WO2014045707A1

WO2014045707A1 - Vehicular drive device

Info

Publication number: WO2014045707A1
Application number: PCT/JP2013/070031
Authority: WO
Inventors: 山本　立行
Original assignee: 日立オートモティブシステムズ株式会社
Priority date: 2012-09-21
Filing date: 2013-07-24
Publication date: 2014-03-27
Also published as: JPWO2014045707A1

Abstract

A motor power unit (1) comprises a motor (2) and a speed reducer (3). The speed reducer (3) is provided with an input shaft (9), an intermediate shaft (10), a differential case (11), speed reduction gears (12)-(14), and a differential gear (15). A pump (22) is mounted as an auxiliary device on the outside surface, on the side opposite the motor (2), of the housing (8) of the speed reducer (3). The pump (22) is disposed coaxially with respect to the intermediate shaft (10) of the speed reducer (3), and the pump (22) is driven by the intermediate shaft (10). Lubricating oil for the speed reducer (3) is also used to cool the motor (2), and the lubricating oil is circulated using the pump (22) in the interior of the motor (2) and the speed reducer (3). This configuration makes it possible to eliminate the motor for driving the auxiliary device or the speed reducer for driving the auxiliary device.

Description

Vehicle drive device

The present invention relates to a vehicle drive device that constitutes a power train or drive train of an electric vehicle.

In order to save space and reduce costs in an electric vehicle, Patent Document 1 proposes a driving electric motor that simultaneously drives an auxiliary machine. Typical auxiliary machines include, for example, a water pump for cooling water circulation for forcibly cooling the motor itself and various control devices, an oil pump, an air conditioner compressor, and the like. And according to this structure, it is supposed that the auxiliary machine drive motor which had to be provided independently until then can be abolished.

However, in the technology described in Patent Document 1, since the traveling electric motor drives the auxiliary machine at the same time, the rotational speed required for the auxiliary machine is not necessarily the rotational speed of the motor itself. Even if the machine drive motor can be abolished, it is necessary to install a reduction gear in front of the auxiliary machine instead. For this reason, there is a limit to space saving and cost reduction, and there is still room for improvement.

JP 2008-206213 A

The present invention has been made by paying attention to such problems, and is based on the assumption that the electric motor is used as a driving source to drive even auxiliary equipment, and the electric power train is reduced in size and weight, which leads to space saving of on-vehicle equipment. Accordingly, the present invention provides a vehicle drive device that can eliminate not only the accessory drive motor but also the accessory drive speed reducer.

In order to solve the above-described problems, the present invention provides an electric motor, a reduction device that drives the drive shaft for the drive wheels at a reduced speed using the motor as a drive source, and a supplement driven by the driving force of the reduction device. And a structure equipped with a machine.

As described above, the auxiliary machine includes a water pump for circulating cooling water for forcibly cooling the motor itself and various control devices, as well as various oil pumps and compressors for air conditioners.

According to the present invention, not only a motor for driving an auxiliary machine but also a speed reducer for driving the auxiliary machine can be eliminated, and an electric power train (electric drive train) including the auxiliary machine and its drive system is also included. ) Can be reduced in size and weight.

The perspective view which shows schematic structure of the motor power unit used as the main element of what is called an electric power train of an electric vehicle as a more concrete form for implementing the vehicle drive device which concerns on this invention. Cross-sectional explanatory drawing of the motor power unit shown in FIG. The typical explanatory view which simplified the internal structure of the motor power unit shown in FIG. FIG. 4 is an enlarged sectional explanatory view of a pump as an auxiliary machine shown in FIGS. The principal part perspective view of FIG. Explanatory drawing which shows the flow of the lubricating oil in the motor power unit shown in FIG. The typical explanatory view showing the 2nd form for carrying out the drive device for vehicles concerning the present invention. The typical explanatory view showing the 3rd form for carrying out the drive device for vehicles concerning the present invention. Explanatory drawing of the whole cooling system which added the inverter to the motor power unit of FIGS. FIG. 4 is an explanatory diagram showing another example of the entire cooling system in which an inverter is added to the motor power unit of FIGS. FIG. 4 is an explanatory diagram showing another example of the entire cooling system in which an inverter is added to the motor power unit of FIGS. FIG. 4 is an explanatory diagram showing still another example of the entire cooling system in which an inverter is added to the motor power unit of FIGS.

