WO2020179203A1 - Dispositif d'entraînement de roues gauche-droite - Google Patents

Dispositif d'entraînement de roues gauche-droite Download PDF

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Publication number
WO2020179203A1
WO2020179203A1 PCT/JP2019/050665 JP2019050665W WO2020179203A1 WO 2020179203 A1 WO2020179203 A1 WO 2020179203A1 JP 2019050665 W JP2019050665 W JP 2019050665W WO 2020179203 A1 WO2020179203 A1 WO 2020179203A1
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WO
WIPO (PCT)
Prior art keywords
motor
oil
drive device
wheel drive
path
Prior art date
Application number
PCT/JP2019/050665
Other languages
English (en)
Japanese (ja)
Inventor
直紀 谷口
Original Assignee
三菱自動車工業株式会社
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Filing date
Publication date
Application filed by 三菱自動車工業株式会社 filed Critical 三菱自動車工業株式会社
Priority to JP2021503429A priority Critical patent/JP7238961B2/ja
Publication of WO2020179203A1 publication Critical patent/WO2020179203A1/fr

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    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K1/00—Arrangement or mounting of electrical propulsion units
    • B60K1/02—Arrangement or mounting of electrical propulsion units comprising more than one electric motor
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L15/00—Methods, circuits, or devices for controlling the traction-motor speed of electrically-propelled vehicles
    • B60L15/20—Methods, circuits, or devices for controlling the traction-motor speed of electrically-propelled vehicles for control of the vehicle or its driving motor to achieve a desired performance, e.g. speed, torque, programmed variation of speed
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L9/00—Electric propulsion with power supply external to the vehicle
    • B60L9/16—Electric propulsion with power supply external to the vehicle using ac induction motors
    • B60L9/18—Electric propulsion with power supply external to the vehicle using ac induction motors fed from dc supply lines
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H1/00—Toothed gearings for conveying rotary motion
    • F16H1/02—Toothed gearings for conveying rotary motion without gears having orbital motion
    • F16H1/20—Toothed gearings for conveying rotary motion without gears having orbital motion involving more than two intermeshing members
    • F16H1/22—Toothed gearings for conveying rotary motion without gears having orbital motion involving more than two intermeshing members with a plurality of driving or driven shafts; with arrangements for dividing torque between two or more intermediate shafts
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H48/00—Differential gearings
    • F16H48/06—Differential gearings with gears having orbital motion
    • F16H48/10—Differential gearings with gears having orbital motion with orbital spur gears
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H48/00—Differential gearings
    • F16H48/36—Differential gearings characterised by intentionally generating speed difference between outputs
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H57/00—General details of gearing
    • F16H57/04—Features relating to lubrication or cooling or heating
    • H—ELECTRICITY
    • H02—GENERATION; CONVERSION OR DISTRIBUTION OF ELECTRIC POWER
    • H02K—DYNAMO-ELECTRIC MACHINES
    • H02K7/00—Arrangements for handling mechanical energy structurally associated with dynamo-electric machines, e.g. structural association with mechanical driving motors or auxiliary dynamo-electric machines
    • H02K7/10—Structural association with clutches, brakes, gears, pulleys or mechanical starters
    • H02K7/116—Structural association with clutches, brakes, gears, pulleys or mechanical starters with gears
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/60—Other road transportation technologies with climate change mitigation effect
    • Y02T10/64—Electric machine technologies in electromobility
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/60—Other road transportation technologies with climate change mitigation effect
    • Y02T10/72—Electric energy management in electromobility

