WO2018034099A1 - Vehicle driving device - Google Patents

Abstract

The present invention addresses the problem of providing a vehicle driving device in which the vertical dimension of a gear shaft of a reducer can be reduced to reduce the size of the vehicle driving device and increase cabin space. This vehicle driving device is provided with: two electric motors 2L, 2R for driving left and right wheels; and two reducers 3L, 3R for reducing the rotating speed of the two electric motors 2L, 2R, wherein the two electric motors 2L, 2R are disposed on respective outboard sides relative to the two reducers 3L, 3R. Rotor shafts 12L, 12R of the electric motors 2L, 2R have hollow structures extending in the axial direction. An input gear 12a is disposed between the rotor shafts 12L, 12R. Output gear shafts 14L, 14R are coaxially disposed inside the hollow rotor shafts 12L, 12R. An output gear 14a is disposed between the output gear shafts 14L, 14R, and an intermediate shaft is rotatably disposed in the reducers 3L, 3R to be parallel with the rotor shafts 12L, 12R and the output gear shaft 14a.

Description

Vehicle drive device

The present invention relates to a vehicle drive device capable of amplifying a torque difference and transmitting drive torque from two independent electric motors to left and right drive wheels.

As a two-motor vehicle drive device including two electric motors and a reduction gear for independently driving left and right drive wheels, there is one disclosed in Patent Document 1.

As shown in FIG. 14, the conventional two-motor vehicle drive device disclosed in Patent Document 1 includes electric motors 101L and 101R that individually drive the left and right drive wheels, and a reduction gear that reduces the rotation of the electric motors 101L and 101R. 102L and 102R are provided.

As shown in FIG. 14, the reduction gears 102 </ b> L and 102 </ b> R are provided with an input gear that transmits power to the rotor shaft 112, and an output gear shaft 125 and an input gear that transmit driving force to the drive wheels via the drive shaft 116. One or more intermediate gear shafts 124 (counter shafts) having a large gear and a small gear are arranged to transmit power to each other, and each of the gears is a parallel shaft gear reducer arranged in parallel and offset.

14, an idler gear shaft 123 is provided between the input gears of the speed reducers 102L and 102R and the intermediate gear shaft 124.

The two-motor type vehicle drive device does not require a differential gear or the like that distributes the driving force of one electric motor to the left and right like the one-motor type vehicle drive device that drives the left and right drive wheels by one common electric motor It has the advantage of becoming.

This type of two-motor type vehicle drive device includes an electric motor for driving independently for each of the left and right drive wheels, and by appropriately controlling each electric motor, a drive torque difference is appropriately applied to the left and right drive wheels. Thus, the turning moment of the vehicle is controlled. For example, when each electric motor is independently connected to the left and right drive wheels via a speed reducer, the rotation speed of each electric motor is reduced by the speed reducer and the output torque of each electric motor ( The driving force is increased by each reduction gear and transmitted to the left and right drive wheels. Here, in order to make the vehicle turn right and turn left in the same manner, each electric motor has the same output characteristics, and each reduction gear has the same reduction ratio.

The output torque of the left and right electric motors transmitted to the left and right drive wheels is increased according to the reduction ratio of the reduction gear. However, the ratio of the difference between the output torques of the left and right drive wheels is the same as the ratio of the difference between the output torques of the left and right electric motors because the reduction ratio of the left and right reduction gears is the same. The ratio of the torque difference is not increased.

However, in order to achieve smooth turning of the vehicle and to suppress changes in vehicle behavior such as extreme understeer and extreme oversteer, the left and right drive is more than the ratio of the difference in output torque applied from the left and right electric motors. It may be effective to increase the ratio of the difference in output torque transmitted to the wheels.

Patent Document 2 and Patent Document 3 include a gear device in which two planetary gear mechanisms having three elements and two degrees of freedom are coaxially arranged between two electric motors and left and right drive wheels, and two electric motors. A vehicle drive device is disclosed that can amplify the difference between torques applied to the left and right driving wheels and amplify the difference. In the vehicle drive devices described in Patent Literature 2 and Patent Literature 3, it is possible to obtain a driving torque difference larger than the output torque difference given from the left and right electric motors.

Further, Patent Document 2 and Patent Document 3 do not specifically mention the arrangement of the gear device in the vehicle drive device. The applicant of the present application has already filed a patent application for a vehicle drive device in which the gear device for amplifying the torque difference is reduced in size and weight (Japanese Patent Application No. 2016-023529).

The vehicle drive device (prior application example) for which the applicant of the present application has applied for a patent has the configuration shown in FIG.

As shown in FIG. 15, the vehicle drive device 201 of the prior application example includes two electric motors 202L and 202R that are mounted on the vehicle and can be controlled independently, two electric motors 202L and 202R, and left and right drive wheels. A gear device 300 that is provided between the two electric motors 202L and 202R and distributes the torques of the two electric motors 202L and 202R to the left and right wheels, and speed reducers 203L and 203R that transmit the torques of the two electric motors 202L and 202R to the drive wheels. Yes. The reduction gears 203L and 203R are connected to electric motors 202L and 202R, input gear shafts 212L and 212R having an input gear 212a, output gear shafts 214L and 214R connected to driving wheels and having an output gear 214a, and an input And intermediate gear shafts 213L and 213R that transmit power between the gear shafts 212L and 212R and the output gear shafts 214L and 214R. The intermediate gear shafts 213L and 213R are provided with a large-diameter gear 213a that meshes with the input gear 212a and a small-diameter gear 213b that meshes with the output gear 214a.

The two electric motors 202L and 202R use electric motors having the same output characteristics and are accommodated in the motor housings 204L and 204R.

The input gear shafts 212L and 212R, the intermediate gear shafts 213L and 213R, and the output gear shafts 214L and 214R are arranged offset from each other.

The vehicle drive device 201 of the prior application example has a gear device 300 that distributes the driving force from the two electric motors 202L and 202R to the left and right drive wheels. The gear device 300 is coaxial with the speed reducers 203L and 203R. And a pair of left and right intermediate gear shafts 213L and 213R arranged in the same manner, and three planetary gear mechanisms 330L and 330R having a combination of two elements on the same axis. And the planetary gear mechanism of the single pinion type is employ | adopted as the planetary gear mechanisms 330L and 330R.

The vehicle drive device 201 of the prior application example can distribute and amplify the difference in torque applied from the two electric motors 202L and 202R by the gear device 300, and can apply the amplified difference to the left and right drive wheels.

By the way, when these vehicle drive devices are applied to passenger cars, they are often used at a two-stage deceleration because of the relationship between the rotational speed of the electric motor and the rotational speed of the wheel. For example, assuming that the maximum rotation speed of the motor is 10,000 min ⁻¹ and the wheel diameter is 630 mm, the wheel rotation speed when the maximum vehicle speed is 180 km / h is 1516 min ⁻¹ , and the reduction ratio in this case is 10000 / 1516≈6.596. It becomes. Attempting to achieve such a high reduction ratio with one-stage reduction results in a large gear, which increases the working angle, shortens the life of the drive shaft, or reduces the ground clearance of the reduction gear housing of the large gear. There are disadvantages such as lowering the height and making it easier to hit the ground due to the unevenness of the ground. Therefore, it is common to make the large gear smaller by two-stage reduction.

Also in the vehicle drive device described in Patent Documents 1 to 3 and the vehicle drive device of the prior application, a reduction gear having two-stage reduction is disclosed.

JP 2010-48379 A JP 2015-21594 A Japanese Patent No. 4907390

By the way, the speed reducers in the vehicle drive device described in Patent Documents 1 to 3 and the vehicle drive device of the prior application example are all arranged in parallel and offset from each other. If all the two-stage reductions are arranged in parallel and offset with different axes, the size of the vehicle drive device in the direction perpendicular to the gear shaft of the reduction gear increases. For this reason, the installation space of the vehicle drive device occupying the vehicle body space is increased, and there is a problem that a passenger compartment or a passenger compartment space on which luggage is placed is reduced.

Therefore, the present invention seeks to provide a vehicle drive device capable of reducing the size in the direction perpendicular to the gear shaft of the reduction gear, reducing the size of the vehicle drive device, and increasing the vehicle compartment space.

In order to solve the above-described problems, the present invention includes two electric motors mounted on a vehicle and independently controllable, and two speed reducers that decelerate the motor rotation of each electric motor and transmit it to drive wheels. In the vehicle drive device in which two electric motors are arranged on the outboard side of the vehicle with respect to the speed reducer, the speed reducer includes an input gear, an output gear shaft having an output gear, and an output gear from the input gear by meshing of the gears. A parallel shaft gear reducer in which the gear constituting the speed reducer is an external gear, and the rotor shaft of the electric motor has a hollow structure penetrating in the axial direction. There is an input gear at the speed reducer side end of the rotor shaft, the rotor shafts of the two electric motors are coaxially arranged, and the output gear shaft is provided with an output gear at the speed reducer side end. The output gear shaft And an output gear shaft that passes through the rotor shaft and accommodates the electric motor. The opening on the outer wall of the motor housing is provided coaxially with the rotor shaft so that the end portion on the side of the motor is located inside the hollow rotor shaft. The reduction gear is connected to the drive wheels from the vehicle drive device to the outside of the vehicle drive device. The speed reducer has an intermediate gear shaft that is parallel to the rotor shaft and the output gear shaft of the electric motor, and the left and right intermediate gear shafts are coaxial. The intermediate gear shaft is provided with a small gear and a large gear, the input gear is engaged with the large gear provided on the intermediate gear shaft, and the small gear provided on the intermediate gear shaft is engaged with the output gear. Thus, the rotation of the electric motor is decelerated and transmitted to the output gear shaft.

Further, the speed reducer is configured such that a gear train composed of a small gear and an output gear of the intermediate gear shaft is arranged closer to the inside of the vehicle body than a gear train composed of the input gear and the large gear of the intermediate gear shaft.