1 to 6 show a more specific form for carrying out the vehicle drive device according to the present invention. In particular, FIG. 1 shows a motor as a main element of a so-called electric power train (electric drive train) of an electric vehicle. The schematic structure of the power unit 1 is shown. 2 is a cross-sectional view of the motor power unit 1 shown in FIG. 1, and FIG. 3 is a simplified diagram schematically showing FIG.

As shown in FIGS. 1 to 3, the motor power unit 1 is composed of an electric motor 2 as a prime mover and a reduction gear (final reduction gear) 3 as a reduction gear as a final drive unit. Both are integrated into a unit. The output side of the speed reducer 3 is connected to one end of

drive shafts

4a and 4b as left and right drive shafts across the speed reducer 3, and the other ends of the

drive shafts

4a and 4b are well known. Are connected to wheels which are drive wheels (not shown).

The motor 2 is, for example, a three-phase synchronous motor embedded with permanent magnets. As is well known, the motor 2 is not shown as a rotor having a rotating shaft 6 in addition to a stator not shown as a stator in the motor case 5. A rotor is inserted, and the rotary shaft 6 is supported by a plurality of bearings 7 so as to be rotatable at both ends as shown in FIGS. The rotating shaft 6 protrudes from one end surface on the reduction gear 3 side in the axial direction of the motor case 5 and is connected to the input shaft 9 on the reduction gear 3 side as will be described later.

On the other hand, as shown in FIGS. 2 and 3, the speed reducer 3 is supported on both ends so that the shaft centers are parallel to each other in the housing 8, in addition to the housing 8 functioning as a speed reducer case. An input shaft 9, an intermediate shaft 10, a differential case 11, and reduction gear trains 12 to 15 attached to the input shaft 9, the intermediate shaft 10 and the like are configured. One end surface of the housing 8 on the motor 2 side is an opening opened toward the motor 2 side, and the motor case 5 on the motor 2 side is abutted against the opening, and both are illustrated. Fastened with external bolts.

More specifically, the input shaft 9 of the speed reducer 3 is rotatably supported by the housing 8 via a pair of bearings 16, and the intermediate shaft 10 is similarly supported by a pair of bearings 17. A rotary shaft 6 of the motor 2 is connected to one end of the shaft 9, and a reduction gear 12 on the input shaft 9 side and a reduction gear 13 on the intermediate shaft 10 side are engaged with each other.

Similarly, the differential case 11 is supported on both ends of the housing 8 via a pair of bearings 18 so as to be rotatable. A differential gear 15 as a final gear is integrally fixed to the outer periphery of the differential case 11, and the differential gear 15 meshes with the reduction gear 14 on the intermediate shaft 10 side. Further, the differential case 11 houses a pair of

side gears

19a and 19b and a pair of

pinion mate gears

20a and 20b that mesh with the

side gears

19a and 19b, as is well known. Since the left and

right drive shafts

4a and 4b are connected to the pair of

side gears

19a and 19b, the rotational output of the

side gears

19a and 19b is used as the rotational driving force of the

drive shafts

4a and 4b. 4b is transmitted.

2 and 3, because of the gear ratio (tooth ratio or speed ratio) between the reduction gear 12 on the input shaft 9 side and the reduction gear 13 on the intermediate shaft 10 side having a larger diameter than that of the reduction gear 12 on the input shaft 9 side. The first-stage deceleration is performed in accordance with the gear ratio so that the rotational speed of the intermediate shaft 10 is smaller than the rotational speed of the input shaft 9. Further, because of the gear ratio (tooth ratio or speed ratio) between the reduction gear 14 on the intermediate shaft 10 side and the differential gear 15 on the differential case 11 side having a larger diameter than that, the differential gear is more than the rotational speed of the intermediate shaft 10. The second-stage deceleration according to the gear ratio is performed so that the rotation speed of the case 11 is smaller. As described above, the differential case 11 is decelerated in two stages by the deceleration due to the power transmission from the input shaft 9 to the intermediate shaft 10 side and the deceleration due to the power transmission from the intermediate shaft 10 to the differential case 11. In the case of the first reduction gear among the reduction elements in the reduction gear 3 and the shaft coaxial therewith, the reduction gear 13 and the intermediate shaft 10 correspond to this.

