WO2021201113A1 - Dispositif d'entraînement électrique pour véhicule - Google Patents

Dispositif d'entraînement électrique pour véhicule Download PDF

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Publication number
WO2021201113A1
WO2021201113A1 PCT/JP2021/013872 JP2021013872W WO2021201113A1 WO 2021201113 A1 WO2021201113 A1 WO 2021201113A1 JP 2021013872 W JP2021013872 W JP 2021013872W WO 2021201113 A1 WO2021201113 A1 WO 2021201113A1
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WO
WIPO (PCT)
Prior art keywords
shaft
central axis
gear
motor
vehicle
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Application number
PCT/JP2021/013872
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English (en)
Japanese (ja)
Inventor
拓也 吉見
大輔 齊藤
Original Assignee
アイシン・エィ・ダブリュ株式会社
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Publication of WO2021201113A1 publication Critical patent/WO2021201113A1/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
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K17/00—Arrangement or mounting of transmissions in vehicles
    • B60K17/04—Arrangement or mounting of transmissions in vehicles characterised by arrangement, location, or kind of gearing
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K17/00—Arrangement or mounting of transmissions in vehicles
    • B60K17/04—Arrangement or mounting of transmissions in vehicles characterised by arrangement, location, or kind of gearing
    • B60K17/12—Arrangement or mounting of transmissions in vehicles characterised by arrangement, location, or kind of gearing of electric gearing

Definitions

  • the present invention relates to an electric drive device for a vehicle.
  • an electric drive device for a vehicle is provided with a motor, a gear mechanism for decelerating, a differential gear, a drive shaft, and an axle case, and is attached to the axle case at a position where the motor and the gear mechanism sandwich the axle case. It has been known.
  • one of the problems of the present invention is, for example, to obtain an electric drive device for a vehicle in which a motor and a differential gear can be easily arranged in a compact manner.
  • the vehicle electric drive device is rotatable around a first central axis, and has a drive shaft that rotationally drives the wheels and an axial direction of the first central axis with respect to the first central axis.
  • a motor having a motor shaft located on the first direction side intersecting with the first direction and rotating around a second central axis along the first direction, and a distance parallel to the second central axis and the distance from the second central axis.
  • a through drive shaft that can rotate around the third central shaft that is lined up with a gap and that transmits the power output from the motor shaft is parallel to the third central shaft and at a distance from the third central shaft.
  • An output shaft that is rotatable around a fourth central axis that is aligned and whose power is transmitted from the through drive shaft, a motor shaft that is aligned with the motor shaft in the first direction, and is connected to the drive shaft and the output shaft.
  • the through drive shaft includes a differential gear that transmits the power from the output shaft to the drive shaft, and the through drive shaft extends from the first direction side to the axial direction of the first central shaft with respect to the first central shaft. It intersects and extends in the opposite direction of the first direction, and the output shaft is located on the opposite side of the first direction with respect to the first central axis.
  • the vehicle electric drive device it is possible to obtain a vehicle electric drive device in which the motor and the differential gear can be easily arranged in a compact manner.
  • FIG. 1 is an exemplary plan view of an electric drive device for a vehicle according to an embodiment.
  • FIG. 2 is an exemplary cross-sectional view of the vehicle electric drive device of the embodiment.
  • FIG. 3 is an exemplary front view of a portion of the vehicle electric drive device of the embodiment.
  • FIG. 4 is an exemplary rear view of a portion of the vehicle electric drive device of the embodiment.
  • FIG. 5 is an exemplary front view of a portion of the vehicle electric drive device of the embodiment.
  • FIG. 6 is an exemplary front view of a part of the electric drive device for a vehicle of a modified example of the embodiment.
  • FIG. 1 is an exemplary plan view of the electric drive device 1 for a vehicle according to the present embodiment.
  • the vehicle electric drive device 1 is provided in the vehicle and rotationally drives the wheels 18L and 18R of the vehicle.
  • the X direction is the same as the front in the vehicle front-rear direction
  • the Y direction is along the vehicle width direction (vehicle width direction)
  • the Z direction is the same as above in the vehicle vertical direction.
  • the electric drive device 1 for a vehicle is also referred to as an electric axle device.
