motor 1 can be suppressed.
- the power transmission device 3 since the power transmission device 3 is provided in the input section, the torque to be transmitted is relatively small, and the capacity of the torque limiter 32 can be reduced. For the same reason, the damper mechanism 31 can be downsized.
- FIG. 3 shows a drive system to which the power transmission device 103 according to the second embodiment of the present invention is applied.
- This drive system includes an electric motor 1 and a transmission 102.
- a power transmission device 103 is arranged inside the transmission 102.
- the rotation of the electric motor 1 is decelerated by the transmission 102 and transmitted to the left and right axles 4 and 5.
- the same components as those in the first embodiment are denoted by the same reference numerals, and the description of the same components is omitted.
- the transmission 102 includes an input shaft 111, an input gear 112, an intermediate shaft 113, a reduction gear 114, an intermediate gear 115, an output gear 16, and a differential device 17.
- the input gear 112 and the reduction gear 114 constitute a first reduction mechanism 121
- the intermediate shaft 113, the intermediate gear 115, and the output gear 16 constitute a second reduction mechanism 122.
- the input shaft 111 is formed in a cylindrical shape, and both ends thereof are rotatably supported by the housing 102a of the transmission 102 by a pair of bearings.
- the inner peripheral portion of the input shaft 111 and the output shaft 1a of the motor 1 are spline-coupled.
- An input gear 112 is formed integrally with the input shaft 111 on the outer periphery of the input shaft 111.
- the intermediate shaft 113 is formed in a cylindrical shape, and both ends thereof are rotatably supported by the housing 102a of the transmission 102 by a pair of bearings.
- the reduction gear 114 is formed integrally with the intermediate shaft 113 at one end of the intermediate shaft 113.
- the intermediate gear 115 is disposed adjacent to the side of the reduction gear 114 and is supported so as to be rotatable relative to the intermediate shaft 113.
- the reduction gear 114 is engaged with the input gear 112. Further, the intermediate gear 115 meshes with the output gear 16.
- the power transmission device 103 is disposed on the opposite side of the reduction gear 114 with the intermediate gear 115 interposed therebetween.
- the basic configuration of the power transmission device 103 is the same as that of the first embodiment, and includes a damper mechanism 31 and a torque limiter 32.
- the spline hub 34 of the damper mechanism 31 is spline-engaged with the intermediate shaft 113.
- the output side of the torque limiter 32 (the driven plate 42b of the plurality of clutch plates) is engaged with a flange 130 fixed to the side surface of the intermediate gear 15.
- the flange 130 has a disk-shaped main body 130a having a hole in the center, and a cylindrical portion 130b formed to extend in the axial direction at the outer peripheral end of the main body 130a.
- An inner peripheral portion of the main body 130 a is fixed to a side surface of the intermediate gear 115.
- a plurality of teeth are formed on the outer peripheral portion of the cylindrical portion 130b, and are engaged with the inner peripheral portion of the driven side plate 42b of the plurality of clutch plates.
- FIG. 4 shows a drive system to which the power transmission device 203 according to the third embodiment of the present invention is applied.
- This drive system includes an electric motor 1 and a transmission 202.
- a power transmission device 203 is arranged inside the transmission 202.
- the rotation of the electric motor 1 is decelerated by the transmission 202 and transmitted to the left and right axles 4 and 5.
- the same components as those in the first and second embodiments are denoted by the same reference numerals, and the description of the same components is omitted.
- the transmission 102 includes an input shaft 211, an input gear 212, an intermediate shaft 213, a reduction gear 214, an intermediate gear 215, an output gear 16, and a differential device 17.
- the input gear 212 and the reduction gear 214 constitute a first reduction mechanism 221
- the intermediate shaft 213, the intermediate gear 215, and the output gear 16 constitute a second reduction mechanism 222.
- the specific shape of each member is different, but only the arrangement of the power transmission device 203 is different from that of the second embodiment, and other configurations are basically the same as those of the second embodiment.
- the reduction gear 214 and the intermediate gear 215 are disposed at both ends of the intermediate shaft 213, and the power transmission device 203 is disposed between these gears 214 and 215.
- the configuration of the power transmission device 203 is the same as that of each embodiment, and includes a damper mechanism 31 and a torque limiter 32.
- the configuration related to the power transmission path is the same as in the second embodiment. That is, it is inputted from the intermediate shaft 213 to the spline hub of the damper mechanism 31 and outputted from the output portion (driven plate) of the torque limiter 32 to the cylindrical member 230 fixed to the intermediate gear 215.