Further, the vehicle drive device has a gear device that distributes the drive force from the two electric motors to the left and right drive wheels, and the gear device is a pair of left and right intermediate gears arranged coaxially with the reducer. It consists of a planetary gear mechanism having three elements and two degrees of freedom that are combined on the same axis as the shaft. The planetary gear mechanism is composed of an inner gear, a planet carrier provided coaxially with the inner gear, and the inner gear. A first coupling member having a sun gear provided above and a plurality of planetary gears as revolving gears, and coupling one planet carrier and one element of the two planetary gear mechanisms; A second coupling member that couples the same one element as described above and the other planet carrier, and the input element of the gear device is coaxially provided on the input side large gear of the intermediate gear shaft of the reduction gear, and the intermediate gear The output side small gear of the shaft is the output of the gear device. It is linked to the prime.

The planetary gear mechanism is a single pinion planetary gear mechanism, and includes a first coupling member that couples one planet carrier of the two planetary gear mechanisms and the other sun gear, one sun gear, and the other planetary gear. A second coupling member coupled to the carrier, wherein an internal gear of the gear device is coaxially provided on an input side large gear of the intermediate gear shaft of the reduction gear, and an output side small gear of the intermediate gear shaft is disposed on the planetary gear. It is connected to the planetary carrier of the gear mechanism.

Further, a large gear meshing with an input gear and an internal gear of the planetary gear mechanism are arranged at an axial position where they are radially overlapped with each other on an intermediate gear shaft of the reduction gear which is coaxial with the gear device.

The planetary carrier of the planetary gear mechanism supports the planetary gear via a carrier pin and has carrier flanges extending on the inboard side and the outboard side of the vehicle, and the planetary carrier is a housing of the vehicle drive device. On the other hand, it is rotatably supported by two rolling bearings.

Further, a small gear of an intermediate gear shaft that meshes with the output gear may be provided coaxially on the inboard side of the planetary carrier.

Further, the internal gear of the planetary gear mechanism can be configured to be rotatably supported by a rolling bearing with respect to the planet carrier.

The housing for housing the two speed reducers has a three-piece configuration including a central housing and left and right side housings, and a partition wall for separating the left and right is provided at a central portion of the central housing, and the first coupling member And the second coupling member can penetrate the partition wall.

In the gear device, the first coupling member and the second coupling member are arranged coaxially, one coupling member is a hollow shaft, and the other coupling member is a shaft inserted into the hollow shaft. It has a double structure, and the connection between the first and second coupling members and the planet carrier to which the respective coupling members are coupled can be configured by spline fitting.

Further, in the coupling member on the inner diameter side among the first and second coupling members, the shaft end opposite to the spline fitting portion with the planet carrier can be rotatably supported by the rolling bearing.

The planetary gear mechanism is a single pinion planetary gear mechanism, and includes a first coupling member that couples one planet carrier and the other internal gear of the two planetary gear mechanisms, one internal gear, and the other planetary gear. A sun gear of the gear device is coaxially provided on the input side large gear of the intermediate gear shaft of the reduction gear, and the output side small gear of the intermediate gear shaft is connected to the planetary gear. It can be configured to be coaxially connected to the planetary carrier of the gear mechanism.

The planetary gear mechanism includes an internal gear, a planet carrier provided coaxially with the internal gear, a sun gear provided coaxially with the internal gear, and a plurality of double planets as revolving gears. A double pinion planetary gear mechanism having a gear, and when the planet carrier is fixed, the internal gear rotates in the same direction as the sun gear, and one planet carrier and the other internal gear of the two planet gear mechanisms. And a second coupling member that couples one internal gear and the other planetary carrier to the input large gear of the intermediate gear shaft of the speed reducer. A gear may be provided coaxially, and an output side small gear of the intermediate gear shaft may be connected coaxially with the planet carrier of the planetary gear mechanism.

The planetary gear mechanism includes an internal gear, a planet carrier provided coaxially with the internal gear, a sun gear provided coaxially with the internal gear, and a plurality of double planets as revolving gears. A double pinion planetary gear mechanism having a gear, and when the planet carrier is fixed, the internal gear rotates in the same direction as the sun gear, and one planet carrier and the other sun gear of the two planet gear mechanisms. And a second coupling member for coupling one sun gear and the other planet carrier, and the planetary gear of the gear device is connected to the input large gear of the intermediate gear shaft of the reduction gear. The carrier may be provided coaxially, and the output side small gear of the intermediate gear shaft may be connected coaxially with the internal gear of the planetary gear mechanism.

As described above, according to the present invention, by providing the output gear shaft coaxially inside the hollow rotor shaft, the size in the direction perpendicular to the gear shaft of the reduction gear can be reduced, and the vehicle drive device can be reduced in size. And the cabin space can be increased.

1 is a cross-sectional plan view showing an embodiment of a vehicle drive device according to the present invention. FIG. 2 is a cross-sectional view taken along line II-II in FIG. It is the cross-sectional top view which expanded a part of FIG. It is explanatory drawing which shows an example of the electric vehicle of the rear-wheel drive system which mounts the vehicle drive device which concerns on this invention, and has shown the gear structure with the skeleton figure. It is explanatory drawing which shows an example of the electric vehicle of the front-wheel drive system which mounts the vehicle drive device which concerns on this invention, and has shown the gear structure with the skeleton figure. It is explanatory drawing which shows an example of the electric vehicle of the four-wheel drive system which mounts the vehicle drive device which concerns on this invention, and has shown the gear structure with the skeleton figure. It is a speed diagram for demonstrating the torque difference amplification factor by the gear apparatus incorporated in the vehicle drive device which concerns on 1st Embodiment of this invention. It is a skeleton figure which shows the gear structure of the vehicle drive device of 2nd Embodiment of this invention. It is a velocity diagram for demonstrating the torque difference amplification factor by the gear apparatus integrated in the vehicle drive device of 2nd Embodiment of this invention. It is a skeleton figure which shows the gear structure of the vehicle drive device of 3rd Embodiment of this invention. It is a velocity diagram for demonstrating the torque difference amplification factor by the gear apparatus integrated in the vehicle drive device of 3rd Embodiment of this invention. It is a skeleton figure which shows the gear structure of the vehicle drive device of 4th Embodiment of this invention. It is a speed diagram for demonstrating the torque difference amplification factor by the gear apparatus integrated in the vehicle drive device of 4th Embodiment of this invention. It is a cross-sectional top view which shows the conventional 2 motor vehicle drive device. It is a cross-sectional top view which shows the vehicle drive device of a prior application example.

Embodiments of the present invention will be described below with reference to the accompanying drawings.
As shown in FIG. 1, the two-motor type vehicle drive device 1 according to the present invention has a reduction gear housing 9 that accommodates two reduction gears 3 </ b> L and 3 </ b> R in parallel on the left and right sides. A structure is adopted in which the motor housings 4L and 4R of the two electric motors 2L and 2R are fixedly arranged on the outboard side of the vehicle.

The electric vehicle AM according to the embodiment of the present invention shown in FIG. 4 is a rear wheel drive system, and includes a chassis 60, rear wheels 61L and 61R as drive wheels, front wheels 62L and 62R, and left and right rear wheels 61L and 61R. The two-motor type vehicle driving device 1 is mounted on the chassis 60 at the center position of the left and right rear wheels 61L and 61R. The driving force of the vehicle driving device 1 is as follows: It is transmitted to the left and right rear wheels 61L and 61R via the constant velocity joints 65a and 65b and the intermediate shaft 65c. In FIG. 4, the gear structure of the vehicle drive device 1 is shown in the skeleton diagram.

The torque (driving force) of the electric motors 2L and 2R is such that the input gear 12a of the rotor shafts 12L and 12R serving as the input gear shafts of the speed reducers 3L and 3R and the large-diameter input side external gear 13a of the intermediate gear shafts 13L and 13R. Is transmitted to the internal gears R _L and R _R of the gear unit 30.

Then, the output side small gear 13b of the intermediate gear shafts 13L and 13R meshes with the large diameter output gear 14a of the output gear shafts 14L and 14R via the gear device 30, and the number of teeth of the output side small gear 13b and the output gear 14a. The torque of the electric motors 2L, 2R is further increased by the ratio and output to the drive wheels 61L, 61R.

The gear device 30 is configured by combining two planetary gear mechanisms 30L and 30R having the same three-element and two-degree-of-freedom with coaxial intermediate gear shafts 13L and 13R. The planetary gear mechanisms 30L and 30R are of a single pinion type. A planetary gear mechanism is used.

The planetary gear mechanisms 30L and 30R are coaxially provided with sun gears S _L and S _R and internal gears R _L and R _R, and between these sun gears S _L and S _R and the internal gears R _L and R _R. A plurality of planetary gears P _L , P _R located in the direction of the planetary gears, and planetary gears P _L , P _R rotatably supported by the planetary gears provided coaxially with the sun gears S _L , S _R and the internal gears R _L , R _R. It is composed of carriers C _L and C _R. Here, the sun gears S _L and S _R and the planetary gears P _L and P _R are external gears having gear teeth on the outer periphery, and the internal gears R _L and R _R are internal gears having gear teeth on the inner periphery. The planetary gears P _L and P _R mesh with the sun gears S _L and S _R and the internal gears R _L and R _R.

This gear device 30 includes a first planetary gear mechanism 30L having a sun gear S _L , a planet carrier C _L , a planet gear P _L and an internal gear R _L , and the sun gear S _R , planet carrier C _R , and planet gear P P. The second planetary gear mechanism 30R having the _R and the internal gear R _R is coaxially combined.

Outputs from the electric motors 2L and 2R are given to the internal gears R _L and R _R of the two planetary gear mechanisms 30L and 30R, respectively, and outputs from the first coupling member 31 and the second coupling member 32 are output side small diameters. It is increased between the gear 13b and the output gear 14a and applied to the drive wheels 61L and 61R.

In the rear wheel drive system, the gear device 30 for amplifying the torque difference may be on the vehicle body front side or the rear side with respect to the output gear shafts 14L and 14R.