  • FIG. 2 is an exemplary cross-sectional view of the vehicle electric drive device 1 of the embodiment.
  • the vehicle electric drive device 1 includes an axle case 10, a motor 11, a connection portion 12, a transmission 13, a differential gear 14, drive shafts 15L, 15R, and a parking lock gear. 17 and a parking brake (not shown).
  • the power output from the motor 11 is transmitted to the drive shafts 15L and 15R via the connection portion 12, the transmission 13, and the differential gear 14.
  • the wheels 18L and 18R fixed to the drive shafts 15L and 15R rotate.
  • the electric drive device 1 for a vehicle includes a front side sub-assembly 100 and a rear side sub-assembly 200.
  • the front side sub-assembly 100 includes a motor 11, a connecting portion 12, and a case 101.
  • the front side sub-assembly 100 is detachably attached to the axle case 10 in a state of being located on the X-direction side, that is, the front side of the axle case 10.
  • the rear side sub-assembly 200 includes a transmission 13, a parking lock gear 17, a parking brake, and a case 201.
  • the rear side sub-assembly 200 is detachably attached to the axle case 10 in a state of being located on the opposite side of the axle case 10 in the X direction, that is, on the rear side.
  • the front side sub-assembly 100 and the rear side sub-assembly 200 are attached to the axle case 10 independently of each other. That is, the motor 11 and the transmission 13 are attached to the axle case 10 independently of each other. In other words, the front side sub-assembly 100 and the rear side sub-assembly 200 are separately attached to the axle case 10.
  • FIG. 3 is an exemplary front view of a part of the electric drive device 1 for a vehicle of the embodiment.
  • FIG. 4 is an exemplary rear view of a part of the electric drive device 1 for a vehicle of the embodiment.
  • the axle case 10 is a rigid axle case and houses the differential gear 14 and the drive shafts 15L and 15R.
  • the axle case 10 is composed of a combination of a plurality of members. Specifically, the axle case 10 has a base member 91 and two tubular members 93R and 93L. As shown in FIGS. 2 to 4, the base member 91 is formed in a frame shape (endless shape), and is provided with a storage chamber for accommodating the differential gear 14 inside. Further, the two tubular members 93R and 93L extend from the base member 91 in opposite directions along the vehicle width direction. Specifically, the tubular member 93R extends from the base member 91 in the Y direction, and the tubular member 93L extends from the base member 91 in the opposite direction in the Y direction.
  • the two tubular members 93R and 93L are fixed to the base member 91 by a binder such as a screw or a bolt, welding, or the like.
  • Each of the two tubular members 93R and 93L is provided with a storage chamber for accommodating the drive shafts 15L and 15R.
  • the means for fixing the members of the axle case 10 is not limited to the above.
  • the axle case 10 is also referred to as a case or a rigid axle.
  • the drive shafts 15L and 15R extend in the Y direction, that is, in the vehicle width direction.
  • the drive shafts 15L and 15R are arranged in a straight line with an interval in the Y direction (vehicle width direction).
  • the differential gear 14 is arranged between the drive shafts 15L and 15R.
  • the drive shafts 15L and 15R are housed in the axle case 10 and are supported by the axle case 10 via bearings so as to be rotatable around the central axis Ax1.
  • the central axis Ax1 is along the Y direction, that is, the vehicle width direction.
  • the central axis Ax1 is an example of the first central axis.
  • the case 101 of the front side sub-assembly 100 has a base member 102 and a motor case 11a.
  • the base member 102 is fixed to the base member 91 by a binder such as a screw or a bolt in a state of being overlapped with the base member 91 on the X direction side, that is, the front side of the base member 91 of the axle case 10.
  • the base member 102 is provided with a storage chamber for accommodating the connection portion 12 and a storage chamber for accommodating a part of the differential gear 14.
  • the motor 11 has a motor case 11a, a motor shaft 11b, a rotor 11c, and a stator 11d.
  • the motor case 11a houses a part of the motor shaft 11b, the rotor 11c, and the stator 11d.
  • the motor case 11a has a concave main body 11e and a cover member 11f that covers the opening of the main body 11e.
  • the cover member 11f is provided with an opening 11g that penetrates the cover member 11f.
  • the cover member 11f is fixed to the main body 11e.
  • the cover member 11f is removable from the main body 11e.
