WO2017051719A1

WO2017051719A1 - Dual-motor vehicle drive device

Info

Publication number: WO2017051719A1
Application number: PCT/JP2016/076552
Authority: WO
Inventors: 雪島　良
Original assignee: Ntn株式会社
Priority date: 2015-09-25
Filing date: 2016-09-09
Publication date: 2017-03-30
Also published as: JP2017061994A

Abstract

The present invention addresses the problem of providing a dual-motor vehicle drive device capable of reducing costs and operating a left-right parking lock mechanism using one actuator. A dual-motor vehicle drive device having parallel-shaft gear reducers, wherein: a parking gear (41) capable of integrally rotating with an input gear shaft (23) is provided on each of the input gear shafts (23) of the two parallel-shaft gear reducers, on the inboard side of the input gear shafts (23) of the reducers; the space on the inboard side of the input gear shafts (23) is provided, so as to be capable of oscillating, with a pair of parking pawls (42) that have projections (42a) that engage concavities (41a) in the parking gears (41); a pair of parking rods (44) for operating a pair of parking cams (44c) that respectively contact the pair of parking pawls (42) are attached inside a reducer casing (20); and one actuator (43) for operating the pair of parking rods (44) is attached to the reducer casing (20).

Description

Two-motor vehicle drive device

The present invention includes two motors including two electric motors for independently driving left and right drive wheels, and two speed reducers for reducing the rotational speed of the electric motor and transmitting power to the drive wheels. The present invention relates to a vehicle drive device.

Some vehicle drive devices include two electric motors and a speed reducer that drive the left and right drive wheels independently of each other.

Since this type of two-motor vehicle drive device includes an electric motor for driving independently for each of the left and right drive wheels, like a one-motor vehicle drive device that drives the left and right drive wheels with one common electric motor. There is an advantage that a differential gear or the like that distributes the driving force of one electric motor to the left and right is unnecessary.

In an electric vehicle using a two-motor vehicle drive device, the left and right drive wheels are driven independently, so a parking lock mechanism is provided for each electric motor. Patent Document 1 discloses a parking lock mechanism for an electric vehicle that uses a two-motor vehicle drive device.

As shown in FIG. 10, the vehicle drive device including two electric motors and a speed reducer disclosed in Patent Document 1 has left and right electric motors 106 L and 106 R and an electric motor 106 L that individually drive left and right drive wheels. , 106R for reducing the rotation of the motor 106R, the left and right

electric motors

106L, 106R are arranged on the vehicle inner side (inboard side), and the

gear reducers

136L, 136R are arranged on the vehicle outer side (outboard side). ing.

Since the left and right

electric motors

106L and 106R are configured to be bilaterally symmetric with respect to the left and right drive wheels 102, each member of the

electric motors

106L and 106R will be described with the same reference numerals. The

electric motors

106L and 106R are provided with a stator 131, a rotor 132, a rotor shaft 133, and the like. The stator 131 is accommodated inside the cylindrical case 134. A rotor 132 is rotatably arranged inside the stator 131. A rotor shaft 133 is inserted through the rotor 132 so as to pass through its axis. One end of the rotor shaft 133 is supported by a bearing portion 135 provided on the case 134 by a 135. The other end of the rotor shaft 133 is supported by a reduction gear 136L (136R) provided in the case 134. The reduction gear 136 is constituted by a planetary gear or the like, and the output shaft 137 of the reduction gear 136L (136R) is connected to the drive wheel 102. A parking lock mechanism 160 is provided on the rotor shaft 133 of the

electric motors

106L and 106R.

As shown in FIG. 11, the parking lock mechanism 160 includes a parking gear 161, a parking pole 162, and a parking rod 164. A parking gear 161 is provided on the rotor shaft 133, and a parking pole 162 that engages with the parking gear 161 is swingably supported by the case 134. The parking gear 161 has a gear shape, and a concave portion 161b formed between the tooth portions 161a is configured so that the convex portion 162a of the parking pole 162 is engaged.