Definitions

  • the present invention relates to a left and right wheel drive device including two motors for driving the left and right wheels of a vehicle and a gear mechanism for amplifying the torque difference between these motors and transmitting the torque difference to each of the left and right wheels, particularly for cooling and lubrication. Concerning the structure of.
  • a vehicle equipped with an amplification mechanism that amplifies and transmits a difference (torque difference) between two driving torques when transmitting driving torques from two independent motors to the left and right driving wheels.
  • Providing an amplification mechanism has the advantage of giving a large torque difference to the left and right wheels, but has the disadvantage of increasing the size of the entire drive unit. For example, when two motors are arranged on the axle, it is difficult to avoid an increase in size in the vehicle width direction. For this reason, a vehicle drive device has been proposed in which the motor is not arranged on the axle and the difference in drive torque from the motor is transmitted to the amplification mechanism (see, for example, Patent Document 1).
  • the housing of the drive unit is filled with lubricating oil that lubricates the sliding surface between the shaft and the bearing and cools the rotor and the stator. If this lubricating oil is not properly supplied to a portion of the housing that requires lubrication and cooling, poor lubrication or cooling may occur, and the function as a drive device may not be exhibited normally.
  • the left and right wheel drive device of the present invention has been devised in view of such problems, and one of its purposes is to improve lubrication performance and cooling performance. Not limited to this purpose, it is also an action and effect derived by each configuration shown in the embodiment for carrying out the invention described later, and it is also for another purpose of this case to exert an action and effect that cannot be obtained by the conventional technique. is there.
  • the left and right wheel drive devices disclosed here are each of the left and right wheels by amplifying the torque difference between the first motor and the second motor that drive the left and right wheels of the vehicle and the first motor and the second motor.
  • the first motor and the second motor are arranged so as to be separated from each other and face each other, and the gear mechanism is arranged below the first motor and the second motor.
  • the left and right wheel drive devices are provided between the accommodating case accommodating the first motor, the second motor and the gear mechanism, and the first motor and the second motor and above the accommodating case.
  • the rotary shafts of the first motor and the second motor are coaxially arranged.
  • the left and right wheel drive device is a motor shaft located coaxially with each of the rotation shafts and between the rotation shafts, and between the first motor and the second motor and above the motor shaft. It is preferable that a recess be provided inwardly of the housing case in the space, and the injection port be provided in the recess.
  • the first path includes hole portions radially drilled at a plurality of locations on each of the hollow rotary shafts of the first motor and the second motor.
  • the second path includes a slit portion formed below the inlet by the housing case and one end of the motor shaft.
  • the left and right wheel drive devices are located on an output shaft in which the gear mechanism is arranged on one end side and one of the left and right wheels is arranged on the other end side, and the output shaft.
  • An output gear having a cylindrical portion slidably fitted on a part of the outer peripheral surface, at least one first through hole through which the cylindrical portion is radially penetrated, the outer peripheral surface of the output shaft, and the said.
  • the gear mechanism includes a gap extending in the axial direction between the inner peripheral surfaces of the cylindrical portion, and a third path for guiding the oil to the bearing included in the gear mechanism.
  • the output shaft is formed in a hollow cylindrical shape.
  • the third path includes at least one second through hole that radially extends through the output shaft.
  • the left and right wheel drive device includes a storage portion that is provided in a lower portion of the housing case and that stores the oil. In this case, the maximum oil level when the oil flow is stopped is set above the rotation center of the output shaft, and the first through holes are formed at a plurality of locations at equal intervals in the circumferential direction of the cylindrical portion. Is preferably provided.
  • the left and right wheel drive devices are provided at the lower part of the storage case and include a storage portion for storing the oil and a suction port formed in the storage portion for sucking the oil to the outside.
  • a storage portion for storing the oil
  • a suction port formed in the storage portion for sucking the oil to the outside.
  • the lowest oil level in the circulation of the oil is set higher than the suction port.