  • the motor case 11a is supported (fixed) to the axle case 10. Specifically, the motor case 11a is supported (fixed) to the axle case 10 via the base member 102. The motor case 11a is detachably attached to the base member 102 with screws or the like. That is, the motor 11 is detachably attached to the axle case 10.
  • the motor shaft 11b is rotatably supported by the motor case 11a around the central axis Ax2, and protrudes from the opening 11g to the outside of the motor case 11a.
  • the central axis Ax2 is along the X direction (vehicle front-rear direction), that is, a direction orthogonal to (intersecting) the central axis Ax1.
  • the rotor 11c rotates integrally with the motor shaft 11b.
  • the stator 11d surrounds the outer circumference of the rotor 11c and is fixed to the motor case 11a.
  • the motor 11 applies torque (power) around the central axis Ax2 to the motor shaft 11b by being supplied with electric power. That is, the motor shaft 11b outputs power.
  • the power output from the motor shaft 11b of the motor 11 is input to the transmission 13 via the connecting portion 12.
  • the connecting portion 12 has a first gear 71, a second gear 72, and a transmission shaft 73.
  • the connection unit 12 is a reduction mechanism that decelerates the rotation input to the first gear 71 and outputs the rotation from the second gear 72.
  • the connection unit 12 may be, for example, a speed-increasing mechanism that accelerates the rotation input to the first gear 71 and outputs the rotation from the second gear 72.
  • the connecting portion 12 is also referred to as a connecting mechanism or a power transmission mechanism.
  • the transmission shaft 73 is arranged apart from and parallel to the motor shaft 11b of the motor 11.
  • the transmission shaft 73 is rotatably supported by the case 101 around the central axis Ax3.
  • the central axis Ax3 is parallel to the central axis Ax2 and is aligned with the central axis Ax2 at intervals.
  • the first gear 71 is fixed to the motor shaft 11b of the motor 11 and rotates integrally with the motor shaft 11b around the central axis Ax2.
  • the second gear 72 is fixed to the transmission shaft 73 and rotates integrally with the transmission shaft 73 around the central axis Ax3.
  • the case 201 of the rear side sub-assembly 200 has a base member 202 and a transmission case 24.
  • the base member 202 is fixed to the base member 91 by a binder such as a screw or a bolt in a state of being overlapped with the base member 91 on the side opposite to the X direction of the base member 91 of the axle case 10, that is, on the rear side.
  • the base member 202 is provided with a storage chamber for accommodating a part of the differential gear 14 and the like.
  • the transmission 13 is arranged on the opposite side of the motor 11 with respect to the central axis Ax1 of the rotation of the ring gear 52 and the drive shafts 15L and 15R. That is, the central axis Ax1 is located between the motor 11 and the transmission 13. More specifically, the motor 11 and the transmission 13 are arranged in the front-rear direction of the vehicle with the central axis Ax1 in between.
  • the transmission 13 has an input shaft 21, an output shaft 22, a plurality of gear stages 30, a gear connection mechanism 23, and a transmission case 24.
  • the input shaft 21, the output shaft 22, the plurality of gear stages 30, and the gear connecting mechanism 23 are housed in the transmission case 24.
  • the transmission 13 has a configuration for decelerating the rotation (power) input to the input shaft 21.
  • the transmission 13 may be configured to perform deceleration and acceleration, or may be configured to only accelerate. That is, the transmission 13 may be configured to perform at least one of deceleration and acceleration.
  • the gear stage 30 is an example of a gear mechanism.
  • the transmission case 24 is supported (fixed) to the axle case 10. Specifically, the transmission case 24 is supported (fixed) to the axle case 10 via the base member 202.
  • the transmission case 24 is detachably attached to the base member 202 by screws or the like. That is, the transmission 13 is detachably attached to the axle case 10.
  • the input shaft 21 and the output shaft 22 are separated from each other and arranged in parallel.
  • the input shaft 21 is rotatably supported by the transmission case 24 around the central axis Ax3, and the output shaft 22 is rotatably supported by the transmission case 24 around the central axis Ax4.
  • the central axis Ax4 is parallel to the central axis Ax3 and is aligned with the central axis Ax3 at intervals.
  • the input shaft 21 is inserted into the opening 201a provided in the base member 202 and penetrates the opening 201a.