Here, as shown in FIG. 3, a rotational position detector represented by a resolver having the rotating shaft 6 of the motor 2 as a rotating portion is provided on the end surface on the side of the anti-reduction gear 3 in the axial direction of the motor case 5. 1 to 3, as shown in FIGS. 1 to 3, on the outer surface of the speed reducer 3 on the side opposite to the motor 2 and on the same axis as the auxiliary shaft of the motor power unit 1. The pump 22 is fixedly arranged. The pump 22 circulates lubricating oil for lubricating the reduction gears 12 to 15 and the like in the speed reducer 3, and at the same time, a cooling medium for forcibly cooling the motor 2 with the lubricating oil as will be described later. The lubricating oil is attached to the motor 2 side for supply and circulation. This pump 22 is characterized in that it is rotationally driven by the deceleration output of the speed reducer 3 in the motor power unit 1 without using a dedicated independent motor or speed reducer.

FIG. 4 shows details of the above-described pon 22. Here, the rotational driving force of the intermediate shaft 10 in FIGS. 2 and 3, that is, the reduction gear in the reduction gear 3, the first reduction gear and the shaft coaxial with it. An example of a centrifugal pump (spiral pump) that uses a certain reduction gear 13 and intermediate shaft 10 and is driven through a magnet coupling 36 of FIG. 5 is shown.

As shown in FIG. 4, the pump 22 has a housing 23 and a pump case 24 forming a pump chamber 24a coupled in series so as to be located on the same axis line. It fixes to the outer surface of the housing 8 by the side of the reduction gear 3 shown in FIG. Also, the housing 23 is integrally formed with a boss portion 25 located on the same axis as the intermediate shaft 10 on the speed reducer 3 side, and the boss portion 25 is extended at the center of the boss portion 25. A fixed shaft 26 as a shaft body is inserted and fixed. Further, a rotor 27 having a substantially bottomed cylindrical shape is accommodated in the housing 23 of the pump 22, and this rotor 27 is connected to the extension shaft end of the intermediate shaft 10 on the reduction gear 3 side. A plurality of outer magnets 28 are fixed to the inner peripheral surface of the rotor 27 at equal pitches as drive side rotating magnets as shown in FIG.

Note that, as a matter of course, a predetermined sealing property is ensured by interposing a sealing material (not shown) at the joint so that the pumping medium does not leak from the joint between the housing 23 and the pump case 24.

On the other hand, a suction port 29 and a discharge port 30 are formed in the pump case 24, and a pump impeller 31 is accommodated in a pump chamber 24a of the pump case 24. The pump impeller 31 is rotatably supported by a fixed shaft 26 on the boss portion 25 side through a bearing 32 and a thrust receiver 33. A partition 34 made of a substantially cup-shaped non-magnetic material is externally fixed to a portion of the pump impeller 31 on the boss portion 25 side and fixed integrally therewith. The inner periphery of the partition 34 is shown in FIG. As shown, a plurality of inner magnets 35 are fixed at equal pitches as driven-side rotating magnets.

The outer magnet 28 on the rotor 27 side and the inner magnet 35 on the pump impeller 31 side constitute a magnet coupling 36 while not in contact with each other, and the rotor 27 is rotated together with the intermediate shaft 10 on the speed reducer 3 side. For example, the pump impeller 31 is rotationally driven by the magnetic attractive action of the outer magnet 28 on the rotor 27 side and the inner magnet 35 on the pump impeller 31 side. Then, due to the pumping action by the rotation of the pump impeller 31, the pumping medium sucked from the suction port 29 side is discharged from the discharge port 30 side at a predetermined pressure.

As described above, the magnet coupling 36 composed of the outer magnet 28 and the inner magnet 35 is a non-contact power transmission mechanism using a magnet, and therefore, an auxiliary machine drive that restricts the drive state of the pump 22 that is an auxiliary machine. It also has a function as a limiting means, that is, a function as a simple torque limiter. When a load exceeding an allowable level is applied, the magnet coupling 36 itself slips to protect the pump 22 and the like from damage. it can. In other words, by adopting the magnet coupling 36, it becomes possible to positively control the driving state of the pump 22 as an auxiliary machine as needed, and also to ensure quietness.