  • oil can be efficiently supplied to each of the left and right motors and gear mechanisms by providing two types of oil passages. As a result, the lubrication performance and cooling performance can be improved.
  • FIG. 2 is a sectional view taken along the line AA of FIG. It is a typical sectional view which expands and shows the injection port circumference of the left-right wheel drive device of FIG. It is a typical sectional view which expands and shows the storage part periphery of the left-right wheel drive device of FIG.
  • the left and right wheel drive device (hereinafter referred to as “drive device 10”) of this embodiment is shown in FIG.
  • the drive device 10 is a vehicle differential device having an AYC (active yaw control) function, and is interposed between the left and right wheels.
  • the AYC function is a function of adjusting the magnitude of the yaw moment by mainly controlling the sharing ratio of the driving force (driving torque) on the left and right driving wheels, and thereby stabilizing the attitude of the vehicle in the yaw direction.
  • the drive device 10 of the present embodiment has not only the AYC function, but also a function of transmitting a rotational force to the left and right wheels to drive the vehicle and a function of passively absorbing the rotational speed difference between the left and right wheels generated when the vehicle turns. Also has.
  • the drive device 10 includes a first motor 1 and a second motor 2 that drive the left and right wheels, a reduction gear train that transmits the rotational speeds of the first motor 1 and the second motor 2 while decelerating, a first motor 1 and a first motor 1.
  • the gear mechanism 3 that amplifies the torque difference between the two motors 2 and transmits the amplified torque difference to each of the left and right wheels.
  • the first motor 1 is arranged on the left side of the vehicle, and the second motor 2 is arranged on the right side.
  • These first motor 1 and second motor 2 are AC motors driven by the electric power of a battery (not shown), and preferably have substantially the same output characteristics.
  • the torque of the left and right drive wheels is variable, and the torque difference between the first motor 1 and the second motor 2 is amplified by the gear mechanism 3 and transmitted to each of the left and right wheels.
  • the first motor 1 is provided with a rotor 1B that rotates integrally with the rotating shaft 1A, and a stator 1C fixed to a motor housing 1D (housing case).
  • the second motor 2 is provided with a rotor 2B that rotates integrally with the rotating shaft 2A, and a stator 2C fixed to a motor housing 2D (housing case).
  • the first motor 1 and the second motor 2 are arranged so as to face each other while being spaced apart from each other, with the two rotary shafts 1A and 2A extending in the vehicle width direction.
  • the rotation shafts 1A and 2A are coaxially arranged so that the rotation centers C1 coincide with each other.
  • the gear mechanism 3 has a function of amplifying a torque difference at a predetermined amplification factor, and is composed of, for example, a differential mechanism or a planetary gear mechanism.
  • FIG. 2 shows an example of a gear mechanism 3 composed of a planetary gear mechanism.
  • the gear mechanism 3 is a double pinion planetary gear in which the sun gear 3S1 and the ring gear 3R are input elements, and the sun gear 3S2 and the carrier 3C are output elements.
  • the torque from the first motor 1 is input to the sun gear 3S1
  • the torque from the second motor 2 is input to the ring gear 3R.
  • the input element is provided so as to rotate integrally with the output gear 24 described later, and the output element is provided so as to rotate integrally with the output shaft 13 described later.
  • the gear mechanism 3 of this embodiment includes three bearings 34 to 36.
  • Each of the bearings 34 to 36 is a thrust bearing that receives the force acting in the axial direction of the element (gear) of the planetary gear mechanism.
  • the configuration of the gear mechanism 3 is not limited to this, and various configurations of planetary gear mechanisms and mechanisms other than the planetary gear mechanism can be adopted.
  • the drive device 10 of the present embodiment is provided with two sets of three shafts arranged in parallel, and these three shafts have a reduction gear train for decelerating in two stages.
  • the three shafts are referred to as a motor shaft 11, a counter shaft 12, and an output shaft 13 in this order from the upstream side of the power transmission path from the motors 1 and 2 to the left and right wheels.
  • Two of these shafts 11 to 13 are provided.
  • the two motor shafts 11, the two counter shafts 12, and the two output shafts 13, which are located on the left and right are configured in the same manner (symmetrically).
  • the reduction gear trains provided on these shafts 11 to 13 are also configured in the same manner (symmetrically) on the left and right.