The parking rod 164 is provided with a parking cam 164b that contacts the parking pole 162. The parking rod 164 is operated by an actuator, and the convex portion 162a of the parking pole 162 is engaged with the concave portion 161b of the parking gear 161 to be locked. .

Japanese Patent No. 5332742

The parking lock mechanism 160 described in Patent Document 1 includes an actuator for operating the parking rod 164, and the parking lock mechanism 160 is locked or released by operating the actuator individually. For this reason, two actuators are required. There was a problem that the cost increased.

Therefore, an object of the present invention is to provide a two-motor vehicle drive device that can reduce the cost by operating the left and right parking lock mechanisms with one actuator.

In order to solve the above-described problems, the present invention provides two electric motors for independently driving left and right drive wheels, and the rotational speed of the two electric motors is individually reduced to A two-motor vehicle having two reduction gears that transmit to the drive wheels, with a reduction gear casing that accommodates the two reduction gears arranged in parallel on the left and right sides, and motor casings of two electric motors fixed on the left and right In the drive device, the speed reducer includes an input gear shaft having an input gear to which power is transmitted from a motor shaft, an output gear shaft having an output gear for transmitting a driving force to the drive wheels, an input gear shaft, and an output gear shaft. Is a parallel shaft gear reducer in which one or more intermediate gear shafts having an intermediate gear provided therebetween are arranged in parallel, and can rotate integrally with the input gear shaft on the inboard side of the input gear shaft Parking gear Are provided in each of the two speed reducers, and a pair of parking poles having protrusions engaging with the recesses of the parking gear are provided in the space on the inboard side of the respective input gear shafts so as to be swingable. A pair of parking rods that operate a pair of parking cams that respectively contact the parking poles are mounted in the reduction gear casing, and one actuator that operates the pair of parking rods is mounted on the reduction gear casing.

The actuator may include an actuator rod that moves back and forth, and a rear end of the parking rod may be bent in an L shape and connected to the actuator rod.

The actuator rod moves back and forth in a direction orthogonal to the axial direction of the input gear shaft, and the parking rod moves back and forth in a direction orthogonal to the axial direction of the input gear shaft. What is necessary is just to comprise.

Further, the reduction gear casing may be divided into left and right parts by a partition wall, and the parking pole may be swingably attached to the partition wall.

Further, the speed reducer casing may be provided with a window portion through which the actuator rod is inserted, and the partition wall may be provided with a notch that allows the actuator rod to move back and forth.

According to the present invention, in the two-motor vehicle drive device, by operating the left and right parking lock mechanisms with one actuator, it is possible to prevent an increase in cost and reduce power consumption. Further, the space on the inboard side of the input gear shaft of the parallel gear shaft type reduction gear can be utilized, and a parking lock mechanism can be installed without increasing the size of the entire vehicle drive device.

1 is a cross-sectional plan view showing an embodiment of a vehicle drive device to which the present invention is applied. FIG. 2 is an enlarged cross-sectional plan view of the speed reducer portion of FIG. 1. It is explanatory drawing made into the cross section by the III-III line of FIG. It is explanatory drawing made into the cross section by the IV-IV line of FIG. 1 is a schematic plan view showing an example of an electric vehicle using a vehicle drive device according to the present invention. It is explanatory drawing which shows the parking lock mechanism of this invention, and has shown the time of non-operation of a parking lock. It is explanatory drawing which shows the parking lock mechanism of this invention, and has shown the time of operation of parking lock. It is explanatory drawing which shows the parking lock mechanism of this invention, and has shown the state of the boarding initial stage at the time of parking lock operation | movement. It is explanatory drawing which shows the parking lock mechanism of this invention, and has shown the state of the boarding end at the time of operation | movement of a parking lock. It is a cross-sectional top view which shows the conventional 2 motor vehicle drive device. It is a schematic diagram which shows the conventional parking lock mechanism.