As a mounting form of the two-motor type vehicle drive device 1, in addition to the rear wheel drive method shown in FIG. 4, either the front wheel drive method shown in FIG. 5 or the four wheel drive method shown in FIG. 6 may be used.

The electric vehicle AM according to the embodiment shown in FIG. 5 is a front wheel drive system, and drives the chassis 60, the rear wheels 61L and 61R, the front wheels 62L and 62R as drive wheels, and the left and right front wheels 62L and 62R, respectively. The vehicle drive device 1 is mounted on the chassis 60 at the center position of the left and right front wheels 62L and 62R. The drive force of the vehicle drive device 1 is a constant velocity joint 65a, 65b and the intermediate shaft 65c are transmitted to the left and right front wheels 62L and 62R.

In the front wheel drive system, the gear device 30 that amplifies the torque difference may be on the vehicle body front side or the rear side with respect to the output gear shafts 14L and 14R.

The electric vehicle AM according to the embodiment shown in FIG. 6 is a four-wheel drive system, and includes a chassis 60, rear wheels 61L and 61R as drive wheels, front wheels 62L and 62R as drive wheels, and left and right rear wheels 61L. , 61R for driving the left and right front wheels 62L, 62R for driving the left and right rear wheels 61L. 61R and the left and right front wheels 62L and 62R are mounted on the chassis 60 at the center position thereof, and the driving force of the vehicle drive device 1 is applied to the left and right rear wheels 61L through the constant velocity joints 65a and 65b and the intermediate shaft 65c. 61R and the left and right front wheels 62L and 62R are transmitted.

1 and FIG. 4 includes an electric motor 2L, 2R as two drive sources mounted on the vehicle and independently controllable, left and right drive wheels 61L, 61R, and two electric motors 2L, 2R left and right reduction gears 3L, 3R provided between 2R.

As shown in FIG. 1, a speed reducer housing 9 that accommodates two speed reducers 3L and 3R provided in parallel on the left and right is a central housing 9a and left and right side housings 9bL fixed to both side surfaces of the central housing 9a. , 9bR three-piece structure.

The left and right electric motors 2L, 2R in the vehicle drive device 1 according to the present invention are accommodated in motor housings 4L, 4R as shown in FIG.

The motor housings 4L and 4R include cylindrical motor housing bodies 4aL and 4aR, and outer walls 4bL and 4bR that close the outer surfaces of the motor housing bodies 4aL and 4aR. An opening 40 through which the gear shafts 14L and 14R are drawn is provided. Further, the inner side surfaces of the motor housing bodies 4aL and 4aR on the side of the speed reducers 3L and 3R are closed by side surface housings 9bL and 9bR of the speed reducer housing 9.

A cooling water channel 41 is disposed in the motor housing main bodies 4aL and 4aR, and a cooling liquid is supplied to the water channel 41 from a radiator (not shown). The water channel 41 constitutes a so-called water jacket, thereby effectively cooling the electric motors 2L, 2R.

As shown in FIG. 1, the electric motors 2 </ b> L and 2 </ b> R are of a radial gap type in which a stator 6 is provided on the inner peripheral surface of the motor housing body 4 aL and 4 aR, and a rotor 5 is provided on the inner periphery of the stator 6. I am using something.

The rotor 5 has rotor shafts 12L and 12R in the center. The rotor shafts 12L and 12R function as input gear shafts. The rotor shafts 12L and 12R are hollow structures penetrating in the axial direction, and end portions of the rotor shafts 12L and 12R are inserted into the reduction gear housing 9 through the side housings 9bL and 9bR of the reduction gear housing 9. Yes. An input gear 12a is provided on the outer peripheral surface of the end of the rotor shafts 12L and 12R inserted into the reduction gear housing 9.

In the embodiment of FIG. 1, the input gear 12a is integrally formed on the outer peripheral surfaces of the end portions of the rotor shafts 12L and 12R. However, the input gear 12a is formed so as to be fitted to the rotor shafts 12L and 12R by a spline or the like. May be.

The rotor shafts 12L, 12R are rotatably supported by the rolling bearings 10a, 10b on the outer walls 4bL, 4bR of the motor housings 4L, 4R and the side housings 9bL, 9bR of the reduction gear housing 9 (FIG. 1). .

Output gear shafts 14L and 14R are coaxially arranged inside the hollow rotor shafts 12L and 12R.

The output gear shafts 14 </ b> L and 14 </ b> R have large-diameter output gears 14 a disposed in the vicinity of the partition wall 11 in the central housing 9 a on the inboard side in the speed reducer housing 9, and are formed on both surfaces of the partition wall 11. The bearing fitting hole 16a of the boss portion and the opening 40 of the outer walls 4bL and 4bR of the motor housings 4L and 4R are rotatably supported by the rolling bearings 17a and 17b. The output gear 14a is splined to the output gear shafts 14L and 14R.

An oil seal 39 that seals between the output gear shafts 14L, 14R and the openings 40 of the outer walls 4bL, 4bR of the motor housings 4L, 4R is provided outside the rolling bearing 17b that rotatably supports the output gear shafts 14L, 14R. Is provided.

A shaft 650 to which an outer ring 651 of a constant velocity joint 65a is attached is spline-fitted to the wheel side ends of the output gear shafts 14L and 14R, and power is transmitted to the drive wheels 61L and 61R via the intermediate shaft 65c. The A trunnion, a roller, an intermediate shaft 65c, and the like are disposed inside the constant velocity joint 65a, and a boot 653 is fitted between the intermediate shaft 65c and the outer ring 651. Not only the tripod type using the trunnion or roller shown in the figure, but also a double offset type using a steel ball may be used.

The driving torque of the two-motor type vehicle driving device 1 is transmitted to the left and right driving wheels 61L and 61R via a drive shaft composed of constant velocity joints 65a and 65b and an intermediate shaft 65c (FIG. 4).

The left and right electric motors 2L, 2R in the two-motor type vehicle drive device 1 use electric motors having the same output characteristics, and are housed in motor housings 4L, 4R as shown in FIG. As shown in FIG. 2 taken along the line II-II in FIG. 1, output gear shafts 14L, 14R are coaxially arranged inside the rotor shafts 12L, 12R serving as input gear shafts, and the rotor shaft 12L, 12R and the intermediate gear shafts 13L and 13R are arranged offset from each other.

A reduction gear housing 9 that accommodates two reduction gears 3L and 3R provided in parallel on the left and right is divided into three pieces in a direction orthogonal to the gear shafts of the reduction gears 3L and 3R, as shown in FIG. The housing 9a has a three-piece structure including left and right side housings 9bL and 9bR fixed to both side surfaces of the central housing 9a. The left and right side housings 9bL and 9bR are fixed to the openings on both sides of the central housing 9a by a plurality of bolts (not shown).

As shown in FIG. 1, the central housing 9a is provided with a partition wall 11 in the center. The speed reducer housing 9 is divided into left and right parts by the partition wall 11, and left and right accommodation chambers for accommodating the two speed reducers 3L and 3R are provided in parallel.

As shown in FIG. 1, the speed reducers 3L and 3R are provided substantially symmetrically, and torque is transmitted from rotor shafts 12L and 12R serving as input gear shafts, and input gears 12a provided on the rotor shafts 12L and 12R. Intermediate gear shafts 13L and 13R having a large-diameter input-side external gear 13a to which torque is transmitted and an output-side small gear 13b meshing with the output gear 14a, and an output gear 14a, and inside the rotor shafts 12L and 12R. Is a parallel shaft gear reducer provided with output gear shafts 14L and 14R arranged coaxially with each other. Output gear shafts 14L, 14R coaxially arranged inside the rotor shafts 12L, 12R are pulled out of the motor housings 4L, 4R and driven wheels 61L via constant velocity joints 65a, 65b and an intermediate shaft 65c (FIG. 4). , 61R to transmit torque.

The input gear 12a and the large-diameter input side external gear 13a provided on the intermediate gear shafts 13L and 13R mesh with each other to transmit the torque of the input gear 12a to the input side external gear 13a.

The intermediate gear shafts 13L and 13R constitute a gear shaft having an input side external gear 13a meshed with the input gear 12a and an output side small diameter gear 13b meshed with the output gear 14a on the outer peripheral surface. Both ends of the intermediate gear shafts 13L and 13R are inserted into bearing fitting holes 19a formed on both surfaces of the partition wall 11 of the central housing 9a and bearing fitting holes 19b formed on the side housings 9bL and 9bR via rolling bearings 20a and 20b. It is supported. And the bearing fitting hole 19a has penetrated so that the 1st coupling member 31 mentioned later and the 2nd coupling member 32 may pass.

The intermediate gear shafts 13L and 13R arranged on the same axis have a torque difference between the left and right drive wheels 61L and 61R on the same axis as the intermediate gear shafts 13L and 13R. A gear device 30 for amplifying and distributing is incorporated (FIG. 4). The gear device 30 is composed of a planetary gear mechanism having three elements and two degrees of freedom, which are combined on the same axis.

As shown in the enlarged view of FIG. 3, the gear device 30 includes internal gears R _L and R _R and internal gears R _L and R connected to the large-diameter input side external gears 13a of the intermediate gear shafts 13L and 13R, respectively. sun gear provided on _R coaxially S _L, S _R and internal gear R _L, R _R and the sun gear S _L, the planetary gear P _L as a revolving gear meshing with S _R, P _R and the planetary gears P _L, is connected to the P _R, the internal gear R _L, R _R and the sun gear S _L, S _R and the planetary carrier provided coaxially C _L, the planetary gear mechanism consisting of a C _R 30L, and 30R, the one A first coupling member 31 that couples the planet carrier C _L (left side of the figure in FIG. 3) and the other sun gear S _R (right side of the figure in FIG. 3) and one sun gear S _L (FIG. 3 shows the figure). left side) and the second coupling member 32 for coupling the other of the planet carrier C _R (in FIG. in FIG. 3 the right) and, chewing the input gear 12a The intermediate gear shafts 13L, 13R have input side external gears 13a, and the intermediate gear shafts 13L, 13R have output side small gears 13b that mesh with the output gear shafts 14L, 14R. The output side small-diameter gear 13b is connected to the planetary carriers C _L and C _R.