  • the motor shaft 11 is formed in a hollow cylindrical shape having a rotation center C1 and is positioned coaxially with the respective rotation shafts 1A and 2A of the left and right motors 1 and 2. Although the motor shaft 11 of the present embodiment is provided integrally with the rotary shafts 1A and 2A, they may be provided separately and joined and connected. A motor gear 21 is interposed in the motor shaft 11. The motor shaft 11 is positioned between the first motor 1 and the second motor 2 and is rotatably supported by two bearings 31 (only one of which is shown in FIG. 4) separated from each other.
  • the counter shaft 12 is formed in a hollow cylindrical shape having a rotation center C2, and is arranged in parallel with the motor shaft 11.
  • the counter shaft 12 is provided with a first intermediate gear 22 that meshes with the motor gear 21 and a second intermediate gear 23 having a smaller diameter than the first intermediate gear 22.
  • the second intermediate gear 23 on the left side is arranged on the first motor 1 side (left side) with respect to the first intermediate gear 22 on the left side, and the second intermediate gear 23 on the right side is closer to the second intermediate gear 22 than the first intermediate gear 22 on the right side. It is arranged on the motor 2 side (right side). That is, the large-diameter first intermediate gear 22 is arranged inside the vehicle width direction of the small-diameter second intermediate gear 23. It is preferable that the intermediate gears 22 and 23 are arranged close to each other. Further, the motor gear 21 and the first intermediate gear 22 constitute a first stage reduction gear train.
  • the counter shaft 12 is rotatably supported by two bearings 32 (only one of which is shown in FIG. 4) located between the first motor 1 and the second motor 2 and separated from each other. Further, as shown in FIG. 3, the counter shaft 12 is arranged such that the first intermediate gear 22 is located radially inward of the outer peripheral surfaces 1f and 2f of the first motor 1 and the second motor 2 in a side view. It That is, the gears 22 and 23 on the counter shaft 12 are completely overlapped with the motors 1 and 2 when viewed from the side of the vehicle. Further, the counter shaft 12 of the present embodiment is disposed below the vehicle with respect to a virtual straight line L (two-dot chain line) connecting the motor shaft 11 and the output shaft 13 in a side view.
  • L two-dot chain line
  • the output shaft 13 is formed in a hollow cylindrical shape having a rotation center C3, and is arranged in parallel with the motor shaft 11.
  • An output gear 24 that meshes with the second intermediate gear 23 is interposed in the output shaft 13.
  • the second intermediate gear 23 and the output gear 24 form a second-stage reduction gear train.
  • These gears 21 to 24 are located on the power transmission path from the left and right motors 1 and 2 to the left and right wheels.
  • the output gear 24 of the present embodiment has a cylindrical portion 24b provided integrally with a tooth portion 24a on which external teeth are formed, and the cylindrical portion 24b is slidable on a part of the outer peripheral surface of the output shaft 13.
  • the fitting is fitted on the output shaft 13.
  • the output gear 24 is, for example, a helical gear having a tooth trace in the form of a string winding, and is a gear with the largest diameter installed in the drive device 10.
  • a gap 6b (see FIG. 5) described later is provided between the outer peripheral surface of the output shaft 13 and the inner peripheral surface of the cylindrical portion 24b.
  • the gear mechanism 3 is arranged on one end side (inside the vehicle width direction) of the output shaft 13, and one of the left and right wheels is arranged on the other end side (outside of the vehicle width direction) of the output shaft 13. That is, in the drive device 10, the left and right motors 1 and 2 are not arranged on the output shaft 13 on which the left and right wheels are provided, but are arranged offset from the output shaft 13. It should be noted that the left and right wheels are not shown in FIG. 1, and the joint portion 14 connected to the left and right wheels is illustrated.
  • the gear mechanism 3 is located below the first motor 1 and the second motor 2, and is arranged between the output gear 24 on the first motor 1 side and the output gear 24 on the second motor 2 side.
  • the gear mechanism 3 is a planetary gear mechanism
  • the output element of the gear mechanism 3 and the output shaft 13 are provided so as to rotate integrally.
  • the output element (sun gear 3S2, carrier 3C) of the gear mechanism 3 and the output shaft 13 are provided so as to rotate integrally.
  • the method of connecting the output shaft 13 and the gear mechanism 3 is not limited to that shown in FIG.
  • the output shaft 13 is pivotally supported by two bearings 33 that are separated from each other.
  • the output shaft 13 of the present embodiment is rotatably supported with respect to the casing 15 (accommodation case) by the cylindrical portion 24b outerly fitted to the output shaft 13 being pivotally supported by the bearing 33.
  • the bearing 33 on one end side is arranged close to the tooth portion 24a, and the bearing 33 on the other end side (outside in the vehicle width direction) is arranged at the end of the cylindrical portion 24b.
  • a joint portion 14 is provided at the outer end of the output shaft 13 in the vehicle width direction.