- the cylindrical member 230 has a fixed portion 230a fixed to the side surface of the output gear 214 of the intermediate gear 215, and a cylindrical engagement portion 230b extending in the axial direction from the outer peripheral portion of the fixed portion 230a.
- a plurality of teeth are formed on the outer peripheral portion of the cylindrical engagement portion 230a, and the inner peripheral portion of the driven clutch plate of the torque limiter 32 is engaged.
- the power transmission path of such a device is the same as in the second embodiment. That is, the rotation of the motor 1 is decelerated by the first reduction mechanism 221 of the transmission 202, and the reduced rotation is input to the damper mechanism 31 of the power transmission mechanism 203. Then, the torque is transmitted to the second reduction mechanism 222 via the torque limiter 32 and further input to the differential device 17. In the differential device 17, torque is distributed and transmitted to each axle 4, 5 in accordance with the load acting on each drive wheel 4, 5.
- FIG. 5 shows a drive system to which the power transmission device 303 according to the fourth embodiment of the present invention is applied.
- This drive system includes an electric motor 1 and a transmission 302.
- a power transmission device 303 is arranged inside the transmission 302.
- the rotation of the electric motor 1 is decelerated by the transmission 302 and transmitted to the left and right axles 4 and 5.
- the same reference numerals are given to the same components as those in the above embodiments, and the description of the same components is omitted.
- the transmission 302 includes an input shaft 311, an input gear 312, an intermediate shaft 313, a reduction gear 314, an intermediate gear 315, an output gear 316, and a differential device 17.
- the input gear 312 and the reduction gear 314 constitute a first reduction mechanism 321, and the intermediate shaft 313, the intermediate gear 315, and a part of the power transmission device 303 constitute a second reduction mechanism 322.
- the input shaft 311 is formed in a cylindrical shape, and both ends thereof are rotatably supported by the housing 302a of the transmission 302 by a pair of bearings.
- the inner periphery of the input shaft 311 and the output shaft 1a of the motor 1 are spline-coupled.
- An input gear 312 is formed integrally with the input shaft 311.
- the intermediate shaft 313 is formed in a cylindrical shape, and both ends thereof are rotatably supported by the housing 302a of the transmission 302 by a pair of bearings.
- the reduction gear 314 is formed integrally with the intermediate shaft 313 at one end of the intermediate shaft 313 and meshes with the input gear 312.
- the intermediate gear 315 is disposed at the other end of the intermediate shaft 313 and is spline engaged with the intermediate shaft 313.
- the power transmission device 303 includes a damper mechanism 331 and a torque limiter 332.
- the damper mechanism 331 elastically connects the spline hub 334 as an input portion, a pair of plates 335 disposed on both sides of the flange of the spline hub 334, and the spline hub 334 and the pair of plates 335 in the rotational direction.
- a plurality of torsion springs 336 are examples of torsion springs 336.
- the inner periphery of the spline hub 334 is rotatably supported by the case 24 of the differential device 17 via a bearing.
- a hub gear 334 a is formed on the outer periphery of the spline hub 334, and the hub gear 334 a meshes with the intermediate gear 315.
- a hysteresis torque generating mechanism for absorbing vibration is provided between the spline hub 334 and the pair of plates 335.
- the torque limiter 332 has the same configuration as that of each embodiment, and includes a cylindrical case, a torque limiting portion having a plurality of clutch plates, and the like.
- the driven side plates of the plurality of clutch plates are meshed with the output gear 316 fixed to the case of the differential device 17.
- the rotation of the motor 1 is decelerated by the first reduction mechanism 321 of the transmission 302, and the reduced rotation is input to the damper mechanism 331 of the power transmission mechanism 303 via the intermediate gear 315 and the hub gear 334a. The Then, it is input to the output gear 316 and the differential device 17 via the torque limiter 332.
- torque is distributed and transmitted to each axle 4, 5 in accordance with the load acting on each drive wheel 4, 5.
- At least one of a damper mechanism and a torque limiter is provided in the power transmission system between the electric motor and the drive wheel. Therefore, when the damper mechanism is provided, cogging can be suppressed, and when the torque limiter is provided, damage to each part due to transmission of excessive torque can be prevented.