Further, as shown in FIG. 4, the housing 23 of the pump 22 is provided with a pickup portion 37 as pickup means so as to face the outer magnet 28 on the rotor 27 side. A rotation sensor 38 serving as a rotor (rotating unit) is configured. The rotation sensor 38 can also detect the number of rotations of the motor 2, and the output of the rotation sensor 38 is effectively used for, for example, traction control or extremely low speed vibration suppression control.

Here, as is apparent from FIG. 1, an oil pan 39 with a heat radiating fin is attached to the bottom of the housing 8 that functions as a speed reducer case in the speed reducer 3. And a predetermined lubricating oil that circulates in the motor power unit 1 including the motor 2 is stored. An oil cooler 40 is attached to the upper portion of the housing 8 as a heat exchanger (heat radiator), and the lubricating oil circulating in the motor power unit 1 passes through the oil cooler 40.

When the motor power unit 1 shown in FIG. 1 is mounted on a vehicle, the shaft center of the motor 2 is oriented in the vehicle width direction, and the shaft center of the motor 2 is ahead of the vehicle than the left and

right drive shafts

4a and 4b. It shall be arranged to be located on the side. By doing so, as shown in FIG. 1, both the oil pan 39 with the radiating fin and the oil cooler 40 can directly receive the traveling wind W, and the lubricating oil inside the oil pan 39 can be actively cooled with air. In addition, it is possible to further promote the heat exchange action by air cooling of the oil cooler 40 through which the lubricating oil passes.

Therefore, according to the motor power unit 1 configured as described above, as shown in FIGS. 2 and 3, the rotation driving force of the motor 2 is transmitted to the input shaft 9 of the speed reducer 3 by the activation of the motor 2, The first stage of deceleration is performed in the process of transmitting power from the input shaft 9 to the intermediate shaft 10, and the second stage of deceleration is performed in the process of transmitting power from the intermediate shaft 10 to the differential case 11. The left and

right drive shafts

4a, 4b are rotationally driven by the rotational driving force of the differential case 11 thus made.

At the same time, upon receiving the rotational driving force of the intermediate shaft 10, the pump 22 of FIG. As the pump 22 is driven to rotate, the lubricating oil stored in the oil pan 39 below the housing 8 in the speed reducer 3 is supplied to each part of the speed reducer 3 and the motor 2 as shown in FIG. It will act or cool down. As is apparent from FIGS. 2 and 3, the pump 22 is driven to rotate by the intermediate shaft 10 decelerated from the input shaft 9 of the speed reducer 3. Will be driven.

FIG. 6 shows the flow of lubricating oil in the motor power unit 1 shown in FIG. As is apparent from FIG. 6, the lubricating oil stored in the oil pan 39 is sucked by the pump 22 as indicated by the symbol a and then supplied to the oil cooler 40 as indicated by the symbol b. Lubricating oil that has passed through the oil cooler 40 is supplied to the reduction gears 12 to 15 and the like of the reduction gear 3 as indicated by reference symbol c, and to the portion of the motor 2 on the side opposite to the reduction gear 3 as indicated by reference symbols d and e. And pumped. Then, the lubricating oil after cooling each part of the speed reducer 3 and each part of the motor 2 is returned to the oil pan 39 and reused for circulation as indicated by reference numeral f.

Here, when the lubricating oil is supplied from the oil cooler 40 to the inside of the speed reducer 3, the input shaft 9 (see FIGS. 2 and 3) of the speed reducer 3 is hollow, for example. The input shaft 9 is utilized as a lubricating oil supply passage from the oil cooler 40 to lubricate the input shaft 9, the reduction gears 12 to 15, and the like. In addition, in the reducer 3, a splash-up method that has been used for a long time as a lubrication method of the reducer 3 itself is adopted, and the lubricating oil temporarily accumulated in the housing 8 is used as the reduction gears 12 to 14, the differential gear 15 and the like. It is assumed that the intermediate shaft 10, the reduction gears 12 to 14 attached thereto, the differential gear 15 and the like are lubricated.

On the other hand, when each part of the motor 2 is cooled, for example, the rotation shaft 6 of the motor 2 in addition to the input shaft 9 of the speed reducer 3 is also hollow, and the hollow input shaft 9 and the rotation shaft 6 are connected to the oil cooler 40. Is used as a lubricating oil supply passage from the rotary shaft 6 and pumped to the anti-reduction gear 3 side of the rotary shaft 6, and then the lubricating oil is made into a mist using the centrifugal force of the rotor as shown by a symbol e in FIG. 6. The coil on the stator side and the magnet on the rotor side are cooled.