Embodiments of the present invention will be described below with reference to the accompanying drawings.
A two-motor vehicle drive device A shown in FIG. 1 has a reduction gear casing 20 that houses two

reduction gears

2L and 2R in parallel in the left and right directions, and two

electric motors

1L and 1R on the left and right sides of the reduction gear casing 20.

Motor casings

3L and 3R are fixedly arranged.

The electric vehicle C shown in FIG. 5 is a front-wheel drive system, and includes a chassis 51, front wheels 52 as drive wheels, rear wheels 53, and a two-motor vehicle drive device A that independently drives left and right drive wheels The two-motor vehicle drive device A is mounted on the chassis 51 at the center position of the left and right front wheels 52 that are drive wheels, and the drive force of the two-motor vehicle drive device A is the constant velocity joint 15 and the intermediate shaft. 16 is transmitted to the front wheels 52 which are left and right drive wheels.

The mounting form of the two-motor vehicle drive device A may be a rear wheel drive system or a four wheel drive system in addition to the front wheel drive system shown in FIG.

The electric vehicle C includes a controller 60, various sensors 61, a battery 62, an inverter 63, a parking lock mechanism 40, and the like.

The front wheel 52 is configured to be steerable by a steering wheel via a steering mechanism. Driving power of the

electric motors

1L, 1R of the two-motor vehicle drive device A is transmitted to the front wheels 52, and electric power charged in the battery 62 is supplied to the

electric motors

1L, 1R via the inverter 63. That is, the left and right front wheels 52 are configured to be independently rotatable. The battery 62 employs a secondary battery such as a lithium ion battery that can be repeatedly charged and discharged, as in a known electric vehicle. In general, the battery 62 is composed of a plurality of battery modules, and each module is electrically connected in series or in parallel with each other by connection wiring.

The controller 60 includes a CPU, a RAM, a ROM, and the like inside, and performs various controls based on a program written in the ROM. The controller 60 also receives outputs from various sensors 61 that detect the driving state of the vehicle, such as a vehicle speed sensor, an accelerator pedal sensor, a foot brake pedal sensor, a position sensor, an acceleration sensor, a steering angle sensor, and a tilt angle sensor. Is done. The vehicle speed sensor detects the vehicle speed. The accelerator pedal sensor detects the amount of depression of the accelerator pedal. The foot brake pedal sensor detects the amount of foot brake depression. The position sensor detects the position of the select lever, and detects driving operations such as a parking (P) range and a drive range. The acceleration sensor detects the acceleration of the vehicle. The steering angle sensor detects the steering angle of the front wheels 52. The tilt angle sensor detects the tilt angle of the vehicle. The controller 60 controls the AC voltage values output from the inverter 63 to the corresponding

electric motors

1L and 1R by executing a control program on the CPU based on the outputs of the sensors 61, and the electric motor 1L, The driving force transmitted from 1R to the corresponding front wheel 52 is adjusted.

The controller 60 controls the lock or release operation of the parking lock mechanism 40 based on the output of the position sensor in the sensor 61.

The left and right

electric motors

1L, 1R in the two-motor vehicle drive device A are accommodated in

motor casings

3L, 3R as shown in FIG.

The

motor casings

3L and 3R include cylindrical motor casing bodies 3aL and 3aR, outer walls 3bL and 3bR that close the outer surfaces of the motor casing bodies 3aL and 3aR, and reduction gears on the inner surfaces of the motor casing bodies 3aL and 3aR. It consists of inner walls 3cL and 3cR separated from 2L and 2R. The inner walls 3cL and 3cR of the motor casing bodies 3aL and 3aR are provided with openings for drawing out the motor shaft 12a.

As shown in FIG. 1, the electric motors 1 L and 1 R are of a radial gap type in which a stator 11 is provided on the inner peripheral surface of the motor casing body 3 aL and 3 aR, and a rotor 12 is provided on the inner periphery of the stator 11. I am using something. The

electric motors

1L and 1R may be axial gap types.