  • the output shaft 22 is inserted into the opening 201b provided in the base member 202 and penetrates the opening 201b.
  • the opening 201a and the opening 201b are separated from each other. Further, the opening 201a and the opening 201b and the opening 11g are separated from each other.
  • the central axes Ax1 to Ax4 are also referred to as rotation axes.
  • the power of the motor 11 is input to the input shaft 21 via the connecting portion 12, and is rotated by the power.
  • Each of the plurality of gear stages 30 is a constantly meshing type gear stage, and is provided over the input shaft 21 and the output shaft 22.
  • the gear stage is also called a gear pair.
  • the gear ratio is also called the gear ratio.
  • the plurality of gear stages 30 include a first speed gear stage 31 and a second speed gear stage 32.
  • the first speed gear stage 31 and the second speed gear stage 32 are arranged so as to be spaced apart from each other in the axial direction of the central axis Ax2 of the input shaft 21.
  • the gear ratio of the second speed gear stage 32 is smaller than the gear ratio of the first speed gear stage 31.
  • the first speed gear stage 31 constitutes the reduction mechanism 41 by the input shaft 21 and the output shaft 22.
  • the speed reduction mechanism 41 decelerates the rotation input to the input shaft 21 and outputs the rotation from the output shaft 22.
  • the second speed gear stage 32 constitutes the reduction mechanism 42 by the input shaft 21 and the output shaft 22.
  • the speed reduction mechanism 42 decelerates the rotation input to the input shaft 21 and outputs the rotation from the output shaft 22. Further, the deceleration mechanism 41 and the deceleration mechanism 42 each include a transmission case 24. That is, the deceleration mechanism 41 and the deceleration mechanism 42 are supported by the axle case 10.
  • the first speed gear stage 31 is also referred to as a low gear
  • the second speed gear stage 32 is also referred to as a high gear.
  • the configuration of the plurality of gear stages 30 is not limited to the above. For example, one or both of the first speed gear stage 31 and the second speed gear stage 32 may be speed increasing mechanisms.
  • the first speed gear stage 31 has a drive gear 33 and a driven gear 34 that mesh with each other
  • the second speed gear stage 32 has a drive gear 35 and a driven gear 36 that mesh with each other.
  • the drive gears 33 and 35 are also referred to as input gears
  • the driven gears 34 and 36 are also referred to as output gears.
  • the drive gears 33 and 35 are fixed to the input shaft 21 and rotate integrally with the input shaft 21 around the central axis Ax3.
  • the driven gears 34 and 36 are supported by the output shaft 22 via bearings so as to be rotatable relative to the output shaft 22, and rotate around the central axis Ax4.
  • the driven gears 34 and 36 can idle with respect to the output shaft 22 when they are not connected to the output shaft 22 by the gear connecting mechanism 23. Further, the driven gears 34 and 36 are restricted from moving in the axial direction of the central axis Ax4.
  • the output shaft 22 is provided with a final gear 38.
  • the final gear 38 is fixed to the output shaft 22 and rotates integrally with the output shaft 22 around the central axis Ax4.
  • the gear connection mechanism 23 is provided between the driven gear 34 of the first speed gear stage 31 and the driven gear 36 of the second speed gear stage 32.
  • the gear connection mechanism 23 selects a connection state (coupled state) and a cutoff state (non-coupling state) between the output shaft 22 and the driven gear 34 of the first speed gear stage 31 and the driven gear 36 of the second speed gear stage 32. Switch to. That is, the gear connection mechanism 23 switches the transmission state of rotation between the output shaft 22 and the driven gears 34 and 36.
  • the gear connection mechanism 23 is also referred to as a switching mechanism or a selection mechanism.
  • the gear connection mechanism 23 has a hub 43 and a sleeve 44.
  • the hub 43 is coupled to the output shaft 22 and rotates integrally with the output shaft 22 around the central axis Ax4.
  • the sleeve 44 is coupled to the hub 43 by spline coupling, rotates integrally with the hub 43 around the central axis Ax4, and is movable with respect to the hub 43 in the axial direction of the output shaft 22. That is, the sleeve 44 rotates integrally with the output shaft 22 around the central axis Ax4, and can move in the axial direction of the output shaft 22 with respect to the output shaft 22.