As described above, according to the motor power unit 1 of the present embodiment, not only the motor 2 and the speed reducer 3 but also the pump 22 for circulating the lubricating oil is unitized, and the pump 22 is independent. The motor is directly driven by the reduction driving force of the reduction gear 3 itself without the need for a motor or reduction gear. Therefore, the motor power unit 1 including the pump 22 as an auxiliary machine and its drive system is significantly advantageous in reducing the size and weight and saving space.

Further, by utilizing the lubricating oil for lubricating the speed reducer 3 as a cooling medium for the motor 2, the motor 2 is made into an oil cooling system, and is independent as the motor power unit 1 while substantially reducing the number of externally exposed pipes. Since the cooling system is constructed, this can also contribute to further reduction in size and weight of the motor power unit 1 and space saving.

Further, the pump 22 is accompanied by a rotation sensor 38 using the outer magnet 28 of the magnet coupling 36 as a sensor rotor (rotating portion), and is independent of the control system of the motor 2 and has a small signal processing delay. In this state, the actual drive system rotation speed in the motor power unit 1 can be detected over a wide range. For this reason, the output of the rotation sensor 38 is utilized, which is advantageous, for example, when performing accurate traction control or extremely low speed vibration suppression control.

In addition, according to the above-described embodiment, since the speed reducer 3 is disposed between the motor 2 and the pump 22 as an auxiliary machine, a general-purpose motor can be used as the motor 2 as necessary. Improves.

FIG. 7 is a view showing a second embodiment of the vehicle drive device according to the present invention, and the same reference numerals are given to the portions common to FIG.

In the second embodiment shown in FIG. 7, a pump 22 as an auxiliary machine is arranged coaxially with the input shaft 9 of the speed reducer 3, and the pump 22 is rotationally driven by this input shaft 9. It is. In this system, the pump 22 is rotationally driven at the same rotational speed as that of the motor 2, so that the rotational speed of the pump 22 is higher than that of FIG. Will be.

FIG. 8 is a diagram showing a third embodiment of the vehicle drive device according to the present invention, and the same reference numerals are given to the parts common to FIG.

In the third embodiment shown in FIG. 8, the reduction gear 12 is directly attached to the shaft end of the rotating shaft 6 of the motor 2, thereby eliminating the input shaft 9 and the bearing 16 of FIG. It is a thing. Also in this case, an effect almost equivalent to that of FIG. 3 is obtained.

FIG. 9 shows a cooling system for an electric vehicle on the assumption that the motor power unit 1 shown in FIGS. 1 to 3 is adopted. The motor power unit 1 including the motor 2 and the speed reducer 3 is lubricated as described above. A so-called oil-cooled independent cooling system using oil as a cooling medium is constructed. On the other hand, the separate inverter 41 to be attached to the motor power unit 1 itself constitutes a so-called water-cooled independent cooling system.

More specifically, as shown in FIG. 9, the cooling system of the inverter 41 includes a radiator (radiator) 42 and electric water pumps 43 and 44 in two stages in series. The radiator 42 and the water pumps 43 and 44 are connected in series by an external pipe to form a cooling water circulation loop for cooling the inverter 41.

In this cooling system, a series of two-stage electric water pumps 43 and 44 whose flow rates are individually controlled are provided in a cooling water circulation loop for cooling the inverter 41, for example, either one of the pumps. When 43 or 44 breaks down, the required flow rate of the cooling water can be ensured by increasing the speed of the other pump.

FIG. 10 shows another example of the cooling system of the motor power unit 1 and the inverter 41. The motor power unit 1 including the motor 2 and the speed reducer 3 has a pump 22 as an auxiliary device, and the inverter 41 It is common with the system of FIG. On the other hand, as a cooling method of the speed reducer 3 in the motor power unit 1, a so-called lubricating oil splashing type that has been known for a long time has been adopted, while a water cooling type has been adopted as a cooling method for the motor 2 and the

inverter

3, 9 is different from the system of FIG. 9 in that the cooling water for the motor 2 and the inverter 3 is circulated by the pump 22.