  • the joint portion 14 of the present embodiment is arranged outside the end faces 1e, 2e of the first motor 1 and the second motor 2 in the vehicle width direction.
  • the length of the output shaft 13 is set so that the joint portion 14 is located outside the end faces 1e, 2e of the motors 1, 2 in the vehicle width direction.
  • the output shaft 13 is arranged such that a part of the output gear 24 overlaps with the first motor 1 and the second motor 2 in a side view.
  • the casing 15 of the present embodiment is connected to the motor housings 1D and 2D of the first motor 1 and the second motor 2 and accommodates the shafts 11 to 13 and the gear mechanism 3. is there.
  • the casing 15 may be integrated, or may be formed by combining a plurality of parts.
  • the upper surface of the casing 15 is located closer to the rotation center C1 than the outer peripheral surfaces 1f and 2f of the motor housings 1D and 2D.
  • the drive device 10 is provided with the recess 16 located between the first motor 1 and the second motor 2 and located above the casing 15.
  • the recessed portion 16 is a portion that forms a space above the motor shaft 11 between the left and right motors 1 and 2, and can be said to be a portion that is recessed inward of the casing 15.
  • the casing 15 of the present embodiment is provided with a partition wall 15a that partitions the left and right motor shafts 11 and the left and right counter shafts 12 as shown in FIG. Bearings 31 and 32 that support one end sides (inside the vehicle width direction) of the motor shaft 11 and the counter shaft 12 are fixed to the partition wall 15a.
  • the drive device 10 has an injection unit 17 including an injection port 17a for injecting oil for cooling and lubrication, and a path 4 for guiding the injected oil to the motors 1 and 2 and bearings 31 to 36. 6 to 6 and a storage section 18 for storing oil are provided.
  • the injection portion 17 is two tubular portions provided on the upper part of the casing 15, and has an injection port 17a at one end, which is an opening (inlet) into which oil is injected.
  • the injection part 17 is formed in the casing 15 and communicates with the internal space 4a of the first path 4 described later.
  • the oil injected from each injection port 17a is supplied to the inside of each motor housing 1D, 2D and the inside of the casing 15.
  • the injection port 17a of the present embodiment is arranged in the space (inside the recess 16) between the two motor housings 1D and 2D, and is provided in the protrusion formed in the recess 16.
  • the oil injected from one of the two injection ports 17a is guided to the first motor 1 side (left side), and the oil injected from the other is guided to the second motor 2 side (right side).
  • two injection portions 17 are arranged side by side in the direction orthogonal to the paper surface, but even if the two injection portions 17 are arranged side by side in the vehicle width direction. Good.
  • the storage portion 18 is a container-shaped portion that is provided in the lower portion of the casing 15 and stores the oil that has dropped downward.
  • a suction port 19 is provided in the storage section 18, and an oil passage (not shown) is connected to the suction port 19.
  • the suction port 19 is an opening for sucking the oil in the storage section 18 into an external oil passage. The oil sucked into the oil passage is reinjected from the inlet 17a via the oil pump and the oil cooler (neither shown) provided on the oil passage.
  • the height of the oil level (liquid level) of the oil stored in the storage section 18 is highest when the oil flow is stopped and lowest during the oil circulation.
  • the position where the height of the oil surface is the highest is called the "highest oil surface H1”
  • the position where the height of the oil surface is the lowest is called the "lowest oil surface H2”.
  • the highest oil level H1 is set at the rotation center C3 of the output shaft 13 or more.
  • the lowest oil level H2 is set above the suction port 19.
  • the first path 4 is a path for guiding the oil injected from the injection port 17a to the first motor 1 and the second motor 2, and is mainly a rotor of each of the motors 1 and 2. It has a function of cooling 1B, 2B and stators 1C, 2C.
  • the second path 5 is a path for dropping the oil injected from the injection port 17a downward, and guides the oil to at least a part of the gears 21 to 24 located on the power transmission path.
  • the third path 6 is a path for guiding oil to the bearings 34 to 36 included in the gear mechanism 3, and only the third path 6 on the right side branches into two systems. All of these paths 4 to 6 are provided on the left and right sides of the drive device 10, but for easy understanding in FIG. 1, the first path 4 on the right side and the second path 5 on the right side are indicated by white arrows. Further, the third route 6 on the left side and one system of the third route 6 on the right side are indicated by white arrows. Similarly, in FIG. 4, the first route 4 on the right side and the second route 5 on the right side are indicated by white arrows, and the first route 4 on the left side and the second route 5 on the left side are omitted.