  • the sleeve 44 has a first coupling position to be coupled to the driven gear 34, a second coupling position to be coupled to the driven gear 36, and a neutral position between the first coupling position and the second coupling position (FIG. 2). It is configured to be movable between.
  • An actuator and a moving mechanism selectively position the sleeve 44 in one of a first coupling position with the driven gear 34, a second coupling position with the driven gear 36, and a neutral position.
  • the output shaft 22 and the driven gear 36 can rotate integrally.
  • the route is constructed.
  • the driven gears 34 and 36 can idle with respect to the output shaft 22.
  • the differential gear 14 has a differential gear case 51, a ring gear 52, and a differential mechanism (not shown).
  • At least a part of the differential gear case 51 is housed in the axle case 10.
  • the differential gear case 51 is supported by the axle case 10 via bearings so as to be rotatable around the central axis Ax1.
  • the ring gear 52 is fixed to the differential gear case 51 and rotates integrally with the differential gear case 51 around the central axis Ax1. That is, the ring gear 52 is rotatably supported by the axle case 10 via a bearing around the central axis Ax1. Further, the ring gear 52 meshes with the final gear 38, and power is transmitted from the final gear 38.
  • the final gear 38 and the ring gear 52 form a reduction gear ratio (so-called final reduction ratio).
  • the differential mechanism is housed in the differential gear case 51.
  • the differential mechanism has a pinion shaft, two pinion gears, and two side gears.
  • the pinion shaft extends in a direction orthogonal to the central axis Ax1.
  • the pinion shaft is supported by the differential gear case 51.
  • the pinion gear is supported by the pinion shaft so as to be rotatable around the pinion shaft.
  • the pinion shaft and the pinion gear rotate around the central axis Ax1 integrally with the differential gear case 51.
  • the two side gears are engaged with the two pinion gears while being fixed to the ends of the two drive shafts 15L and 15R, respectively.
  • the differential gear 14 having the above configuration
  • the differential gear case 51 rotates integrally with the pinion shaft.
  • the pinion shaft revolves the pinion gear around the central axis Ax1.
  • the side gear rotates around the central axis Ax1, and the drive shafts 15L and 15R rotate.
  • the pinion gear rotates around the pinion shaft to absorb the differential rotation.
  • the transmission shaft 73 and the input shaft 21 of the transmission 13 are arranged on the same straight line and are connected to each other by the connecting portion 80.
  • the transmission shaft 73, the input shaft 21, and the connecting portion 80 form a through drive shaft 81 that transmits power between the motor 11 and the transmission 13.
  • the through drive shaft 81 is rotatable around the central axis Ax3, extends from the X direction side (front side) of the axle case 10 to the opposite side (rear side) of the X direction, and the power output from the motor shaft 11b is transmitted.
  • the through drive shaft 81 is housed in the axle case 10 and is housed in the axle case 10 via a bearing so as to be rotatable around the central axis Ax3.
  • the through drive shaft 81 is also referred to as a through shaft or a connecting shaft.
  • the transmission shaft 73 is also referred to as a first portion
  • the input shaft 21 is also referred to as a second portion.
  • the through drive shaft 81 extends in the X direction, that is, in the vehicle front-rear direction, at a position separated from the central axis Ax1, specifically, on the opposite side, that is, the lower side of the central axis Ax1 in the Z direction. Therefore, in top view, the through drive shaft 81 overlaps (intersects) the central axis Ax1.
  • the connecting portion 80 connects the transmission shaft 73 and the input shaft 21 in a separable manner. It is located in the case 101 of the front side sub-assembly 100. That is, the connecting portion 80 is located on the X direction side (front side) of the axle case 10. The position of the connecting portion 80 is not limited to the above. For example, the connecting portion 80 may be located in the case 201 of the rear side sub-assembly 200.
  • the connecting portion 80 connects the transmission shaft 73 and the input shaft 21 by spline fitting, for example.
  • each of the transmission shaft 73 and the input shaft 21 is provided with an uneven portion that fits into each other.
  • the transmission shaft 73 and the input shaft 21 can be separated from each other by separating the transmission shaft 73 and the input shaft 21 along the axial direction of the central axis Ax3, and the transmission shaft 73 and the input shaft 21 can be separated from each other.