More specifically, as shown in FIG. 10, the cooling system of the motor 2 and the inverter 41 includes a radiator 22 and an electric water pump in addition to a pump 22 attached as an accessory to the speed reducer 3. 45 is prepared, and cooling for cooling the motor 2 and the inverter 41 is achieved by connecting the pump 22, the motor 2, the inverter 41, the radiator 42, and the water pump 45 in series by external piping. A water circulation loop is formed. As described above, the pump 22 as an auxiliary device attached to the speed reducer 3 is rotationally driven by the driving force of the speed reducer 3, whereas the water pump 45 is independent of the illustration. It is rotated by an electric motor.

In the system of FIG. 10, the cooling water discharged from the pump 22 is first introduced into the inverter 41 to cool the inverter 41, and then the cooling water that has passed through the inverter 41 is introduced into the motor 2. 2 will be cooled. Then, the cooling water that has cooled the motor 2 is introduced into the radiator 42 by the water pump 45, and after heat exchange is performed by the radiator 42, the cooling water is returned to the pump 22 side and reused. become.

FIG. 11 shows still another example of the cooling system for the motor power unit 1 and the inverter 41. The motor power unit 1 including the motor 2 and the speed reducer 3 includes a pump 22 as an auxiliary device, and the motor power unit. 1, the so-called lubricating oil splashing type that has been known for a long time has been adopted as the cooling method of the speed reducer 3, and the water cooling type has been adopted as the cooling method of the motor 2 and the inverter 41. 10 is common to the system of FIG. 10 in that the cooling water for 41 is circulated by an auxiliary pump 22 and an electric water pump 45. On the other hand, it differs from the system of FIG. 10 in that the motor 2 and the inverter 41 are arranged close to each other and both are connected by an internal cooling water passage.

In the system of FIG. 11, the cooling water passage connecting the motor 2 and the inverter 41 is not exposed to the outside, so that there is an advantage that so-called externally exposed piping can be reduced as compared with that of FIG.

FIG. 12 shows still another example of the cooling system for the motor power unit 1 and the inverter 41 in the same manner.

In the system shown in FIG. 12, the anti-reduction gear of the motor 2 out of the motor power unit 1 including the motor 2 and the reduction gear 3 is assumed on the assumption that the motor power unit 1 shown in FIG. The inverter 41 is connected to the third side, and at least three of the reduction gear 3, the motor 2, and the inverter 41 are connected by an internal lubricating oil passage. In this system, by using the lubricating oil of the speed reducer 3, both the motor 2 and the inverter 41 are oil-cooled, and there is an advantage that the number of externally exposed pipes can be further reduced.

However, also in the system of FIG. 12, a water-cooling type can be adopted for cooling the motor 2 and the inverter 41. In this case, the cooling of the speed reducer 3 in the motor power unit 1 is performed as in the systems of FIGS. A so-called lubricating oil splashing type that has been known for a long time is adopted as a method, and cooling water for cooling the motor 2 and the inverter 41 is circulated by a pump 22 attached as an accessory to the motor power unit 1. It will be good.

In each of the above embodiments, the lubricating oil or cooling water circulation pump 22 has been described as an example of an auxiliary device attached to the motor power unit 1, but this is merely an example, and the auxiliary device is not necessarily limited to the pump 22. Is not to be done. Examples of auxiliary machines other than the pump 22 to which the present invention can be applied include a generator (alternator), a compressor for an air conditioner, a negative pressure pump for braking, a hydraulic pump for power steering, and the like.

Here, if the main invention specific matters that can be grasped from each of the above embodiments are listed together with their effects, the following (1) to (15) are obtained.

(1) Since the reduction gear is disposed between the motor and the auxiliary machine as described in claim 4, a general-purpose motor can be used as the motor 2 as required, and layout characteristics Will improve.

(2) As described in claim 5, the speed reducer includes a housing that accommodates the speed reducing element, and the auxiliary machine is fixedly disposed in the housing, so that the layout can be improved as described above. There is an advantage to improve.

(3) As described in claim 6, the reduction gear includes a plurality of reduction gears as a reduction element, and the auxiliary device is coaxial with the first reduction gear of the plurality of reduction gears. As a result of being driven through the shaft, an appropriate rotational speed can be obtained as the driving speed of the auxiliary machine, and the durability of the auxiliary machine is improved.