In the embodiment shown in FIGS. 1 and 3, the internal gear R _L, the input-side external gear 13a which is connected to R _R is the internal gear R _L, and is formed integrally with the R _R. By disposing the input-side external gear 13a and the internal gears R _L and R _R at axial positions that overlap each other in the radial direction, it is possible to reduce the axial dimension compared to arranging them side by side in the axial direction.

Planet carrier C _L, C _R is the planetary gears P _L, a carrier pin 33 which supports the P _R, and the carrier flange 34a on the outboard side which is connected to the outboard side end portion of the carrier pin 33, inboard end And an inboard carrier flange 34b connected to the portion.

The carrier flange 34a on the outboard side includes a hollow shaft portion 35 extending toward the outboard side, and the end portion on the outboard side of the hollow shaft portion 35 is formed on the side housings 9bL and 9bR of the reduction gear housing 9. The fitting hole 19b is supported via a rolling bearing 20b.

The carrier flange 34b on the inboard side includes a hollow shaft portion 36 extending toward the inboard side, and an end portion on the inboard side of the hollow shaft portion 36 is formed in a bearing fitting hole formed in the partition wall 11 of the central housing 9a. 19a is supported via a rolling bearing 20a. In the embodiment shown in FIGS. 1 and 3, the hollow shaft portion 36 of the intermediate gear shaft 13 </ b> R is spline-fitted with the second coupling member 32.

In the embodiment shown in FIGS. 1 and 3, the output-side small-diameter gear 13b is spline-fitted to the outer peripheral surface of the hollow shaft portion 36 of the carrier flange 34b.

The planetary gears P _L and P _R are supported by the carrier pin 33 via the needle roller bearing 37.

Wherein each carrier flange 34a, 34b outer peripheral surface and the inner gear R _L of the, between the R _R, the rolling bearing 38a, are disposed 38b. By being supported by the rolling bearings 38a and 38b, the input side external gear 13a connected to the internal gears R _L and R _R can rotate with high accuracy.

The first coupling member 31 and the second coupling member 32 that couple the two planetary gear mechanisms that constitute the gear device 30 of the vehicle drive device 1 define the partition wall 11 that partitions the central housing 9a of the speed reducer housing 9 to the left and right. It is built through.

The first coupling member 31 and the second coupling member 32 are arranged coaxially, and one coupling member (the second coupling member 32 in the embodiment of FIGS. 1 and 3) is a hollow shaft, and the other coupling member. (In the embodiment of FIGS. 1 and 3, the first coupling member 31) has a double structure including a shaft inserted through the hollow shaft.

In the embodiment shown in FIGS. 1 and 3, an end portion of the right side of the planetary gear mechanism 30R side of the second coupling member 32 consists of a hollow shaft, the hollow shaft of the carrier flange 34b on the inboard side of the planet carrier C _R The portion 36 is spline-fitted, but may be integrally formed.

Further, in the embodiment shown in FIGS. 1 and 3, an end portion of the left planetary gear mechanism 30L side of the first coupling member 31, to the hollow shaft portion 35 of the carrier flange 34a on the outboard side of the planet carrier C _L the splines are provided, they are connected by spline fitting to the first coupling member 31 the planet carrier C _L.

End of the planetary gear mechanism 30L side of the second coupling member 32 has, on its outer peripheral surface, the external gear is formed to mesh with the planetary gears P _L of the planetary gear mechanism 30L, the sun gear S of the outer gear planetary gear mechanism 30L _L is composed.

The first coupling member 31 inserted through the second coupling member 32 constituted by a hollow shaft has a large-diameter portion 43 at an end portion on the planetary gear mechanism 30R side. external gear meshing with the planetary gears P _R of the gear mechanism 30R is formed, the outer gear constitutes the sun gear S _R of the planetary gear mechanism 30R.

The coupling member (the first coupling member 31 in the embodiment of FIGS. 1 and 3) on the inner diameter side of the double-structure shaft that couples the two planetary gear mechanisms is the coupling member (the first coupling member 31 in the embodiment of FIGS. 1 and 3). 1 coupling member 31) and the planet carrier (C _{L in the} embodiment of FIGS. 1 and 3), the shaft end opposite to the spline fitting, and the other planet carrier (C _{R in the} embodiment of FIGS. 1 and 3) ) Is supported by a deep groove ball bearing 49.

The output gear shafts 14L and 14R are coaxially disposed inside the hollow rotor shafts 12L and 12R, as shown in FIGS. A needle roller bearing 48 is provided between the inner peripheral surface of the inboard side ends of the rotor shafts 12L and 12R and the outer peripheral surface of the output gear shafts 14L and 14R at an axial position that also serves as the inner peripheral surface of the input gear 12a. Thus, the input gear 12a supports the radial load received by meshing with the input side external gear 13a. The needle roller bearing 48 prevents the inboard side ends of the rotor shafts 12L and 12R from becoming cantilever beams, prevents deflection due to radial load, and allows the input gear 12a to rotate with high accuracy. A shaft 650 to which an outer ring 651 of a constant velocity joint 65a is attached is spline-fitted to the inner peripheral surface of the end portion on the outboard side of the output gear shafts 14L, 14R.

The constant velocity joint 65a coupled to the output gear shafts 14L and 14R is connected to the drive wheels 61L and 61R via the intermediate shaft 65c and the constant velocity joint 65b (FIG. 4).

As shown in FIG. 1, an oil seal 39 is provided between the end of the output gear shafts 14L and 14R on the outboard side and the opening 40 formed in the side housings 9bL and 9bR. This prevents leakage of used lubricant and intrusion of muddy water from the outside.

The gears constituting the reduction gears 3L and 3R in the reduction gear housing 9 are all external gears, and the gears and bearings in the reduction gear housing 9 are lubricated in the lower part of the internal space of the reduction gear housing 9. This is done by the oil being swirled by the gears.

On the other hand, if the lubricating oil that has entered the motor housings 4L and 4R is not sufficiently discharged, the oil level inside the motor housings 4L and 4R increases, and the oil stirring loss by the rotor 5 increases. For this reason, the following structure is adopted in order to properly discharge the lubricating oil inside the motor housings 4L and 4R to the reduction gear housing 20 side.

The interior of the motor housing 4L, 4R is divided into two spaces 4c, 4d in the axial direction by the stator 6 and the rotor 5, as shown in FIG.

An oil passage communicating the two spaces 4c and 4d is provided in the vicinity of the lowermost part (bottom dead center) of the stator 6. For example, axial grooves (not shown) are provided on the outer periphery of the stator 6 or the inner peripheral portions of the motor housings 4L and 4R as oil passages that communicate the spaces 4c and 4d.

Further, a through oil passage 90 is provided in the side housings 9bL and 9bR that partition the motor housings 4L and 4R from the reduction gear housing 9. As shown in FIG. 2, the through oil passage 90 is provided at a lower position in the lowermost part of the reduction gear housing 9.

An axial groove is provided as an oil passage that communicates the spaces 4c and 4d, and the through oil passage 90 is provided at a position lower than the lowest part (bottom dead center) of the rotor 5, so that it is provided at the end in the wheel side direction. Lubricating oil supplied to the bearings 10b, 17b and the oil seal 39 through the inside of the output gear shafts 14L, 14R moves from the space 4c of the motor housings 4L, 4R to the space 4d and is not lifted up by the rotor 5. Returned into the reducer housing 9.

The gear configuration of the two-motor type vehicle drive device 1 of the embodiment shown in FIG. 1 is as shown in the skeleton diagram shown in FIG.

As shown in FIG. 4, the left and right electric motors 2 </ b> L and 2 </ b> R are operated by electric power supplied from a battery 63 mounted on the vehicle via an inverter 64. The electric motors 2L and 2R are individually controlled by an electronic control device (not shown), and can generate and output different torques.

The torques of the rotor shafts 12L, 12R of the electric motors 2L, 2R are the large-diameter input-side external gears of the input gear 12a of the rotor shafts 12L, 12R and the intermediate gear shafts 13L, 13R that serve as the input gear shafts of the speed reducers 3L, 3R. 13a is increased by the gear ratio and transmitted to the internal gears R _L and R _R of the gear unit 30.

Then, the output side small diameter gear 13b of the intermediate gear shafts 13L and 13R is engaged with the large diameter output gear 14a of the output gear shafts 14L and 14R via the gear device 30, and the teeth of the output side small diameter gear 13b and the output gear 14a are engaged. The torque of the rotor shafts 12L and 12R of the electric motors 2L and 2R is further increased by a number ratio and output to the drive wheels 61L and 61R.

As described above, the gear device 30 includes the first planetary gear mechanism 30L having the sun gear S _L , the planet carrier C _L , the planetary gear P _L, and the internal gear _RL , the sun gear S _R , and the planet carrier C _R. a second planetary gear mechanism 30R having a planetary gear P _R and the internal gear R _R is configured by combining coaxially.

Then, the planet carrier C _L of the first planetary gear mechanism 30L is binding and the sun gear S _R of the second planetary gear mechanism 30R to form a first coupling member 31, the sun gear S _L of the first planetary gear mechanism 30L When the planet carrier C _R of the second planetary gear mechanism 30R form a second coupling member 32 are coupled.

The torque TM1 generated by the electric motor 2L is transmitted to the intermediate gear shaft 13L by meshing the input gear 12a of the rotor shaft 12L serving as the input gear shaft and the input side external gear 13a, and the torque transmitted to the intermediate gear shaft 13L is transmitted. The first planetary gear mechanism 30L is transmitted to the output-side small-diameter gear 13b of the intermediate gear shaft 13L, and the output-side small-diameter gear 13b of the intermediate gear shaft 13L and the output gear 14a of the output gear shaft 14L are engaged with each other. The drive torque TL is output from 14L to the drive wheel 61L.