  • the first path 4 of the present embodiment includes the internal space of the motor shaft 11, the internal space of the rotating shafts 1A and 2A of the first motor 1 and the second motor 2, and each rotating shaft 1A. , 2A, and hole portions 4b radially drilled at a plurality of locations.
  • the internal space of the motor shaft 11 and the internal space of the rotating shaft 1A are also provided integrally (in communication with each other).
  • the two internal spaces are regarded as one space and are referred to as "internal space 4a".
  • the internal space of the motor shaft 11 and the internal space of the rotating shaft 2A are also provided integrally (in communication with each other).
  • the two inner spaces on the right side are also regarded as one space and are referred to as "inner space 4a".
  • each internal space 4a (the end on the inner side in the vehicle width direction) is provided so as to communicate with the lower end of each injection portion 17, and the other end of each internal space 4a is open in the motor housings 1D and 2D.
  • the hole 4b is provided, for example, at a position in contact with the rotors 1B and 2B so as to penetrate the rotary shafts 1A and 2A in the radial direction.
  • a plurality of holes 4b are preferably arranged at equal intervals in the circumferential direction. For example, it is preferable that the hole portions 4b are arranged at four positions which are out of phase by 90 degrees and eight positions which are out of phase by 45 degrees.
  • each injection port 17a and has entered the internal space 4a of each first path 4 through each injection portion 17 is guided to the end faces 1e and 2e of the motor housings 1D and 2D through the internal space 4a. ..
  • the oil in the internal space 4a is guided into the hole 4b by centrifugal force and is radially dispersed toward the rotors 1B and 2B and the stators 1C and 2C.
  • the oil that has not been introduced into the hole 4b flows down into the motor housings 1D and 2D from the other end of the internal space 4a.
  • the second path 5 is provided in communication with the vicinity of the boundary between the other end of the injection part 17 and the first path 4.
  • the second path 5 of the present embodiment is composed of a slit portion 5a formed by a partition wall 15a of the casing 15 and one end (inside in the vehicle width direction) of the motor shaft 11 below the injection port 17a.
  • a part of the oil injected from each injection port 17a and has entered the internal space 4a of each first path 4 through each injection portion 17 falls downward through each slit portion 5a.
  • the oil that has fallen downward from the second path 5 (slit portion 5a) lubricates the first intermediate gear 22 and the bearings 31, 32 and the like on the counter shaft 12, and further drops downward.
  • the third path 6 is formed between at least one first through hole 6a through which the cylindrical portion 24b is radially formed, the outer peripheral surface of the output shaft 13, and the inner peripheral surface of the cylindrical portion 24b. And a gap 6b extending in the axial direction.
  • the third path 6 of the present embodiment is configured to further include at least one second through hole 6c that penetrates the output shaft 13 in the radial direction and an internal space 6d of the output shaft 13.
  • the second through hole 6c is provided only on the right output shaft 13. The axial positions of the first through hole 6a and the second through hole 6c are provided so as to substantially coincide with each other.
  • the first through hole 6a is a communication port for guiding the oil accumulated in the lower part of the casing 15 including the storage portion 18 to the gap 6b when the rotation of the output gear 24 (output shaft 13) is stopped.
  • the first through holes 6a are formed at a plurality of positions at equal intervals in the circumferential direction of the cylindrical portion 24b.
  • the first through holes 6a are formed at four positions by shifting the phase by 90 degrees.
  • the gap 6b functions as a passage for guiding the oil that has entered the first through hole 6a to the bearings 34 and 35 included in the gear mechanism 3. That is, the oil guided from the first through hole 6a to the gap 6b is supplied to the bearings 34, 35 located on one end side (inner side in the vehicle width direction) through the gap 6b.
  • the second through hole 6c is a communication port for guiding the oil that has entered the first through hole 6a to the internal space 6d of the output shaft 13.
  • the oil guided to the internal space 6d of the output shaft 13 is supplied to the bearing 36 located at one end side (inside the vehicle width direction).
  • the second through holes 6c are formed at a plurality of locations at equal intervals in the circumferential direction of the output shaft 13, and are arranged at four locations with a phase shift of 90 degrees, for example, like the first through holes 6a. ..
  • the motor shaft 11 is arranged between the rotation shafts 1A and 2A of the two motors 1 and 2 (the motor shaft 11 extends inward from each of the motors 1 and 2).
  • a space is created above the motor shaft 11 between the two motors 1 and 2. Since the recess 16 is provided in this space and the injection port 17a for injecting oil is provided in the recess 16, the size of the drive device 10 can be reduced.