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- Engineering & Computer Science (AREA)
- General Engineering & Computer Science (AREA)
- Mechanical Engineering (AREA)
- Transportation (AREA)
- Life Sciences & Earth Sciences (AREA)
- Sustainable Development (AREA)
- Sustainable Energy (AREA)
- Power Engineering (AREA)
- Chemical & Material Sciences (AREA)
- Combustion & Propulsion (AREA)
- Physics & Mathematics (AREA)
- Acoustics & Sound (AREA)
- Aviation & Aerospace Engineering (AREA)
- Electric Propulsion And Braking For Vehicles (AREA)
- Hybrid Electric Vehicles (AREA)
- Gear Transmission (AREA)
- Transmission Devices (AREA)
- Retarders (AREA)
- Arrangement And Driving Of Transmission Devices (AREA)
- Arrangement Of Transmissions (AREA)
Abstract
Description
例えば特許文献1では、入力軸、出力軸、プラネタリギアユニット、コーンクラッチ、ワンウェイクラッチ、及び制御装置を有する2段変速の変速機が示されている。
また、一般的に、電気自動車は、電動モータの特性上、エンジンで駆動される車のような発進クラッチを必要としないため、電動モータから駆動輪まで機械的に直結されている。この場合、電動モータや駆動輪で発生した過大なトルクが伝達されると、伝達系を構成する部品の損傷を招くことになる。
本発明の第5側面に係る電気自動車の動力伝達装置は、第3側面の装置において、減速ギアは第2軸の一端部に設けられ、中間ギアは第2軸の他端部に回転自在に支持されており、入力部は減速ギアに隣接して配置される。
図1に本発明の第1実施形態による動力伝達装置が適用された電気自動車の駆動システムを示している。この駆動システムは、電動モータ1と、変速機2と、を備えている。また、電動モータ1と変速機2との間には動力伝達装置3が設けられている。この駆動システムにおいては、電動モータ1の回転は、変速機2によって減速されて、左右の車軸4,5に伝達される。左右の車軸4,5には図示しない車輪が連結されている。
入力軸11は、筒状に形成され、両端部が1対の軸受によって変速機2のハウジング2aに回転自在に支持されている。入力軸11の内周面において、モータ側にはスプライン孔が形成されている。入力ギア12は入力軸11と一体で形成されている。
減速ギア14及び中間ギア15は中間軸13と同期して回転するように設けられている。具体的には、減速ギア14は中間軸13にスプライン係合しており、中間ギア15は中間軸13の外周部に中間軸13と一体で形成されている。減速ギア14は入力ギア12に噛み合っている。また、中間ギア15は出力ギア16に噛み合っている。
動力伝達装置3を図2に拡大して示している。この動力伝達装置3は、ダンパ機構31とトルクリミッタ32とを有している。
筒状のケース38は、モータ側の端部が内周側に折り曲げられ、この折り曲げ部がダンパ機構31の1対のプレート35の一方に連結されている。
連結部材39は、モータ1の出力軸1aに軸受を介して回転自在に支持されている。連結部材39は、軸部39aと、軸部39aの先端に形成されたフランジ部39bと、を有している。軸部39aの外周にはスプライン軸が形成されており、このスプライン軸が変速機2の入力軸11のスプライン孔にスプライン結合されている。
この第1実施形態の駆動システムでは、モータ1と変速機2との間に、ダンパ機構31及びトルクリミッタ32を有する動力伝達装置3が設けられているので、モータ1のコギングを抑えることができ、また過大なトルク伝達を制限して各部の損傷を防止することができる。また、動力伝達装置3を入力部に設けているので、伝達すべきトルクは比較的小さくなり、トルクリミッタ32の容量を小さくすることができる。また、同様の理由により、ダンパ機構31の小型化を図ることができる。
図3に本発明の第2実施形態による動力伝達装置103が適用された駆動システムを示している。この駆動システムは、電動モータ1と、変速機102と、を備えている。また、変速機102の内部に動力伝達装置103が配置されている。この駆動システムにおいては、電動モータ1の回転は、変速機102によって減速されて、左右の車軸4,5に伝達される。第2実施形態において、第1実施形態と同様の構成には同じ符号を示しており、同様の構成については説明を省略する。
入力軸111は、筒状に形成され、両端部が1対の軸受によって変速機102のハウジング102aに回転自在に支持されている。入力軸111の内周部とモータ1の出力軸1aとがスプライン結合されている。入力軸111の外周部には、入力ギア112が入力軸111と一体で形成されている。
減速ギア114は、中間軸113の一端部に中間軸113と一体で形成されている。また、中間ギア115は、減速ギア114の側方に隣接して配置され、中間軸113に対して相対回転自在に支持されている。減速ギア114は入力ギア112に噛み合っている。また、中間ギア115は出力ギア16に噛み合っている。