The torque TM2 generated by the electric motor 2R is transmitted to the intermediate gear shaft 13R by meshing the input gear 12a of the rotor shaft 12R serving as the input gear shaft with the input side external gear 13a, and the torque transmitted to the intermediate gear shaft 13R is transmitted. The intermediate gear shaft 13R is transmitted to the output-side small gear 13b via the second planetary gear mechanism 30R, and the output-side small-diameter gear 13b of the intermediate gear shaft 13R and the output gear 14a of the output gear shaft 14R mesh with each other to produce an output gear shaft. Drive torque TR is output from 14R to drive wheel 61R.

Motor torques from the electric motors 2L and 2R are given to the internal gears R _L and R _R of the two planetary gear mechanisms, and outputs from the first coupling member 31 and the second coupling member 32 are drive wheels 61L and 61R. Given to.

The 2nd coupling member 32 is comprised by the hollow shaft, the 1st coupling member 31 is penetrated in the inside, and the axis | shaft which comprises the 1st coupling member 31 and the 2nd coupling member 32 has a double structure. .

The first coupling member 31 has one end a rotation shaft of the (right end in the drawing) is the sun gear S _R, the other end (left end in the drawing) are provided through the sun gear S _L, connected to the planet carrier C _L Has been. The second coupling member 32 is a hollow shaft, one end (left end in the drawing) has a rotation shaft of the sun gear S _L, the other end (right end in the drawing) is connected to the planet carrier C _R. Two planetary gear mechanisms are coupled by the first coupling member 31 and the second coupling member 32.

By the way, the gear device 30 is configured by combining two identical single pinion planetary gear mechanisms 30L and 30R, and therefore can be represented by two velocity diagrams as shown in FIG. Here, for easy understanding, the two speed diagrams are shifted up and down, the speed diagram of the left planetary gear mechanism 30L is shown on the upper side, and the speed diagram of the right planetary gear mechanism 30R is shown on the lower side. Originally, the torques TM1 and TM2 output from the electric motors 2L and 2R are transferred to the internal gears R _L and R _R via the input side external gears 13a meshing with the input gears 12a of the input gear shafts 12L and 12R. Since it is input, a reduction ratio is applied, and the drive torques TL and TR extracted from the gear device 30 are transmitted to the left and right drive wheels 61L and 61R via the output gear 14a meshing with the output-side small-diameter gear 13b. In order to facilitate understanding, the speed ratio shown in FIG. 7 and the explanation of each calculation formula will be omitted, and the torque input to the internal gears R _L and R _R will be omitted. The driving torque remains TL and TR with TM1 and TM2.

Since the two planetary gear mechanisms 30L and 30R constituting the gear device 30 use gear elements having the same number of teeth, the distance between the internal gear R _L and the planet carrier C _L and the internal gear in the speed diagram. The distance between R _R and the planet carrier C _R is equal, and this is a. Further, the distance between the sun gear S _L and the planet carrier C _L and the distance between the sun gear S _R and the planet carrier C _R are also equal, which is b. The ratio of the length from the planet carrier C _L , C _R to the internal gear R _L , R _R and the length from the planet carrier C _L , C _R to the sun gear S _L , S _R is the ratio of the internal gear R _L , R _R It is equal to the ratio of the reciprocal number (1 / Zr) of the number of teeth Zr and the reciprocal number (1 / Zs) of the number of teeth Zs of the sun gears S _L and S _R. Therefore, a = (1 / Zr) and b = (1 / Zs).

The following equation (1) is calculated from the balance of moment M with reference to the point of R _R. In FIG. 7, the arrow direction is the positive direction of the moment M.
a · TR + (a + b) · TL− (b + 2a) · TM1 = 0 (1)

The following equation (2) is calculated from the balance of moment M with reference to point R _L.
-A.TL- (a + b) .TR + (b + 2a) .TM2 = 0 (2)

The following formula (3) is obtained from the formula (1) + formula (2).
-B. (TR-TL) + (2a + b). (TM2-TM1) = 0
(TR-TL) = ((2a + b) / b). (TM2-TM1) (3)

(2a + b) / b in the expression (3) is the torque difference amplification factor α. When a = 1 / Zr and b = 1 / Zs are substituted, α = (Zr + 2Zs) / Zr, and the following torque difference amplification factor α is obtained.

Α = (Zr + 2Zs) / Zr

In the first embodiment of the present invention, the electric motor 2L, input from 2R is R _L, R _R, and the drive wheels 61L, output to 61R are sun gear S _R and the planet carrier C _L, the planet carrier C _R and sun gear S _L.

When different torques TM1 and TM2 are generated by the two electric motors 2L and 2R to give an input torque difference ΔTIN (= (TM2−TM1)), the gear device 30 amplifies the input torque difference ΔTIN, and the input torque difference A driving torque difference α · ΔTIN larger than ΔTIN can be obtained. That is, even if the input torque difference ΔTIN is small, the input torque difference ΔTIN can be amplified by the above-described torque difference amplification factor α (= (Zr + 2Zs) / Zr) in the gear device 30, and the left drive wheel 61L and the right drive wheel A driving torque difference ΔTOUT (= α · (TM2−TM1)) larger than the input torque difference ΔTIN can be given to the driving torques TL and TR transmitted to 61R.

In the first embodiment of the present invention, the connection between the two planetary gear mechanisms constituting the gear device 30 that is the torque difference amplifying mechanism is the sun gear S _L and the planet carrier C _R , and the sun gear S _R and the planet carrier C _L. Therefore, a connecting member having a larger diameter than the internal gears R _L and R _R is not required. Therefore, the vehicle drive device 1 for an electric vehicle incorporating the torque difference amplification mechanism can be reduced in size and weight.

In the first embodiment of the present invention, since the output gear shafts 14L and 14R are coaxially arranged inside the hollow rotor shafts 12L and 12R, they are perpendicular to the gear shafts of the speed reducers 3L and 3R. By reducing the size in the appropriate direction, the vehicle drive device can be downsized and the cabin space can be increased.

Next, a second embodiment of the present invention will be described with reference to FIGS. FIG. 8 is a skeleton diagram showing the gear configuration of the vehicle drive apparatus 1 according to the second embodiment of the present invention, and FIG. 9 is a torque difference amplification by the gear apparatus incorporated in the vehicle drive apparatus 1 according to the second embodiment of the present invention. It is a velocity diagram for demonstrating a rate.

As shown in FIG. 8, the vehicle drive device 1 includes an electric motor 2L and an electric motor 2R mounted on the vehicle, a left drive wheel and a right drive wheel (not shown), and a gear device 30 provided therebetween. Reducers 3L and 3R are provided.

The electric motor 2L and the electric motor 2R operate with electric power from a battery (not shown) mounted on the vehicle, are individually controlled by an electronic control device (not shown), and can generate and output different torques. . The driving force of the vehicle drive device 1 is transmitted to the left and right drive wheels (not shown) via a drive shaft (not shown) including the constant velocity joint 65a.

The torque of the electric motors 2L, 2R is the gear ratio between the input gear 12a of the rotor shafts 12L, 12R serving as the input gear shafts of the speed reducers 3L, 3R and the large-diameter input side external gear 13a of the intermediate gear shafts 13L, 13R. And transmitted to the sun gears S _L and S _R of the gear unit 30.

Then, the output side small gear 13b of the intermediate gear shafts 13L and 13R meshes with the large diameter output gear 14a of the output gear shafts 14L and 14R via the gear device 30, and the number of teeth of the output side small gear 13b and the output gear 14a. The torque of the electric motors 2L and 2R is further increased by the ratio and output to the drive wheels.

The rotor shafts 12L and 12R have a hollow structure penetrating in the axial direction, and an input gear 12a is provided at the inboard side ends of the rotor shafts 12L and 12R. Output gear shafts 14L and 14R are coaxially arranged inside the hollow rotor shafts 12L and 12R.

The gear device 30 is configured by combining two planetary gear mechanisms 30L and 30R having the same three-element and two-degree-of-freedom with coaxial intermediate gear shafts 13L and 13R. The planetary gear mechanisms 30L and 30R are of a single pinion type. A planetary gear mechanism is used.

Then, the planet carrier C _L of the first planetary gear mechanism 30L and the internal gear R _R of the second planetary gear mechanism 30R is coupled by a first coupling member 31, and the internal gear R _L of the first planetary gear mechanism 30L second a planet carrier C _R of the planetary gear mechanism 30R is coupled by the second coupling member 32.

Is input to the sun gear S _L of the first planetary gear mechanism 30L is increased by the gear ratio of the torque TM1 generated by the electric motor 2L is an input-side external gear 13a of the large diameter input gear 12a and the intermediate gear shaft 13L the input to the sun gear S _R of the second planetary gear mechanism 30R is increased by the gear ratio between the input side external gear 13a of a large diameter torque TM2 that is generated by the electric motor 2R is the input gear 12a and the intermediate gear shaft 13R Is done.

Further, the first coupling member 31 and the second coupling member 32 are provided with an output-side small-diameter gear 13b, and the output-side small-diameter gear 13b meshes with the large-diameter output gear 14a of the output gear shafts 14L, 14R, so that a constant velocity joint is obtained. It is connected to the left and right drive wheels via a drive shaft including 65a, and the output is taken out.

In the second embodiment, the input from the electric motors 2L and 2R is the sun gears S _L and S _R , and the output to the drive wheels is the planet carrier C _L and the internal gear R _R and the planet carrier C _R and the internal It becomes gear _RL .

Here, the driving torque transmitted by the gear device 30 of the second embodiment will be described with reference to the velocity diagram shown in FIG.