(4) As described in claim 7, the auxiliary machine is provided with a rotation sensor comprising a sensor rotor and a pickup means for detecting the rotation of the sensor rotor. Can detect the rotational speed of the actual drive system in the motor in a wide range in an independent manner and with little signal processing delay. Therefore, it is advantageous in performing accurate traction control and extremely low speed vibration suppression control by utilizing the output of the rotation sensor, for example.

(5) Since the auxiliary machine is provided in the speed reducer as described in claim 9, it is not necessary to attach an independent speed reducer to the auxiliary machine.

(6) As described in claim 10, the reduction gear includes a plurality of reduction gears as a reduction element, and the auxiliary device is coaxial with the first reduction gear of the plurality of reduction gears. As a result of being driven through the shaft, an appropriate rotational speed can be obtained as the driving speed of the auxiliary machine, and the durability of the auxiliary machine is improved.

(7) As described in claim 11, the auxiliary machine is driven by the driving force of the speed reducer via an auxiliary machine drive limiting means capable of limiting the drive state of the auxiliary machine. There exists an advantage which can control the drive state of an auxiliary machine positively.

(8) According to a twelfth aspect of the present invention, the accessory drive limiting means includes a driving side rotating magnet connected to the rotating shaft of the speed reducer and a driven side that is rotationally driven by the magnetic force of the driving side rotating magnet. By including a rotating magnet and an intermediate shaft that drives the accessory by the rotation of the driven side rotating magnet, the magnet coupling is substantially employed as the accessory driving limiting means, thereby reducing silence. There is an advantage that can be ensured.

(9) As described in claim 13, the speed reducer includes a housing that accommodates a plurality of stages of reduction gears, and an auxiliary machine is fixedly disposed in the housing, thereby improving layout. There are advantages.

(10) According to the fourteenth aspect of the present invention, the auxiliary machine is provided with a rotation sensor comprising a sensor rotor and a pickup means for detecting the rotation of the sensor rotor, whereby a motor control system and Can detect the rotational speed of the actual drive system in the motor in a wide range in an independent manner and with little signal processing delay. Therefore, it is advantageous in performing accurate traction control and extremely low speed vibration suppression control by utilizing the output of the rotation sensor, for example.

(11) As described in the fifteenth aspect, since the speed reducer is arranged between the motor and the auxiliary machine, there is an advantage that layout is improved.

(12) As described in claim 17, the accessory is driven by the driving force of the speed reducer via an accessory drive restricting means capable of restricting the drive state of the accessory. There exists an advantage which can control the drive state of an auxiliary machine positively.

(13) As described in claim 18, the accessory drive limiting means is a drive-side rotating magnet connected to the rotating shaft of the speed reducer, and the accessory is rotated by the magnetic force of the driving-side rotating magnet. And the driven side rotating magnet for driving the motor has the advantage that the quietness can be ensured by substantially adopting the magnet coupling as the accessory drive limiting means.

(14) As described in claim 19, the reduction gear includes a plurality of reduction gears as a reduction element, and the auxiliary device is coaxial with the first reduction gear of the plurality of reduction gears. As a result of being driven through the shaft, an appropriate rotational speed can be obtained as the driving speed of the auxiliary machine, and the durability of the auxiliary machine is improved.

(15) As described in claim 20, the auxiliary machine is provided with a rotation sensor comprising a sensor rotor and a pickup means for detecting the rotation of the sensor rotor, whereby a motor control system and Can detect the rotational speed of the actual drive system in the motor in a wide range in an independent manner and with little signal processing delay. Therefore, it is advantageous in performing accurate traction control and extremely low speed vibration suppression control by utilizing the output of the rotation sensor, for example.