The rotor 12 has a motor shaft 12a at the center, and the motor shaft 12a is drawn from the openings of the inner side walls 3cL and 3cR of the motor casing bodies 3aL and 3aR to the

speed reducers

2L and 2R, respectively. A seal member 13 is provided between the openings of the motor casing bodies 3aL and 3aR and the motor shaft 12a.

The motor shaft 12a is rotatably supported by the rolling

bearings

14a and 14b on the inner side walls 3cL and 3cR and the outer side walls 3bL and 3bR of the motor casing main bodies 3aL and 3aR (FIG. 1).

As shown in FIGS. 1 and 2, the speed reducer casing 20 that accommodates the two

speed reducers

2L and 2R provided in parallel in the left and right is a central casing 20a and left and right sides fixed to both side surfaces of the central casing 20a. It has a three-piece structure of side casings 20bL and 20bR. The left and right side casings 20bL and 20bR are fixed to openings on both sides of the central casing 20a by a plurality of bolts (not shown) (FIG. 1).

The side surfaces of the side casings 20bL and 20bR of the reduction gear casing 20 on the outboard side (outside of the vehicle body) and the motor casing bodies 3aL and 3aR of the

electric motors

1L and 1R are fixed to the inner side walls 3cL and 3cR by a plurality of bolts 29. Thus, the two

electric motors

1L and 1R are fixedly arranged on the left and right sides of the reduction gear casing 20 (FIG. 1).

As shown in FIG. 1, a partition wall 21 is provided in the center of the center casing 20a. The reduction gear casing 20 is divided into two left and right by the partition wall 21, and independent left and right accommodation chambers for accommodating the two

reduction gears

2L and 2R are provided in parallel.

As shown in FIG. 1, the

speed reducers

2L and 2R are provided symmetrically and have an input gear shaft 23 having an input gear 23a to which power is transmitted from the motor shaft 12a, and a large-diameter gear meshing with the input gear 23a. 24a and an intermediate gear shaft 24 having a small diameter gear 24b meshing with the output gear 25a, and an output gear 25a, which is pulled out from the speed reducer casing 20 and driven through a constant velocity joint 15 and an intermediate shaft 16 (FIG. 5). This is a parallel shaft gear reducer provided with an output gear shaft 25 that transmits a driving force. The input gear shaft 23, the intermediate gear shaft 24, and the output gear shaft 25 of the two left and

right speed reducers

2L and 2R are coaxially arranged.

Both ends of the input gear shaft 23 of the

speed reducers

2L and 2R are rolled into bearing fitting holes 27a formed on both left and right sides of the partition wall 21 of the central casing 20a and bearing fitting holes 27b formed in the side casings 20bL and 20bR. , 28b, and is rotatably supported.

The end portion on the outboard side of the input gear shaft 23 is drawn to the outside from an opening portion 27c provided in the side casings 20bL and 20bR, and an oil is provided between the opening portion 27c and the outer end portion of the input gear shaft 23. A seal 31 is provided to prevent leakage of lubricating oil sealed in the

speed reducers

2L and 2R and intrusion of muddy water from the outside.

The input gear shaft 23 has a hollow structure, and the motor shaft 12a is inserted into the hollow input gear shaft 23. The input gear shaft 23 and the motor shaft 12a are coupled to each other by spline (including the serration).

The intermediate gear shaft 24 is a stepped gear shaft having a large-diameter gear 24a meshing with the input gear 23a and a small-diameter gear 24b meshing with the output gear 25a on the outer peripheral surface. Both ends of the intermediate gear shaft 24 are connected to bearing fitting holes 32 formed on both surfaces of the partition wall 21 of the central casing 20a and bearing fitting holes 33 formed on the side casings 20bL and 20bR via rolling

bearings

34a and 34b. It is supported.

The output gear shaft 25 has a large-diameter output gear 25a, and is a rolling bearing in bearing fitting holes 35 formed on both surfaces of the partition wall 21 of the central casing 20a and bearing fitting holes 36 formed in the side casings 20bL and 20bR. It is supported by 37a, 37b.