Since the gear device 30 shown in FIG. 8 is configured by combining two identical single pinion planetary gear mechanisms 30L and 30R, the gear device 30 can be represented by two velocity diagrams as shown in FIG. Here, for ease of understanding, the two speed diagrams are shifted up and down, the speed diagram of the first planetary gear mechanism 30L is shown on the upper side, and the speed diagram of the second planetary gear mechanism 30R is shown on the lower side. Is shown. Similarly to the description in the first embodiment, in the following explanation of the velocity diagram and each calculation formula, the reduction ratios in the reduction gears 3L and 3R are omitted, and the sun gears S _L and S _R are omitted. The torque input to is kept TM1 and TM2.

In the gear device 30 shown in FIG. 8, the planet carrier C _L and the internal gear R _R, as shown by broken line in the drawing of FIG. 9, it is coupled by a first coupling member 31, planet carrier C _R and the internal gear R _L is These are coupled by the second coupling member 32 as indicated by a broken line in the figure.

The torques TM1 and TM2 output from the electric motor 2L and the electric motor 2R are input to the sun gears S _L and S _R , respectively. On the other hand, driving torques TL and TR transmitted from the first coupling member 31 and the second coupling member 32 located in the middle on the velocity diagram to the left and right driving wheels are output.

Also with the gear device 30 configured as described above, the left drive is achieved by giving a torque difference (input torque difference) ΔTIN (= TM2−TM1) to the motor torques TM1 and TM2 generated by the electric motor 2L and the electric motor 2R. A drive torque difference ΔTOUT (= TR−TL) can be generated between the drive torque TL transmitted to the wheel and the drive torque TR transmitted to the right drive wheel.

The torque difference amplification factor α of the gear device 30 according to the second embodiment will be described. Also in the second embodiment, the two single pinion type planetary gear mechanisms 30L and 30R use gear elements having the same number of teeth, and therefore in the velocity diagram, the internal gear _RL and the planet carrier C The distance from _L and the distance between the internal gear R _R and the planet carrier C _R are equal, and this is a.
Further, the distance between the sun gear S _L and the planet carrier C _L and the distance between the sun gear S _R and the planet carrier C _R are also equal, which is b. The ratio of the length from the planet carrier C _L , C _R to the internal gear R _L , R _R and the length from the planet carrier C _L , C _R to the sun gear S _L , S _R is the ratio of the internal gear R _L , R _R It is equal to the ratio of the reciprocal number (1 / Zr) of the number of teeth Zr and the reciprocal number (1 / Zs) of the number of teeth Zs of the sun gears S _L and S _R. Therefore, a = (1 / Zr) and b = (1 / Zs).

In the velocity diagram of FIG. 9, the torque difference amplification factor α can be obtained considering the balance of torque. In FIG. 9, the arrow direction indicates the positive direction of the moment M.

The following equation (4) is calculated from the balance of the moment M with respect to the point of S _R.
b.TR + (a + b) .TL- (a + 2b) .TM1 = 0 (4)

Following formula (5) is calculated from the balance of moment M relative to the points S _L.
-B.TL- (a + b) .TR + (a + 2b) .TM2 = 0 (5)

The following equation (6) is calculated from the equation (4) + the equation (5).
a · (TR−TL) − (a + 2b) · (TM2−TM1) = 0
(TR-TL) = ((a + 2b) / a). (TM2-TM1) (6)

(A + 2b) / a in the equation (6) is the torque difference amplification factor α.

When a = 1 / Zr and b = 1 / Zs are substituted, α = (2Zr + Zs) / Zs.

In this second embodiment, the electric motor 2L, input from 2R is the sun gear S _L, S _R, the output to the driving wheels planet carrier C _L and the internal gear R _R, a planet carrier C _R and the internal gear R _L , and the torque difference amplification factor α is (2Zr + Zs) / Zs.

As described above, when different torques TM1 and TM2 are generated by the two electric motors 2L and 2R to give the input torque difference ΔTIN, the input torque difference ΔTIN is amplified in the gear device 30, and the driving is greater than the input torque difference ΔTIN. A torque difference ΔTOUT (= α · (TM2−TM1)) can be obtained.

Next, a third embodiment of the present invention will be described with reference to FIGS. FIG. 10 is a skeleton diagram showing a gear configuration of a vehicle drive apparatus 1 according to a third embodiment of the present invention. FIG. 11 is a torque difference amplification by a gear apparatus incorporated in the vehicle drive apparatus 1 according to the third embodiment of the present invention. It is a velocity diagram for demonstrating a rate.

As shown in FIG. 10, the vehicle drive device 1 includes an electric motor 2L and an electric motor 2R mounted on the vehicle, a left drive wheel and a right drive wheel (not shown), and a gear device 30 provided therebetween. Reducers 3L and 3R are provided.

The electric motor 2L and the electric motor 2R operate with electric power from a battery (not shown) mounted on the vehicle, are individually controlled by an electronic control device (not shown), and can generate and output different torques. . The driving force of the vehicle drive device 1 is transmitted to the left and right drive wheels (not shown) via a drive shaft (not shown) including the constant velocity joint 65a.

The torque of the electric motors 2L, 2R is the gear ratio between the input gear 12a of the rotor shafts 12L, 12R serving as the input gear shafts of the speed reducers 3L, 3R and the large-diameter input side external gear 13a of the intermediate gear shafts 13L, 13R. And transmitted to the sun gears S _L and S _R of the gear unit 30.

Then, the output side small gear 13b of the intermediate gear shafts 13L and 13R meshes with the large diameter output gear 14a of the output gear shafts 14L and 14R via the gear device 30, and the number of teeth of the output side small gear 13b and the output gear 14a. The torque of the electric motors 2L and 2R is further increased by the ratio and output to the drive wheels.

The rotor shafts 12L and 12R have a hollow structure penetrating in the axial direction, and an input gear 12a is provided at the ends of the rotor shafts 12L and 12R. Output gear shafts 14L and 14R are coaxially arranged inside the hollow rotor shafts 12L and 12R.

The gear device 30 is configured by combining two planetary gear mechanisms 30L and 30R having the same three-element two-degree-of-freedom with coaxial intermediate gear shafts 13L and 13R. The planetary gear mechanisms 30L and 30R are of a double pinion type. A planetary gear mechanism is used.

Then, the planet carrier C _L of the first planetary gear mechanism 30L and the internal gear R _R of the second planetary gear mechanism 30R is coupled by a first coupling member 31, and the internal gear R _L of the first planetary gear mechanism 30L second a planet carrier C _R of the planetary gear mechanism 30R is coupled by the second coupling member 32.

Is input to the sun gear S _L of the first planetary gear mechanism 30L is increased by the gear ratio of the torque TM1 generated by the electric motor 2L is an input-side external gear 13a of the large diameter input gear 12a and the intermediate gear shaft 13L the input to the sun gear S _R of the second planetary gear mechanism 30R is increased by the gear ratio between the input side external gear 13a of a large diameter torque TM2 that is generated by the electric motor 2R is the input gear 12a and the intermediate gear shaft 13R Is done.

Further, the first coupling member 31 and the second coupling member 32 are provided with an output side small gear 13b, which meshes with the large diameter output gear 14a of the output gear shafts 14L and 14R that mesh with the output side small gear 13b, and a constant velocity joint. It is connected to the left and right drive wheels via a drive shaft including 65a, and the output is taken out.

In the third embodiment, the input from the electric motors 2L and 2R is the sun gears S _L and S _R , and the output to the drive wheels is the planet carrier C _L and the internal gear R _R , the planet carrier C _R and the internal It becomes gear _RL .

Here, the driving torque transmitted by the gear device 30 of the third embodiment will be described with reference to the velocity diagram shown in FIG.

Since the gear device 30 shown in FIG. 10 is configured by combining two planetary gear mechanisms 30L and 30R of the same double pinion, it can be represented by two velocity diagrams as shown in FIG. Here, for ease of understanding, the two speed diagrams are shifted up and down, the speed diagram of the first planetary gear mechanism 30L is shown on the upper side, and the speed diagram of the second planetary gear mechanism 30R is shown on the lower side. Is shown. Further, similarly to the description in the first and second embodiments, in the following explanation of the velocity diagram and each calculation formula, the reduction ratio in each of the reduction gears 3L, 3R is omitted, and each sun gear S _L , the torque input to the S _R to remain TM1 and TM2.

In the gear device 30 shown in FIG. 10, the planet carrier C _L and the internal gear R _R, as shown by broken line in the drawing of FIG. 11, are coupled by a first coupling member 31, planet carrier C _R and the internal gear R _L is These are coupled by the second coupling member 32 as indicated by a broken line in the figure.

The torques TM1 and TM2 output from the electric motor 2L and the electric motor 2R are input to the sun gears S _L and S _R , respectively. On the other hand, driving torques TL and TR transmitted from the first coupling member 31 and the second coupling member 32 located in the middle on the velocity diagram to the left and right driving wheels are output.

Also with the gear device 30 configured as described above, the left drive is achieved by giving a torque difference (input torque difference) ΔTIN (= TM2−TM1) to the motor torques TM1 and TM2 generated by the electric motor 2L and the electric motor 2R. A drive torque difference ΔTOUT (= TR−TL) can be generated between the drive torque TL transmitted to the wheel and the drive torque TR transmitted to the right drive wheel.

The torque difference amplification factor α of the gear device 30 according to the third embodiment will be described. In the third embodiment, since the two double pinion planetary gear mechanisms 30L and 30R use gear elements having the same number of teeth, in the velocity diagram, the internal gear R _L and the planet carrier C _L And the distance between the internal gear R _R and the planetary carrier C _R are equal to each other. Further, the distance between the sun gear S _L and the internal gear R _L and the distance between the sun gear S _R and the internal gear R _R are also equal, which is b. The ratio of the length from the planet carrier C _L , C _R to the internal gear R _L , R _R and the length from the planet carrier C _L , C _R to the sun gear S _L , S _R is the ratio of the internal gear R _L , R _R It is equal to the ratio of the reciprocal number (1 / Zr) of the number of teeth Zr and the reciprocal number (1 / Zs) of the number of teeth Zs of the sun gears S _L and S _R. Therefore, a = (1 / Zr) and a + b = (1 / Zs).