Claims

An electric motor,
A speed reduction device connected to the input side of the rotating shaft of the motor and connected to the output side of the driving shaft for driving wheels, and receiving the rotational torque of the motor to drive the driving shaft at a reduced speed;
An auxiliary machine connected to the speed reducer and driven by the driving force of the speed reducer;
A vehicle drive device comprising:
The vehicle drive device according to claim 1,
The vehicle drive device, wherein the auxiliary device is driven by the driving force of the speed reducer via an auxiliary device drive limiting means capable of limiting the drive state of the auxiliary device.
The vehicle drive device according to claim 2,
The auxiliary machine drive restricting means includes a drive-side rotary magnet connected to the rotary shaft of the reduction gear, and a driven-side rotary magnet that is driven to rotate by the magnetic force of the drive-side rotary magnet and drives the auxiliary machine. The vehicle drive device.
The vehicle drive device according to claim 1,
A vehicle drive device in which the speed reducer is disposed between the motor and the auxiliary machine.
The vehicle drive device according to claim 4,
The speed reducer includes a housing that houses a speed reducing element, and the auxiliary device is fixedly disposed in the housing.
The vehicle drive device according to claim 2,
The reduction device includes a plurality of reduction gears as the reduction element, and the auxiliary device is driven through a first reduction gear of the plurality of reduction gears and a shaft coaxial with the first reduction gear. A vehicle drive device.
The vehicle drive device according to claim 6,
The auxiliary device is provided with a vehicle drive device that includes a rotation sensor including a sensor rotor and pickup means for detecting rotation of the sensor rotor.
An electric motor with a rotating shaft protruding from one end surface in the axial direction of the casing;
The motor is disposed on the protruding end side of the rotating shaft, the rotating shaft of the motor is connected to the input side, and the driving shaft for driving wheels is connected to the output side, and receives the rotational torque of the motor. A speed reducer that drives the drive shaft to decelerate;
An auxiliary machine that is disposed on the protruding end side of the rotating shaft of the motor and is driven by the driving force of the speed reducer;
A vehicle drive device comprising:
The vehicle drive device according to claim 8,
The auxiliary machine is a vehicle drive device provided in the reduction gear.
The vehicle drive device according to claim 8,
The reduction device includes a plurality of reduction gears as the reduction element, and the auxiliary device is driven through a first reduction gear of the plurality of reduction gears and a shaft coaxial with the first reduction gear. A vehicle drive device.
The vehicle drive device according to claim 10,
The vehicle drive device, wherein the auxiliary device is driven by the driving force of the speed reducer via an auxiliary device drive limiting means capable of limiting the drive state of the auxiliary device.
The vehicle drive device according to claim 11,
The auxiliary machine drive restricting means includes a driving side rotating magnet connected to a rotating shaft of the speed reducer, a driven side rotating magnet driven to rotate by the magnetic force of the driving side rotating magnet, and rotation of the driven side rotating magnet. A vehicle drive device comprising: an intermediate shaft that drives the auxiliary machine.
The vehicle drive device according to claim 12, wherein
The speed reducer includes a housing that houses a plurality of stages of reduction gears, and the auxiliary device is fixedly disposed in the housing.
The vehicle drive device according to claim 12, wherein
The auxiliary device is provided with a drive device for a vehicle attached with a rotation sensor comprising a sensor rotor and pickup means for detecting the rotation of the sensor rotor.
The vehicle drive device according to claim 8,
A vehicle drive device in which the speed reducer is disposed between the motor and the auxiliary machine.
An electric motor with a rotating shaft protruding from one end surface in the axial direction of the casing;
The motor is disposed on the protruding end side of the rotating shaft, the rotating shaft of the motor is connected to the input side, and the driving shaft for driving wheels is connected to the output side, and receives the rotational torque of the motor. A speed reducer that drives the drive shaft to decelerate;
An auxiliary machine driven by the driving force of the speed reducer;
With
The vehicle drive device in which the motor is mounted on one side surface of the housing of the speed reducer and the auxiliary device is mounted on the other side surface of the housing of the speed reducer.
The vehicle drive device according to claim 16, wherein
The vehicle drive device, wherein the auxiliary device is driven by the driving force of the speed reducer via an auxiliary device drive limiting means capable of limiting the drive state of the auxiliary device.
The vehicle drive device according to claim 17,
The auxiliary machine drive restricting means includes a drive-side rotary magnet connected to the rotary shaft of the reduction gear, and a driven-side rotary magnet that is driven to rotate by the magnetic force of the drive-side rotary magnet and drives the auxiliary machine. The vehicle drive device.
The vehicle drive device according to claim 18, wherein
The reduction device includes a plurality of reduction gears as the reduction element, and the auxiliary device is driven through a first reduction gear of the plurality of reduction gears and a shaft coaxial with the first reduction gear. A vehicle drive device.
The vehicle drive device according to claim 19,
The auxiliary device is provided with a drive device for a vehicle attached with a rotation sensor comprising a sensor rotor and pickup means for detecting the rotation of the sensor rotor.