The end portion on the outboard side of the output gear shaft 25 is drawn to the outside of the reduction gear casing 20 from the opening 35c formed in the side casings 20bL and 20bR, and the end portion on the outboard side of the output gear shaft 25 drawn out. The outer joint portion 15a of the constant velocity joint 15 is splined to the outer peripheral surface.

The constant velocity joint 15 coupled to the output gear shaft 25 is connected to the drive wheel 52 via the intermediate shaft 16 (FIG. 5).

An oil seal 39 is provided between the end of the output gear shaft 25 on the outboard side and the opening 35c formed in the side casings 20bL and 20bR, and leakage of the lubricating oil sealed in the

speed reducers

2L and 2R and the outside Intrusion of muddy water from

This invention relates to the parking lock mechanism 40 provided in the above-described two-motor vehicle drive device A.

As described above, the two

speed reducers

2L and 2R are configured by a parallel shaft gear system, and the input gear shaft 23, the output gear shaft 25, and one or more intermediate gear shafts 24 are provided on the left and right, respectively. . Since the two-motor vehicle drive device A is mounted on the vehicle body, downsizing is required to secure a mounting space.

The vehicle drive device A according to the present invention has a reduction gear casing 20 that houses two

reduction gears

2L and 2R in parallel in the left and right directions, and motor casings of two

electric motors

1L and 1R on the left and right sides of the reduction gear casing 20. 3L and 3R are fixedly arranged. The parking lock mechanism 40 is provided on each of the input gear shafts 23 of the left and

right speed reducers

2L and 2R accommodated in the speed reducer casing 20 disposed in the center. The parking lock mechanism 40 is configured to lock the front wheels 52 that are drive wheels when the vehicle is stopped.

The parking lock mechanism 40 includes a parking gear 41, a parking pole 42, a parking rod 44, etc. (FIG. 3). A parking gear 41 that rotates integrally with the input gear shaft 23 is provided on the inboard side of the input gear shaft 23 of the left and

right speed reducers

2L, 2R. And the parking pole 42 engaged with each parking gear 41 is supported with respect to the central casing 20a of the reduction gear casing 20 so that rocking | fluctuation is possible. The parking rod 44 that operates the parking cam 44c that contacts each parking pole 42 is operated by one actuator 43 attached to the central casing 20a of the speed reducer casing 20.

The actuator rod 43a of the actuator 43 attached to the central casing 20a is attached to the parking rod 44. By operating the actuator 43, the actuator rod 43a of the actuator 43 is moved back and forth with respect to the direction orthogonal to the axial direction of the input gear shaft 23 to move the parking rod 44 back and forth, and the parking cam 44c and the parking pole 42 are moved. The parking lock mechanism 40 is locked or released by swinging. In this embodiment, the parking rod 44 linearly moves back and forth in a direction orthogonal to the axial direction of the input gear shaft 23.

Incidentally, since the inboard side of the input gear shaft 23 of the reduction gears 2L and 2R has a space by the small-diameter gear 24b of the intermediate gear shaft 24, the parking lock mechanism 40 can be provided by using the space. Thus, the parking lock mechanism 40 can be provided without increasing the size of the two-motor vehicle drive device A by effectively utilizing the space on the inboard side of the

speed reducers

2L and 2R.

As shown in FIGS. 3, 4, and 6 to 8, the parking gear 41 has a gear shape and is disposed concentrically with respect to the input gear shaft 23. The recess 41a formed between the teeth 41b of the parking gear 41 is configured so that the projection 42a of the parking pole 42 is engaged.

The rear end of the parking pole 42 is rotatably supported by the partition wall 21 of the central casing 20a via a pole shaft 42b. The pole shaft 42b is provided with a torsion spring 45 so that a spring biasing force acts in a direction in which the engagement between the concave portion 41a of the parking gear 41 and the convex portion 42a of the parking pole 42 is released.