In the velocity diagram of FIG. 11, the torque difference amplification factor α can be obtained considering the balance of torque. In FIG. 11, the arrow direction indicates the positive direction of the moment M.

The following equation (7) is calculated from the balance of the moment M with respect to the point of S _R.
b.TL + (a + b) .TR- (a + 2b) .TM1 = 0 (7)

The following equation (8) is calculated from the balance of the moment M with reference to the point of S _L.
-B.TR- (a + b) .TL + (a + 2b) .TM2 = 0 (8)

The following equation (9) is calculated from the equation (7) + the equation (8).
a. (TR-TL)-(a + 2b). (TM1-TM2) = 0
(TR-TL) = ((a + 2b) / a). (TM1-TM2) (9)

(A + 2b) / a in the equation (9) is the torque difference amplification factor α.

When a = 1 / Zr and a + b = 1 / Zs are substituted, α = (2Zr−Zs) / Zs.

In the third embodiment, the electric motor 2L, input from 2R is the sun gear S _L, S _R, the output to the driving wheels planet carrier C _L and the internal gear R _R, a planet carrier C _R and the internal gear R _L , and the torque difference amplification factor α is (2Zr−Zs) / Zs.

As described above, when different torques TM1 and TM2 are generated by the two electric motors 2L and 2R to give the input torque difference ΔTIN, the input torque difference ΔTIN is amplified in the gear device 30, and the driving is greater than the input torque difference ΔTIN. A torque difference ΔTOUT (= α · (TM1−TM2)) can be obtained.

FIG. 12 is a skeleton diagram showing a gear configuration of a vehicle drive device according to the fourth embodiment of the present invention, and FIG. 13 is a torque difference by the gear device incorporated in the vehicle drive device according to the fourth embodiment of the present invention. It is a velocity diagram for demonstrating the amplification factor.

The electric motor 2L and the electric motor 2R operate with electric power from a battery (not shown) mounted on the vehicle, are individually controlled by an electronic control device (not shown), and can generate and output different torques. . The driving force of the vehicle drive device 1 is transmitted to the left and right drive wheels (not shown) via a drive shaft (not shown) including the constant velocity joint 65a.

The torque of the electric motors 2L, 2R is the gear ratio between the input gear 12a of the rotor shafts 12L, 12R serving as the input gear shafts of the speed reducers 3L, 3R and the large-diameter input side external gear 13a of the intermediate gear shafts 13L, 13R. And transmitted to the planetary carrier C _L and the sun gear S _R and the planetary carrier C _R and the sun gear S _L of the gear unit 30.

Then, the output side small gear 13b of the intermediate gear shafts 13L and 13R meshes with the large diameter output gear 14a of the output gear shafts 14L and 14R via the gear device 30, and the number of teeth of the output side small gear 13b and the output gear 14a. The torque of the electric motors 2L and 2R is further increased by the ratio and output to the drive wheels.

The rotor shafts 12L and 12R have a hollow structure penetrating in the axial direction, and an input gear 12a is provided at the inboard side ends of the rotor shafts 12L and 12R. Output gear shafts 14L and 14R are coaxially arranged inside the hollow rotor shafts 12L and 12R.

The gear device 30 is configured by combining two identical planetary gear mechanisms 30L, 30R having three elements and two degrees of freedom on the same axis.

The planetary gear mechanisms 30L and 30R employ a double pinion planetary gear mechanism having two planetary gears. The planetary gear mechanism is coaxially provided between the sun gears S _L and S _R and the internal gears R _L and R _R provided on the same axis, and between the sun gears S _L and S _R and the internal gears R _L and R _R. The planetary carriers C _L and C _R provided above and a plurality of planetary gears P _L and P _R that are rotatably supported by the planet carriers C _L and C _R and mesh with each other. Here, the sun gears S _L and S _R and the planetary gears P _L and P _R are external gears having gear teeth on the outer periphery, and the internal gears R _L and R _R are internal gears having gear teeth on the inner periphery.

In the two planetary gears P _L and P _{R, one} of the two gears meshes with the sun gears S _L and S _R, and the other of the two gears meshes with the internal gears R _L and R _R. In the double pinion planetary gear mechanism as shown in FIG. 12, when the planetary carriers C _L and C _R are fixed and the sun gears S _L and S _R are rotated, the sun gears S _L and S _R and the internal gear R _L , Since R _R rotates in the same direction, the internal gears R _L , R _R and the sun gears S _L , S _R are on the same side with respect to the planet carriers C _L , C _{R in the} velocity diagram shown in FIG. Be placed. In other words, the planet carrier C _L, C _R is the internal gear R _L, sun gear across the R _R S _L, located on the opposite side of the S _R, the internal gear R _L, when fixing the R _R is the sun The gears S _L and S _R and the planet carriers C _L and C _R rotate in the opposite directions.

In the velocity diagram shown in FIG. 13, the ratio of the length from the planet carriers C _L , C _R to the internal gears R _L , R _R and the length from the planet carriers C _L , C _R to the sun gears S _L , S _R. Is equal to the ratio of the reciprocal number (1 / Zr) of the number of teeth Zr of the internal gears R _L and R _R and the reciprocal number (1 / Zs) of the number of teeth Zs of the sun gears S _L and S _R.

As shown in FIG. 12, the gear device 30 includes a first planetary gear mechanism 30L having a sun gear S _L , a planet carrier C _L , a planet gear P _L and an internal gear R _L , as well as the sun gear S _R and the planet carrier. C _R, and a second planetary gear mechanism 30R having a planetary gear P _R and the internal gear R _R is configured by combining coaxially.

Then, the sun gear S _L of the first planetary gear mechanism 30L and planet carrier C _R of the second planetary gear mechanism 30R is coupled with the first coupling member 31, and the planet carrier C _L of the first planetary gear mechanism 30L second The sun gear SR of the planetary gear mechanism 30 </ b> _R is coupled by the second coupling member 32.

As shown in FIG. 12, the torque TM1 generated by the electric motor 2R is input to the first coupling member 31 via the reduction gear train, and the torque generated by the electric motor 2L is input to the second coupling member 32. TM2 is input via the reduction gear train. Further, the internal gear R _L of the first planetary gear mechanism 30L is connected to the left driving wheel via the output gear shaft 14L, the internal gear R _R of the second planetary gear mechanism 30R right driving wheels through the output gear shaft 14R Connected to.

Here, the driving torque transmitted by the gear device 30 will be described with reference to a velocity diagram shown in FIG. Since the gear device 30 is configured by combining two identical planetary gear mechanisms 30L and 30R, it can be represented by two velocity diagrams as shown in FIG. Here, for easy understanding, the two speed diagrams are shifted up and down, the speed diagram of the first planetary gear mechanism 30L is shown on the upper side, and the speed diagram of the second planetary gear mechanism 30R is shown on the lower side.

The speed diagram of the first planetary gear mechanism 30L and the speed diagram of the second planetary gear mechanism 30R indicate that the sun gears S _L and S _R and the planet carriers C _L and C _R are internal gears R _L and R _R. It is arranged on the left and right sides. That is, in FIG. 13, the planet carrier C _R of the second planetary gear mechanism 30R is arranged on the sun gear S _L of the first planetary gear mechanism 30L, first under the planet carrier C _L of the first planetary gear mechanism 30L the sun gear S _R of second planetary gear mechanism 30R is arranged.

In the gear device 30, elements located at both ends of the two velocity diagrams shown in FIG. 13 are joined to each other as shown by a broken line in the drawing to form a first coupling member 31 and a second coupling member 32. The Then, the torque TM1 output from the electric motor 2R is applied to the first coupling member 31 via the reduction gear train. This is connected sun gear S _L to the first coupling member 31, part of the torque TM1 output from the electric motor 2R is to be given via the reduction gear train. The remainder of the torque TM1 output from the electric motor 2R is provided to the planet carrier C _R through the reduction gear train.

The torque TM2 output from the electric motor 2L is input to the second coupling member 32 via the reduction gear train. This second coupling member 32 connected to the sun gear S _R, a portion of the torque TM2 that is output from the electric motor 2L is to be given via the reduction gear train. The remainder of the torque TM2 that is output from the electric motor 2L is applied to the planet carrier C _L via a reduction gear train. Here, originally, the torques TM1 and TM2 output from the electric motors 2R and 2L are input to the coupling members 31 and 32 via the reduction gear trains, so that a reduction ratio is applied. For this reason, in the description of the velocity diagram and each calculation formula, the reduction ratio is omitted, and the torque input to each coupling member 31 and 32 remains TM1 and TM2.

Drive torques TL and TR transmitted from the internal gears R _L and R _R located in the middle of the speed diagram to the left and right drive wheels are output.

By providing a torque difference (input torque difference) ΔTIN (= TM2−TM1) to the motor torques TM1 and TM2 generated by the electric motor 2R and the electric motor 2L by the gear device 30 configured as described above, the left driving wheel A drive torque difference ΔTOUT (= TL−TR) can be generated between the drive torque TL transmitted to the right drive wheel and the drive torque TR transmitted to the right drive wheel. That is, according to this gear device 30, the relationship of the following formula (10) is obtained. The coefficient α is a torque difference amplification factor.

(TL-TR) = α × (TM2-TM1) (10)

The torque difference amplification factor α of the gear device 30 according to the fourth embodiment will be described. Here, two double-pinion planetary gear mechanism 30L, 30R is due to the use of gear elements of the same number of teeth, in the velocity diagram, the distance between the internal gear R _L and a planet carrier C _L and the internal gear The distance between R _R and the planet carrier C _R is equal, and this is a. Further, the distance between the sun gear S _L and the internal gear R _L and the distance between the sun gear S _R and the internal gear R _R are also equal, which is b.

The torques TM1 and TM2 of the electric motor 2R and the electric motor 2L are input to the first and second coupling members 31 and 32 at both left and right ends, respectively, and the drive torques TL and TR are extracted from the internal gears R _L and R _R.