  • the first path 4 described above includes hole portions 4b that are radially drilled at a plurality of locations on the rotating shafts 1A and 2A. Therefore, in the first path 4 described above, the oil injected from the injection port 17a passes through the internal space 4a, is guided into the hole 4b by centrifugal force, and is dispersed radially, so that the rotors 1B and 2B and the stator It is supplied to 1C and 2C. Therefore, oil can be efficiently supplied to the two motors 1 and 2 by utilizing the centrifugal force of the rotating shafts 1A and 2A. As a result, the lubrication performance and cooling performance can be improved.
  • the oil can be dropped downward through the slit portion 5a provided below the injection port 17a, so that the oil can be dropped on the gears 21 to 24 by using gravity. Can lead to at least part. As a result, the lubrication performance and cooling performance can be improved.
  • the gear mechanism 3 is arranged on one end side of the output shaft 13, and the output has a cylindrical portion 24b slidably fitted on a part of the outer peripheral surface of the output shaft 13.
  • a gear 24 is provided. That is, the shaft on which the gear mechanism 3 is located partially has a double structure.
  • the drive device 10 described above is provided with a gap 6b extending in the axial direction between the inner peripheral surface of the cylindrical portion 24b and the outer peripheral surface of the output shaft 13, and the cylindrical portion 24b communicates with the gap 6b. Is provided with a first through hole 6a penetrating in the radial direction. Then, the oil is guided to the bearings (for example, bearings 34 to 36) included in the gear mechanism 3 by the third path 6 including the first through hole 6a and the gap 6b, so that the lubrication performance can be improved.
  • the maximum oil level H1 of the oil accumulated in the storage portion 18 is set at the rotation center C3 or higher of the output shaft 13, and the first through hole 6a is in the circumferential direction of the cylindrical portion 24b. Are formed at a plurality of locations at equal intervals.
  • the bearing (for example, the bearing 34) is started when the vehicle is started. Since parts (36) to (36) are sufficiently lubricated, the lubricating performance at the time of starting can be enhanced.
  • the configuration of the drive device 10 described above is an example, and is not limited to that described above.
  • the counter shaft 12 may be arranged above the straight line L connecting the motor shaft 11 and the output shaft 13, or a part of the two intermediate gears 22 and 23 may overlap the motors 1 and 2.
  • the counter shaft 12 may be arranged so as not to be.
  • the output shaft 13 may be arranged so that the output gear 24 does not overlap with the motors 1 and 2, or the arrangement of the two intermediate gears 22 and 23 is opposite to the above (the large-diameter first intermediate gear 23 is the motor. 1, 2 side).
  • the left and right motors 1 and 2 are arranged so as to be spaced apart from each other so that the motor shafts 11 are arranged between the left and right motors 1 and 2. Is not limited to this.
  • the motor shaft 11 and the counter shaft 12 may be arranged outside the left and right motors 1 and 2 in the vehicle width direction.
  • the gears 21 to 24 arranged in the drive device 10 are an example.
  • one of the intermediate gears 22 and 23 may be omitted, and the motor gear 21 and the output gear 24 may mesh with the other.
  • Gears other than the gears 21 to 24 may be provided to form a reduction gear train having three or more stages.
  • the configuration of the first route 4, the second route 5, and the third route 6 described above is an example.
  • a plurality of holes 4b that are radially drilled may be arranged in the axial direction, or slits 5a may be formed at a plurality of locations.
  • the first path 4 may be configured to guide the oil injected from the injection port 17a to the two motors 1 and 2, and is not limited to the one including the hole 4b.
  • the second path 5 may have a configuration in which the oil injected from the injection port 17a is dropped downward and guided to a part of the gears located on the power transmission path, and is not limited to the one including the slit portion 5a. ..
  • the second through hole 6c of the third path 6 is omitted.
  • the third route 6 itself may be omitted.
  • the counter shaft 12 and the output shaft 13 do not have to be hollow.
  • the shape of the casing 15 and the arrangement of the inlet 17a described above are not particularly limited.
  • the casing 15 may be a divided structure instead of an integral one, or the recess 16 may be omitted.
  • the inlet 17a may be provided at least in the upper part of the housing case (casing 15, motor housings 1D and 2D).
  • the maximum oil level H1 and the minimum oil level H2 of the oil may be set to a height other than the above-mentioned heights.
  • the dimension of the output shaft 13 in the vehicle width direction may be set so that the joint portion 14 is located inside the end faces 1e and 2e of the motors 1 and 2 in the vehicle width direction.