The parking rod 44 includes a distal end side rod 44a, a proximal end side rod 44b, a cam 44c, and a coil spring 44d. The distal end side rod 44a has a larger diameter than the proximal end side rod 44b. The distal end side rod 44a is slidably supported with respect to a support 21d fixed to the partition wall 21. The support 21d has a substantially concave cross section so as to surround the outer periphery of the lower half of the distal end side rod 44a.

On the other hand, a cam 44c for driving the parking pole 42 is disposed on the proximal end side rod 44b. The cam 44c is slidably provided on the base end side rod 44b, and receives a spring load of the coil spring 44d from the rear to form a step 44e formed between the front end side rod 44a and the base end side rod 44b. It is in contact with. The cam 44c is provided with a tapered surface toward the distal end side rod 44a, guides the lower surface of the parking pole 42, and makes the lower surface of the parking pole 42 contact the cam 44c.

As shown in FIG. 4, the rear ends of the base end side rods 44 b of each of the pair of parking rods 44 are bent into an L shape and connected to the actuator rod 43 a of the actuator 43. That is, the parking rod 44 that operates the parking cam 44 c that contacts each parking pole 42 is connected to the actuator rod 43 a of one actuator 43.

The central casing 20a of the speed reducer casing 20 is provided with a window portion 20c through which the actuator rod 43a of the actuator 43 is inserted, and the actuator rod 43a can move forward and backward on the partition wall 21 facing the window portion 20c. A notch 21b is provided.

By the operation of the actuator 43 attached to the central casing 20a, the parking pawl 42 that engages with the parking gear 41 provided on the input gear shaft 23 on both sides is swung, and the parking lock mechanism 40 is locked or released. .

The actuator 43 attached to the central casing 20a is a hydraulic or electric actuator and moves the actuator rod 43a back and forth. The operation of the actuator 43 is controlled by the controller 60.

Next, the locking operation of the parking lock mechanism will be described. When the driver selects the select lever to the P range, an output corresponding to the P range is output from the position sensor of the sensor 61 to the controller 60. On the other hand, the controller 60 outputs a command signal for locking the left and right parking lock mechanisms 40. Accordingly, the recess 41a formed between the teeth 41b of the parking gear 41 shown in FIG. 7 from the state where the parking gear 41 and the parking pawl 42 in the non-operating state shown in FIG. The actuator 43 operates to move the parking rod 44 to the parking pole 42 side (forward movement side) so that the locked state in which the gears 42a mesh with each other. Then, the cam 44c pushes up the tip of the parking pole 42 from the lower side to the upper side, and at the same time, the parking pole 42 rotates around the pole shaft 42b. As shown in FIG. 7, when the convex portion 42a of the parking pole 42 contacts the tooth bottom surface of the concave portion 41a, the convex portion 42a meshes with the concave portion 41a, so that the parking lock mechanism 40 is locked. .

As a result, the rotation of the input gear shaft 23 is prohibited, and accordingly, the rotation of the intermediate gear shaft 24 and the output gear shaft 25 is prohibited. That is, the rotation of the front wheel 52 is restricted, and the vehicle stop state is maintained.

Further, as shown in FIG. 8, when the convex portion 42a of the parking pole 42 abuts on the teeth 41b of the parking gear 41 and the parking pole 42 rides up, the cam 44c resists the spring load of the coil spring 44d. Then, it slides back to the proximal end side rod 44b side to ensure escape from the stroke of the parking rod 44 (FIG. 9). Thereby, the convex part 42a of the parking pole 42 is not forcedly pressed against the teeth 41b, and the failure of the parking lock mechanism 40 is prevented. That is, when the convex portion 42a comes into contact with the teeth 41b, the parking gear 41 is slightly rotated in the direction of the arrow in the drawing so that the convex portion 42a and the concave portion 41a mesh with each other, whereby the parking lock mechanism 40 is locked. As a result, the rotation of the input gear shaft 23 is prohibited, and accordingly, the rotation of the intermediate gear shaft 24 and the output gear shaft 25 is prohibited. That is, the rotation of the front wheel 52 is restricted, and the vehicle stop state is maintained.