  • the transmission shaft 73 and the input shaft 21 can be connected by bringing 21 closer to each other along the axial direction of the central axis Ax3.
  • the connecting portion 80 may connect the transmission shaft 73 and the input shaft 21 so as to be separable by a coupling tool such as a screw or a bolt.
  • the parking lock gear 17 is connected to the output shaft 22 of the transmission 13.
  • the parking brake is also connected to the output shaft 22 of the transmission 13.
  • FIG. 5 is an exemplary front view of a part of the electric drive device 1 for a vehicle of the embodiment.
  • the motor shaft 11b and the differential gear 14 are aligned in the X direction, that is, in the vehicle front-rear direction. Therefore, the motor shaft 11b and the differential gear 14 face each other in the X direction. In other words, the motor shaft 11b and the differential gear 14 overlap each other in the line of sight from the X direction (FIG. 5).
  • the center C2 of the motor shaft 11b is aligned with the differential gear 14 in the X direction, that is, in the vehicle front-rear direction.
  • the center C2 of the motor shaft 11b in FIG. 2 is a portion of the alternate long and short dash line indicated by the lead line of the center C2, which is located inside the motor shaft 11b. It is sufficient that at least a part of the motor shaft 11b and the differential gear 14 are aligned in the X direction (vehicle front-rear direction).
  • the X direction is an example of the first direction.
  • the center C3 of the through drive shaft 81 and the center C4 of the output shaft 22 are located on opposite sides of the plane P1 passing through the central axis Ax2 and along the central axis Ax1. That is, the central axis Ax3 and the central axis Ax4 are located on opposite sides of the plane P1.
  • the center C3 of the through drive shaft 81 in FIG. 2 is a portion of the alternate long and short dash line indicated by the lead line of the center C3, which is located inside the through drive shaft 81.
  • the center C4 of the output shaft 22 in FIG. 2 is a portion of the alternate long and short dash line indicated by the lead line of the center C4, which is located inside the output shaft 22.
  • the entire through drive shaft 81 and the entire output shaft 22 may be located on opposite sides of the plane P1.
  • the center C3 of the through drive shaft 81 and the motor 11 are aligned in the X direction, that is, in the vehicle front-rear direction. Therefore, the through drive shaft 81 and the motor 11 face each other in the X direction. In other words, the through drive shaft 81 and the motor 11 overlap each other in the line of sight from the X direction (FIG. 5). At this time, the center C3 of the through drive shaft 81 is aligned with the motor 11 in the X direction, that is, in the vehicle front-rear direction.
  • the center C3 of the through drive shaft 81 and the differential gear 14 are aligned in the Z direction (or the opposite direction of the Z direction) intersecting the axial direction and the X direction (vehicle front-rear direction) of the central axis Ax1.
  • the center C3 of the through drive shaft 81 is aligned with the differential gear case 51 of the differential gear 14 in the Z direction. Therefore, the center C3 of the through drive shaft 81 and the differential gear 14 face each other in the Z direction (opposite direction in the Z direction). In other words, the center C3 of the through drive shaft 81 and the differential gear 14 overlap with each other in the line of sight from the Z direction (opposite direction to the Z direction).
  • the center C3 of the through drive shaft 81 is located within the width W1 of the differential gear 14 (differential gear case 51) in the Y direction in the line of sight from the X direction (FIG. 5).
  • the center C3 of the through drive shaft 81 may be aligned with the ring gear 52 of the differential gear 14 in the Z direction.
  • the Z direction is an example of the second direction.
  • the ring gear 52 and the through drive shaft 81 are aligned in the Y direction parallel to the axial direction of the central axis Ax1, that is, in the vehicle width direction. Therefore, the ring gear 52 and the through drive shaft 81 face each other in the Y direction. In other words, the ring gear 52 and the through drive shaft 81 overlap each other in the line of sight from the Y direction. In such a configuration, the center C3 of the through drive shaft 81 is located within the outer diameter H1 of the ring gear 52 in the line of sight from the X direction.
  • the through drive shaft 81 and the output shaft 22 are located on the opposite side of the Y direction, that is, on one side in the vehicle width direction with respect to the ring gear 52.