From the relationship between torque input and output, the following equation (11) is obtained.
TR + TL = TM1 + TM2 (11)

Further, expression of the left end (C _L, S _R portion) moment relative to the in the figure become the following equation (12). In the figure, the arrow direction indicates the positive direction of the moment M.

0 = aTL + bTR- (a + b) TM1 (12)

Summarizing TL and TR from these equations (11) and (12), the following equations (13) and (14) are obtained.

TL = ((a / (ba)) + 1) .TM2- (a / (ba)). TM1 (13)
TR = ((a / (ba)) + 1) .TM1- (a / (ba)). TM2 (14)

From these equations (13) and (14), the drive torque difference (TL-TR) becomes the following equation (15).

(TL-TR) = ((a + b) / (ba)). (TM2-TM1) (15)

In the case of the double pinion planetary gear mechanism, the length a is the reciprocal (1 / Zr) of the number of teeth Zr of the internal gear R, and the length a + b is the reciprocal (1 / Zs) of the number of teeth Zs of the sun gear S. Is rewritten as equation (16).

(TL-TR) = (Zr / (Zr-2Zs)). (TM2-TM1) (16)

From the above formulas (10) and (16), the torque difference amplification factor α is Zr / (Zr−2Zs).

As described above, in the fourth embodiment, the inputs from the electric motors 2L and 2R are the sun gear S _R and the planet carrier C _L , the sun gear S _L and the planet carrier C _R , and the output to the drive wheels is The internal gears R _L and R _R are obtained.

When different torques TM1 and TM2 are generated by the two electric motors 2R and 2L to give an input torque difference ΔTIN (= TM2−TM1), the gear device 30 amplifies the input torque difference ΔTIN and is larger than the input torque difference ΔTIN. A drive torque difference α · ΔTIN can be obtained. That is, even if the input torque difference ΔTIN is small, the gear device 30 can amplify the input torque difference ΔTIN with a predetermined torque difference amplification factor α, and drive torque TL transmitted to the left drive wheel and the right drive wheel, A driving torque difference ΔTOUT (= α · (TM2−TM1) = TL−TR) larger than the input torque difference ΔTIN can be given to TR.

The present invention is not limited to the above-described embodiments, and can of course be implemented in various forms without departing from the gist of the present invention. The scope of the present invention is claimed. The equivalent meanings recited in the claims, and all modifications within the scope.

1: Vehicle drive device 2L, 2R: Electric motor 3L, 3R: Reduction gear 4L, 4R: Motor housing 4aL, 4aR: Motor housing body 4bL, 4bR: Outer wall 5: Rotor 6: Stator 9: Reduction gear housing 9a: Center Housing 9bL, 9bR: Side housing 11: Partition walls 12L, 12R: Rotor shaft 12a: Input gear 13L, 13R: Intermediate gear shaft 13a: Input side external gear 13b: Output side small gears 14L, 14R: Output gear shaft 14a: Output Gear 30: Gear device 30L: First planetary gear mechanism 30R: Second planetary gear mechanism 31: First coupling member 32: Second coupling members 65a, 65b: Constant velocity joint 65c: Intermediate shaft 90: Through oil passage C _L, C _R: planet carrier P _L, P _R: planetary gear R _{L, R:} internal gear S _L, S _R: the sun gear

Claims (14)

1. It is equipped with two electric motors mounted on the vehicle that can be controlled independently, and two reduction gears that reduce the motor rotation of each electric motor and transmit it to the drive wheels. In the vehicle drive device arranged on the board side,
   The speed reducer includes an input gear, an output gear shaft having an output gear, and an intermediate gear shaft that transmits a driving force between the input gear and the output gear by meshing of the gears. A parallel shaft gear reducer that is an external gear,
   The rotor shaft of the electric motor is a hollow structure penetrating in the axial direction, an input gear is provided at the speed reducer side end of the rotor shaft, and the rotor shafts of the two electric motors are arranged coaxially,
   The output gear shaft is provided with an output gear at the speed reducer side end, and is provided coaxially with the rotor shaft so that the motor side end of the output gear shaft is located inside the hollow rotor shaft. The gear shaft passes through the rotor shaft and is pulled out from the opening of the outer wall of the motor housing that houses the electric motor to the outside of the vehicle drive device, and is connected to the drive wheels.
   The reducer has an intermediate gear shaft that is parallel to the rotor shaft and the output gear shaft of the electric motor, and the left and right intermediate gear shafts are coaxially arranged, and each intermediate gear shaft is provided with a small gear and a large gear. The rotation of the electric motor is decelerated and transmitted to the output gear shaft by meshing between the input gear and the large gear provided on the intermediate gear shaft, and meshing between the small gear provided on the intermediate gear shaft and the output gear. A vehicle drive device characterized in that the vehicle drive device is provided.
2. The speed reducer is characterized in that a gear train composed of a small gear of an intermediate gear shaft and an output gear is arranged closer to the inside of the vehicle body than a gear train composed of a large gear of an input gear and an intermediate gear shaft. The vehicle drive device according to claim 1.
3. The vehicle drive device includes a gear device that distributes the driving force from two electric motors to left and right drive wheels, and the gear device includes a pair of left and right intermediate gear shafts arranged coaxially with the speed reducer. It consists of a planetary gear mechanism with three elements and two degrees of freedom that are combined on the same axis.
   The planetary gear mechanism includes an internal gear, a planet carrier provided coaxially with the internal gear, a sun gear provided coaxially with the internal gear, and a plurality of planetary gears as revolution gears. ,
   A first coupling member that couples one planet carrier and the other one element of the two planetary gear mechanisms; and a second coupling member that couples the same one element to the other planet carrier. ,
   An input element of the gear device is coaxially provided on an input side large gear of an intermediate gear shaft of the reduction gear, and an output side small gear of the intermediate gear shaft is connected to an output element of the gear device. The vehicle drive device according to claim 2.
4. The planetary gear mechanism is a single pinion planetary gear mechanism,
   A first coupling member that couples one planetary carrier and the other sun gear of the two planetary gear mechanisms, and a second coupling member that couples one sun gear and the other planetary carrier,
   The internal gear of the gear device is coaxially provided on the input side large gear of the intermediate gear shaft of the speed reducer, and the output side small gear of the intermediate gear shaft is connected to the planet carrier of the planetary gear mechanism. The vehicle drive device according to claim 3.
5. A large gear meshing with an input gear and an internal gear of the planetary gear mechanism are arranged at axial positions overlapping with each other in the radial direction on an intermediate gear shaft of the reduction gear that is coaxial with the gear device. The vehicle drive device according to claim 4.
6. The planetary carrier of the planetary gear mechanism has a carrier flange that supports the planetary gear via a carrier pin and extends on the inboard side and the outboard side of the vehicle,
   The vehicle drive device according to any one of claims 3 to 5, wherein the planetary carrier is rotatably supported by two rolling bearings with respect to a housing of the vehicle drive device.
7. The vehicle drive device according to any one of claims 3 to 6, wherein a small gear of an intermediate gear shaft that meshes with an output gear is provided coaxially on the inboard side of the planetary carrier.
8. The vehicle drive device according to any one of claims 3 to 7, wherein an internal gear of the planetary gear mechanism is rotatably supported by a rolling bearing with respect to the planet carrier.
9. The housing that accommodates the two speed reducers has a three-piece configuration including a central housing and left and right side housings, and a partition wall that partitions the left and right is provided at the center of the central housing, and the first coupling member and the The vehicle drive device according to any one of claims 3 to 8, wherein the second coupling member passes through the partition wall.
10. In the gear device, the first coupling member and the second coupling member are arranged coaxially, one coupling member is a hollow shaft, and the other coupling member is a double shaft that is inserted into the hollow shaft. Structure,
    The vehicle according to any one of claims 3 to 9, wherein the connection between the first coupling member and the second coupling member and the planet carrier to which the respective coupling members are coupled is a spline fitting. Drive device.
11. The shaft end opposite to the spline fitting portion with the planetary carrier is rotatably supported by a rolling bearing in the inner diameter side coupling member of the first and second coupling members. The vehicle drive device according to any one of 10.
12. The planetary gear mechanism is a single pinion planetary gear mechanism,
    A first coupling member that couples one planet carrier and the other internal gear of the two planetary gear mechanisms, and a second coupling member that couples one internal gear and the other planet carrier;
    The sun gear of the gear device is coaxially provided on the input side large gear of the intermediate gear shaft of the speed reducer, and the output side small gear of the intermediate gear shaft is connected to the planet carrier of the planetary gear mechanism. The vehicle drive device according to claim 3.
13. The planetary gear mechanism includes an internal gear, a planet carrier provided coaxially with the internal gear, a sun gear provided coaxially with the internal gear, and a plurality of double planetary gears as revolution gears. Have
    When the planet carrier is fixed, the internal gear rotates in the same direction as the sun gear,
    A first coupling member that couples one planet carrier and the other internal gear of the two planetary gear mechanisms, and a second coupling member that couples one internal gear and the other planet carrier;
    The sun gear of the gear device is coaxially provided on the input side large gear of the intermediate gear shaft of the reduction gear, and the output side small gear of the intermediate gear shaft is coaxially connected to the planet carrier of the planetary gear mechanism. 4. The vehicle drive device according to claim 3, wherein
14. The planetary gear mechanism includes an internal gear, a planet carrier provided coaxially with the internal gear, a sun gear provided coaxially with the internal gear, and a plurality of double planetary gears as revolution gears. Have
    When the planet carrier is fixed, the internal gear rotates in the same direction as the sun gear,
    A first coupling member that couples one planetary carrier and the other sun gear of the two planetary gear mechanisms, and a second coupling member that couples one sun gear and the other planetary carrier,
    The planetary carrier of the gear unit is coaxially provided on the input side large gear of the intermediate gear shaft of the speed reducer, and the output side small gear of the intermediate gear shaft is connected coaxially with the internal gear of the planetary gear mechanism. 4. The vehicle drive device according to claim 3, wherein

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