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  • Engineering & Computer Science (AREA)
  • General Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Transportation (AREA)
  • Power Engineering (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Life Sciences & Earth Sciences (AREA)
  • Sustainable Development (AREA)
  • Sustainable Energy (AREA)
  • General Details Of Gearings (AREA)
  • Arrangement Or Mounting Of Propulsion Units For Vehicles (AREA)

Abstract

L'invention concerne un dispositif d'entraînement de roues gauche-droite (10) équipé : de deux moteurs (1, 2) pour entraîner des roues gauche et droite ; et d'un mécanisme d'engrenage (3) pour amplifier la différence de couple entre les moteurs (1, 2) et transmettre la différence de couple amplifiée à chacune des roues gauche et droite. Dans le dispositif d'entraînement de roues gauche-droite (10), les deux moteurs (1, 2) sont disposés séparés l'un de l'autre et se font face, et le mécanisme d'engrenage (3) est disposé sous les deux moteurs (1, 2). Le dispositif d'entraînement de roues gauche-droite (10) comprend : des carters de logement (1D, 2D, 15) pour loger les moteurs (1, 2) et le mécanisme d'engrenage (3) ; une entrée d'huile (17a) disposée entre les deux moteurs (1, 2) et au sommet du carter de logement (15) ; un premier trajet (4) pour guider l'huile injectée depuis l'entrée d'huile (17a) à chacun des moteurs (1, 2) ; et un second trajet (5) pour faire tomber l'huile injectée à partir de l'entrée d'huile (17a) vers le bas et guider l'huile vers au moins certains engrenages (21 à 24) positionnés sur un trajet de transmission de puissance depuis les moteurs (1, 2) vers les roues gauche et droite.
PCT/JP2019/050665 2019-03-06 2019-12-24 Dispositif d'entraînement de roues gauche-droite WO2020179203A1 (fr)

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Application Number Priority Date Filing Date Title
JP2021503429A JP7238961B2 (ja) 2019-03-06 2019-12-24 左右輪駆動装置

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JP2019040351 2019-03-06
JP2019-040351 2019-03-06

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WO2020179203A1 true WO2020179203A1 (fr) 2020-09-10

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Citations (5)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JPH0165978U (fr) * 1987-10-22 1989-04-27
JPH11240349A (ja) * 1998-02-24 1999-09-07 Honda Motor Co Ltd 車両用発進アシスト装置
JP2017133564A (ja) * 2016-01-26 2017-08-03 Ntn株式会社 車両用モータ駆動装置
JP2018034713A (ja) * 2016-09-01 2018-03-08 Ntn株式会社 インホイールモータ駆動装置
JP2018054053A (ja) * 2016-09-30 2018-04-05 Ntn株式会社 車両用駆動装置

Patent Citations (5)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JPH0165978U (fr) * 1987-10-22 1989-04-27
JPH11240349A (ja) * 1998-02-24 1999-09-07 Honda Motor Co Ltd 車両用発進アシスト装置
JP2017133564A (ja) * 2016-01-26 2017-08-03 Ntn株式会社 車両用モータ駆動装置
JP2018034713A (ja) * 2016-09-01 2018-03-08 Ntn株式会社 インホイールモータ駆動装置
JP2018054053A (ja) * 2016-09-30 2018-04-05 Ntn株式会社 車両用駆動装置

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JP7238961B2 (ja) 2023-03-14

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