  • the central axis Ax3 and the central axis Ax4 are located on the opposite side of the ring gear 52 in the Y direction.
  • the direction opposite to the Y direction is an example of a third direction along the central axis Ax1.
  • center C2 of the motor shaft 11b is located on the side opposite to the ring gear 52 in the Y direction. That is, the central axis Ax2 is located on the opposite side of the Y direction.
  • the power output from the motor shaft 11b of the motor 11 is input to the input shaft 21 of the transmission 13 via the connecting portion 12.
  • the power input to the transmission 13 is input to the ring gear 52 of the differential gear 14 via one of the plurality of gear stages 30 selected (first speed gear stage 31 or second speed gear stage 32). ..
  • the power input to the ring gear 52 is input to the drive shafts 15L and 15R via the differential mechanism.
  • the vehicle electric drive device 1 includes drive shafts 15L and 15R, a motor 11, a through drive shaft 81, an output shaft 22, and a differential gear 14.
  • the drive shafts 15L and 15R can rotate around the central axis Ax1 (first central axis), and rotationally drive the wheels 18L and 18R.
  • the motor 11 is located on the X direction (first direction) side that intersects the axial direction of the central axis Ax1 with respect to the central axis Ax1 (axle case 10).
  • the motor 11 has a motor shaft 11b that rotates around a central axis Ax2 (second central axis) along the X direction.
  • the through drive shaft 81 can rotate around the central shaft Ax3 (third central shaft) parallel to the central shaft Ax2 and arranged at intervals from the central shaft Ax2, and the power output from the motor shaft 11b is transmitted. ..
  • the output shaft 22 can rotate around the central axis Ax4 (fourth central axis) parallel to the central axis Ax3 and arranged at intervals from the central axis Ax3, and power is transmitted from the through drive shaft 81.
  • the differential gear 14 is aligned with the motor shaft 11b in the X direction, is connected to the drive shafts 15L and 15R and the output shaft 22, and transmits the power from the output shaft 22 to the drive shafts 15L and 15R.
  • the motor 11 and the differential gear 14 are arranged in the X direction (vehicle front-rear direction), for example, the motor 11 and the differential gear 14 are not arranged in the X direction as compared with the configuration in which the motor 11 and the differential gear 14 are not arranged in the X direction. And the differential gear 14 can be arranged compactly. Further, according to such a configuration, the arrangement width of the motor 11 and the differential gear 14 in the Y direction, that is, in the vehicle width direction can be reduced.
  • the electric drive device 1 for a vehicle when the electric drive device 1 for a vehicle is connected to a ladder frame of a vehicle, it is easy to arrange the motor 11 at the center of two rail members extending in the front-rear direction of the vehicle in the ladder frame in a plan view. That is, the motor 11 and the differential gear 14 can be easily arranged at the center of the vehicle in the width direction. Thereby, the weight balance of the vehicle can be improved.
  • the vehicle body to which the electric drive device 1 for a vehicle is connected is not limited to the ladder frame.
  • the vehicle body to which the electric drive device 1 for a vehicle is connected may be a monocoque frame, an X-shaped frame, a truss frame, or the like.
  • the through drive shaft 81 extends from the X direction side with respect to the central axis Ax1 in the direction opposite to the X direction intersecting the axial direction of the central axis Ax1, and the output shaft 22 extends from the central axis Ax1. It is located on the opposite side of the X direction.
  • the weight balance of the electric drive device 1 for a vehicle can be improved as compared with the configuration in which the output shaft 22 is located on the X direction side with respect to the central axis Ax1.
  • the electric drive device 1 for a vehicle includes an axle case 10 accommodating a drive shaft 15L, 15R and a differential gear 14, and the motor 11 is supported by the axle case 10.
  • the drive shafts 15L and 15R and the differential gear 14 can be accommodated and the motor 11 can be supported by one component (axle case 10).
  • the center C3 of the through drive shaft 81 and the center C4 of the output shaft 22 are located on opposite sides of the plane P1 passing through the central axis Ax2 and along the central axis Ax1.
  • the weight balance of the electric drive device 1 for a vehicle can be improved.
  • the center C3 of the through drive shaft 81 and the motor 11 are aligned in the X direction (vehicle front-rear direction, first direction).
  • the electric drive device 1 for a vehicle can be made compact.