Next, the release operation of the parking lock mechanism 40 will be described. When the driver selects the select lever from the P range to another range, an output corresponding to a position other than the P range is output from the position sensor in the sensor 61 to the controller 60. On the other hand, the controller 60 outputs a release command signal to the parking lock mechanism 40. As a result, the actuator 43 returns the parking rod 44 to the original position from the locked state of the parking lock mechanism 40 described with reference to FIG. 7 to release the engagement between the convex portion 42a and the concave portion 41a, thereby causing the parking described with reference to FIG. The lock mechanism 40 is shifted to the released state. As a result, the front wheel 52 is unlocked and the vehicle can move.

As described above, in the present invention, in the two-motor vehicle drive device, the space on the inboard side of the input gear shaft 23 of the parallel gear shaft type reduction gears 2L, 2R can be utilized, and the size of the entire drive device is increased. The parking lock mechanism 40 can be installed without any problem. Furthermore, operating the left and right parking lock mechanisms 40 with one actuator 43 can prevent an increase in cost and reduce power consumption.

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.

1L, 1R:

Electric motor

2L, 2R:

Reducer

3L, 3R: Motor casing 11: Stator 12: Rotor 12a: Motor shaft 13: Seal member 14a: Rolling bearing 14b: Rolling bearing 15: Constant velocity joint 16: Intermediate shaft 20 : Reducer casing 20a: central casing 20bL: side casing 20bR: side casing 21: partition wall 21b: notch 23: input gear shaft 23a: input gear 24: intermediate gear shaft 24a: large diameter gear 24b: small diameter gear 25: output Gear shaft 25a: Output gear 40: Parking lock mechanism 41: Parking gear 41a: Concave portion 41b: Tooth 42: Parking pole 42a: Convex portion 42b: Pole shaft 43: Actuator 43a: Actuator rod 44 Parking rod 44a: tip side rod 44b: proximal side rod 44c: parking cam 44d: coil spring 45: torsion spring 51: Chassis 60: controller 61: sensor 62: Battery 63: Inverter

Claims

Two electric motors for independently driving the left and right drive wheels, and two reduction gears for individually reducing the rotational speed of the two electric motors and transmitting the power to the left and right drive wheels In the two-motor vehicle drive device in which the motor casings of the two electric motors are fixed to the left and right of the speed reducer casing that houses the two speed reducers in parallel in the left and right,
The speed reducer includes an input gear shaft having an input gear to which power is transmitted from a motor shaft, an output gear shaft having an output gear for transmitting a driving force to a drive wheel, and an input gear shaft and an output gear shaft. A parallel shaft gear reducer in which one or more intermediate gear shafts having intermediate gears provided are arranged in parallel, and a parking gear that can rotate integrally with the input gear shaft on the inboard side of the input gear shaft. A pair of parking poles are provided in each of the two speed reducers, and in a space on the inboard side of each input gear shaft. One actuator for operating a pair of parking rods by attaching a pair of parking rods for operating a pair of parking cams respectively contacting the poles to the reducer casing. A two-motor vehicle drive device, wherein a motor is attached to the reduction gear casing.
2. The two-motor vehicle drive according to claim 1, wherein the actuator includes an actuator rod that moves back and forth, and a rear end of the parking rod is bent in an L shape and connected to the actuator rod. apparatus.
The actuator rod moves back and forth in a direction orthogonal to the axial direction of the input gear shaft, and the parking rod moves back and forth in a direction orthogonal to the axial direction of the input gear shaft. The two-motor vehicle drive device according to claim 2.
4. The reduction gear casing according to claim 1, wherein the reduction gear casing is divided into left and right parts by a partition wall, and the parking pole is swingably attached to the partition wall. Motor vehicle drive device.
The speed reducer casing is provided with a window portion through which the actuator rod is inserted, and the partition wall is provided with a notch that allows the actuator rod to move back and forth. Item 5. The two-motor vehicle drive device according to Item 4.