ダンパ機構31のスプラインハブ34は中間軸113にスプライン係合している。
また、トルクリミッタ32の出力側(複数のクラッチプレートのドリブン側のプレート42b)は、中間ギア15の側面に固定されたフランジ130に係合している。フランジ130は、中心部に孔を有する円板状の本体130aと、本体130aの外周端部に軸方向に延びて形成された筒状部130bと、を有している。
このような装置では、モータ1の回転は、変速機102の第1減速機構121で減速され、減速された回転が動力伝達機構103のダンパ機構31に入力される。そして、トルクリミッタ32を介して第2減速機構122に伝達され、さらに差動装置17に入力される。差動装置17では、各駆動輪4,5に作用する負荷に応じて、各車軸4,5にトルクが分配されて伝達される。
図4に本発明の第3実施形態による動力伝達装置203が適用された駆動システムを示している。この駆動システムは、電動モータ1と、変速機202と、を備えている。また、変速機202の内部に動力伝達装置203が配置されている。この駆動システムにおいては、電動モータ1の回転は、変速機202によって減速されて、左右の車軸4,5に伝達される。第3実施形態において、第1及び第2実施形態と同様の構成には同じ符号を示しており、同様の構成については説明を省略する。
この第3実施形態では、各部材の具体的な形状は異なるが、動力伝達装置203の配置のみが第2実施形態と異なり、他の構成は第2実施形態と基本的に同じである。
動力伝達装置203の構成は、各実施形態と同様であり、ダンパ機構31とトルクリミッタ32とを有している。動力の伝達経路に関する構成は、第2実施形態と同様である。すなわち、中間軸213からダンパ機構31のスプラインハブに入力され、トルクリミッタ32の出力部(ドリブン側のプレート)から中間ギア215に固定された筒状部材230に出力される。筒状部材230は、中間ギア215の出力ギア214の側面に固定された固定部230aと、固定部230aの外周部から軸方向に延びる筒状係合部230bと、を有している。そして、筒状係合部230aの外周部に複数の歯が形成されており、トルクリミッタ32のドリブン側のクラッチプレートの内周部が係合している。
[第4実施形態]
図5に本発明の第4実施形態による動力伝達装置303が適用された駆動システムを示している。この駆動システムは、電動モータ1と、変速機302と、を備えている。また、変速機302の内部に動力伝達装置303が配置されている。この駆動システムにおいては、電動モータ1の回転は、変速機302によって減速されて、左右の車軸4,5に伝達される。第4実施形態において、前記各実施形態と同様の構成には同じ符号を示しており、同様の構成については説明を省略する。
入力軸311は、筒状に形成され、両端部が1対の軸受によって変速機302のハウジング302aに回転自在に支持されている。入力軸311の内周部とモータ1の出力軸1aとがスプライン結合されている。入力ギア312が入力軸311と一体で形成されている。
ダンパ機構331は、入力部としてのスプラインハブ334と、スプラインハブ334のフランジの両側に配置された1対のプレート335と、スプラインハブ334と1対のプレート335とを回転方向に弾性的に連結する複数のトーションスプリング336と、を有している。
なお、スプラインハブ334と1対のプレート335との間には、振動吸収のためのヒステリシストルク発生機構が設けられている。
このような装置では、モータ1の回転は、変速機302の第1減速機構321で減速され、減速された回転が中間ギア315及びハブギア334aを介して動力伝達機構303のダンパ機構331に入力される。そして、トルクリミッタ332を介して出力ギア316及び差動装置17に入力される。差動装置17では、各駆動輪4,5に作用する負荷に応じて、各車軸4,5にトルクが分配されて伝達される。
本発明は以上のような実施形態に限定されるものではなく、本発明の範囲を逸脱することなく種々の変形又は修正が可能である。
2,102,202,302 変速機
3,103,203,303 動力伝達装置
11,111,211,311 入力軸(第1軸)
12,112,212,312 入力ギア
13,113,213,313 中間軸(第2軸)
14,114,214,314 減速ギア
15,115,215,315 中間ギア
16,316 出力ギア
17 差動装置(出力機構)
31,331 ダンパ機構
32,332 トルクリミッタ
Claims (6)
- 電動モータと、前記電動モータからの回転が入力される変速機と、を備えた電気自動車に設けられ、駆動力を伝達する動力伝達装置であって、
前記電動モータの出力軸に連結される入力部と、
前記入力部と前記変速機との間に配置される出力部と、
前記入力部と前記出力部との間に配置され、前記入力部からの振動を吸収して前記出力部にトルクを伝達するダンパ機構、及び所定トルク以上のトルクを制限して伝達するトルクリミッタの少なくともいずれか一方を備えた連結部と、
を備えた電気自動車の動力伝達装置。 - 電動モータと、
前記電動モータからの回転を減速して伝達する第1減速機構と、前記第1減速機構からの回転をさらに減速して伝達する第2減速機構と、前記第2減速機構からの回転を駆動輪に伝達する出力機構と、を有する変速機と、
を備えた電気自動車に設けられ、駆動力を伝達する動力伝達装置であって、
前記第1減速機構の出力側に連結される入力部と、
前記第2減速機構の入力側に連結される出力部と、
前記入力部と前記出力部との間に配置され、前記入力部からの振動を吸収して前記出力部にトルクを伝達するダンパ機構、及び所定トルク以上のトルクを制限して伝達するトルクリミッタの少なくともいずれか一方を備えた連結部と、