  • the center C3 of the through drive shaft 81 and the differential gear 14 are aligned in the Z direction (second direction) intersecting the center axis Ax1 and the X direction (vehicle front-rear direction).
  • the electric drive device 1 for a vehicle can be made compact.
  • the differential gear 14 has a ring gear 52.
  • the ring gear 52 is rotatable around the central shaft Ax1, power is transmitted from the output shaft 22, and is aligned with the through drive shaft 81 in the axial direction of the central shaft Ax1.
  • the electric drive device 1 for a vehicle can be made compact.
  • the through drive shaft 81 and the output shaft 22 are located on the opposite direction (third direction) side of the Y direction along the central axis Ax1 with respect to the ring gear 52.
  • the through drive shaft 81 and the output shaft 22 can be arranged compactly.
  • the motor shaft 11b is located on the side opposite to the ring gear 52 in the Y direction.
  • the motor shaft 11b, the through drive shaft 81, and the output shaft 22 can be arranged compactly.
  • the electric drive device 1 for a vehicle is provided over the through drive shaft 81 and the output shaft 22, and includes a gear stage 30 (gear mechanism) for decelerating or increasing the speed.
  • FIG. 6 is an exemplary front view of a part of the electric drive device 1 for a vehicle, which is a modification of the embodiment.
  • the through drive shaft 81 extends in the X direction, that is, in the vehicle front-rear direction on the Z direction side, that is, the upper side of the central axis Ax1.
  • the gear mechanism is the transmission 13 and the gear stage 30 can be selected, but the present invention is not limited to this.
  • the gear mechanism may be composed of only one of the two reduction mechanisms 41 and 42. That is, the gear mechanism may have a configuration in which the gear stage 30 cannot be selected. Further, the gear mechanism may have a configuration in which the rotation speed of the input shaft 21 and the rotation speed of the output shaft 22 are the same, that is, a configuration in which deceleration and acceleration are not performed.
  • Electric drive device for vehicles 10 ... Axle case, 11 ... Motor, 11b ... Motor shaft, 14 ... Differential gear, 15L, 15R ... Drive shaft, 18L, 18R ... Wheels, 22 ... Output shaft, 30 ... Gear stage ( Gear mechanism), 52 ... Ring gear, 81 ... Through drive shaft, Ax1 ... Central axis (first central axis), Ax2 ... Central axis (second central axis), Ax3 ... Central axis (third central axis), Ax4 ... Center Axis (4th central axis), P1 ... Plane.

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  • Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Transportation (AREA)
  • Mechanical Engineering (AREA)
  • Retarders (AREA)
  • Gear Transmission (AREA)
  • Arrangement Or Mounting Of Propulsion Units For Vehicles (AREA)

Abstract

Un dispositif d'entraînement électrique pour un véhicule comprend : un arbre d'entraînement pouvant tourner autour d'un premier axe central ; un moteur disposé sur un premier côté de direction par rapport au premier axe central, et ayant un arbre de moteur ; un arbre d'entraînement traversant auquel une puissance produite par l'arbre de moteur est transmise ; un arbre de sortie auquel de l'énergie est transmise à partir de l'arbre d'entraînement traversant ; et un engrenage différentiel qui est agencé dans la première direction avec l'arbre de moteur, et transmet l'énergie de l'arbre de sortie à l'arbre d'entraînement. L'arbre d'entraînement traversant coupe la direction axiale du premier axe central depuis le premier côté de direction par rapport au premier axe central, et s'étend vers une direction opposée à la première direction. L'arbre de sortie est disposé sur le côté de direction opposée à la première direction par rapport au premier axe central.
PCT/JP2021/013872 2020-03-31 2021-03-31 Dispositif d'entraînement électrique pour véhicule WO2021201113A1 (fr)

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JP2020065300 2020-03-31
JP2020-065300 2020-03-31

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Citations (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
EP3501867A1 (fr) * 2017-12-19 2019-06-26 ZF Friedrichshafen AG Dispositif d'entraînement d'un essieu d'un véhicule automobile

Patent Citations (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
EP3501867A1 (fr) * 2017-12-19 2019-06-26 ZF Friedrichshafen AG Dispositif d'entraînement d'un essieu d'un véhicule automobile

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