を備えた電気自動車の動力伝達装置。 - 前記変速機は、
前記電動モータからの回転が入力される第1軸と、
前記第1軸と同期して回転する入力ギアと、
前記第1軸と平行に配置された第2軸と、
前記第2軸と同期して回転し、前記入力ギアに噛み合う減速ギアと、
前記第2軸に回転自在に配置された中間ギアと、
前記出力機構に連結され、前記中間ギアに噛み合う出力ギアと、
を有し、
前記入力部は前記第2軸に連結され、
前記出力部は前記中間ギアに固定される、
請求項2に記載の電気自動車の動力伝達装置。 - 前記減速ギアは前記第2軸の一端部に設けられ、
前記中間ギアは前記減速ギアに隣接して配置され、
前記入力部は前記中間ギアの前記減速ギアから離れる側で前記第2軸の他端部に配置され、
請求項3に記載の電気自動車の動力伝達装置。 - 前記減速ギアは前記第2軸の一端部に設けられ、
前記中間ギアは前記第2軸の他端部に回転自在に支持されており、
前記入力部は前記減速ギアに隣接して配置される、
請求項3に記載の電気自動車の動力伝達装置。 - 電動モータと、
前記電動モータからの回転を減速して伝達する第1減速機構と、前記第1減速機構からの回転をさらに減速して伝達する第2減速機構と、前記第2減速機構からの回転を駆動輪に伝達する出力機構と、を有する変速機と、
を備えた電気自動車に設けられ、駆動力を伝達する動力伝達装置であって、
前記出力機構に回転自在に支持され、前記第2減速機構から回転が入力される入力部と、
前記出力機構に連結される出力部と、
前記入力部と前記出力部との間に配置され、前記入力部からの振動を吸収して前記出力部にトルクを伝達するダンパ機構、及び所定トルク以上のトルクを制限して伝達するトルクリミッタの少なくともいずれか一方を備えた連結部と、
を備えた電気自動車の動力伝達装置。
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2012
- 2012-04-17 JP JP2012093465A patent/JP5394531B2/ja active Active
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2013
- 2013-04-15 US US14/380,001 patent/US20150013488A1/en not_active Abandoned
- 2013-04-15 KR KR1020147023380A patent/KR20150002592A/ko not_active Application Discontinuation
- 2013-04-15 CN CN201380019371.8A patent/CN104246300B/zh active Active
- 2013-04-15 DE DE112013002081.5T patent/DE112013002081T5/de not_active Withdrawn
- 2013-04-15 WO PCT/JP2013/061196 patent/WO2013157520A1/ja active Application Filing
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JPS59164860U (ja) * | 1983-04-20 | 1984-11-05 | トヨタ自動車株式会社 | 電気自動車用変速機 |
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Cited By (4)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
EP2868922A1 (en) * | 2013-10-30 | 2015-05-06 | Brevini Power Transmission S.p.A. | Reduction unit with torque limiter, particularly for orienting nacelles of wind turbines |
WO2015063088A1 (en) * | 2013-10-30 | 2015-05-07 | Brevini Power Transmission Spa | Reduction unit with torque limiter, particularly for orienting nacelles of wind turbines |
CN103899738A (zh) * | 2013-12-26 | 2014-07-02 | 钱潮轴承有限公司 | 一种变速箱减振器 |
CN103899738B (zh) * | 2013-12-26 | 2017-01-04 | 钱潮轴承有限公司 | 一种变速箱减振器 |
Also Published As
Publication number | Publication date |
---|---|
CN104246300A (zh) | 2014-12-24 |
CN104246300B (zh) | 2017-10-10 |
JP2013221566A (ja) | 2013-10-28 |
DE112013002081T5 (de) | 2015-01-08 |
JP5394531B2 (ja) | 2014-01-22 |
US20150013488A1 (en) | 2015-01-15 |
KR20150002592A (ko) | 2015-01-07 |
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