阅读说明：本技术 左右轮驱动装置 (Left and right wheel driving device ) 是由 高桥直树 寺尾公伸 千叶元晴 于 2019-12-24 设计创作，主要内容包括：在具备驱动左右轮的两个电机(1、2)和将两个电机(1、2)的转矩差放大并分别传递至左右轮的齿轮机构(3)的左右轮驱动装置(10)中,两个电机(1、2)的各旋转轴(1A、2A)同轴地配置。左右轮驱动装置(10)具有：电机轴(11),与各旋转轴(1A、2A)同轴且位于各旋转轴(1A、2A)之间,安装有电机齿轮(21)；中间轴(12),与电机轴(11)平行地配置,且安装有与电机齿轮(21)啮合的第一中间齿轮(22)和比该第一中间齿轮小径的第二中间齿轮(23)；以及输出轴(13),与电机轴(11)平行地配置,且安装有与第二中间齿轮(23)啮合的输出齿轮(24)。在输出轴(13)的一端侧配置有齿轮机构(3),在其另一端侧配置有左右轮中的一方。(In a left-right wheel drive device (10) provided with two motors (1, 2) for driving left and right wheels and a gear mechanism (3) for amplifying the torque difference between the two motors (1, 2) and transmitting the amplified torque difference to the left and right wheels, the rotating shafts (1A, 2A) of the two motors (1, 2) are coaxially arranged. A left-right wheel drive device (10) is provided with: a motor shaft (11) which is coaxial with the rotating shafts (1A, 2A), is positioned between the rotating shafts (1A, 2A), and is provided with a motor gear (21); an intermediate shaft (12) which is disposed parallel to the motor shaft (11) and to which a first intermediate gear (22) that meshes with the motor gear (21) and a second intermediate gear (23) that is smaller in diameter than the first intermediate gear are attached; and an output shaft (13) which is arranged in parallel with the motor shaft (11) and to which an output gear (24) that meshes with the second intermediate gear (23) is attached. A gear mechanism (3) is disposed on one end side of the output shaft (13), and one of the left and right wheels is disposed on the other end side thereof.)

1. A left-right wheel driving device is provided with: a first motor and a second motor that drive left and right wheels of a vehicle; and a gear mechanism for amplifying a torque difference between the first motor and the second motor and transmitting the amplified torque difference to the left and right wheels, respectively, the left and right wheel driving apparatus being characterized in that,

the first motor and the second motor have respective rotation shafts coaxially arranged, and,

the left and right wheel drive device includes:

a motor shaft which is coaxial with the rotating shafts, is positioned between the rotating shafts and is provided with a motor gear;

an intermediate shaft disposed in parallel with the motor shaft and provided with a first intermediate gear engaged with the motor gear and a second intermediate gear smaller in diameter than the first intermediate gear; and

an output shaft disposed in parallel with the motor shaft and mounted with an output gear engaged with the second intermediate gear,

the gear mechanism is disposed on one end side of the output shaft, and one of the left and right wheels is disposed on the other end side of the output shaft.

2. Left and right wheel drive apparatus according to claim 1,

the motor shaft is located between the first motor and the second motor,

the second intermediate gear is disposed on the motor side of the first intermediate gear,

the gear mechanism is disposed between the output gear on the first motor side and the output gear on the second motor side.

3. Left and right wheel drive apparatus according to claim 1 or 2,

the intermediate shaft is disposed such that the first intermediate gear is located radially inward of outer peripheral surfaces of the first motor and the second motor when viewed from a side.

4. The left-right wheel driving device according to any one of claims 1 to 3,

the output shaft is configured such that a part of the output gear overlaps with the first motor and the second motor when viewed from a side.

5. The left-right wheel driving device according to any one of claims 1 to 4,

the intermediate shaft is disposed below the vehicle with respect to a virtual straight line connecting the motor shaft and the output shaft when viewed from the side.

6. The left-right wheel drive device according to any one of claims 1 to 5, comprising:

a housing that is coupled to each of motor housings of the first motor and the second motor and accommodates at least the motor shaft; and

an inlet provided at an upper portion of the housing for supplying oil to an inside of each of the motor housings and an inside of the housing,

the motor shaft is disposed between the first motor and the second motor,

the injection port is disposed in a space between the two motor housings.

7. The left-right wheel driving device according to any one of claims 1 to 6,

the output shaft is supported by two bearing shafts which are far away from each other and has a joint part arranged at the end part at the outer side in the vehicle width direction,

the joint portion is disposed on the vehicle width direction outer side than end surfaces of the first motor and the second motor.

Technical Field

The present invention relates to a left-right wheel drive device including two motors for driving left and right wheels of a vehicle and a gear mechanism for amplifying a torque difference between the motors and transmitting the amplified torque difference to the left and right wheels.

Background

Conventionally, there is known a vehicle provided with an amplification mechanism that amplifies and transmits a difference (torque difference) between two drive torques when transmitting the drive torques from two independent motors to right and left drive wheels. The provision of the amplification mechanism has an advantage of providing a large torque difference to the left and right wheels, and has a disadvantage of increasing the size of the entire drive device. For example, when two motors are disposed on an axle, it is difficult to avoid an increase in the vehicle width direction. Therefore, a vehicle drive device has been proposed which transmits a difference in drive torque from a motor to an amplification mechanism without disposing the motor on an axle (see, for example, patent document 1).

Documents of the prior art

Patent document

Patent document 1: japanese patent laid-open publication No. 2017-203503

Technical problem to be solved by the invention

However, in the configuration of the first embodiment (fig. 1, fig. 2, and the like) of patent document 1, the power transmission path from the motor to the left and right drive wheels is long, and there is a problem that downsizing is difficult. In the configurations of the second embodiment (fig. 7, 8, etc.) and the third embodiment (fig. 11, 12, etc.) of patent document 1 described above, although the power transmission path from the motor to the left and right drive wheels is shorter than that of the first embodiment, there is only one gear train for reducing the rotation speed of the motor (there is only one gear train of the counter gear), and there is room for improvement in order to transmit sufficient torque (torque difference) to the left and right wheels.

Disclosure of Invention

The present invention has been made in view of the above-mentioned problems, and an object thereof is to provide a small-sized drive device incorporating a reduction gear train for reducing the rotational speed of a motor and a gear mechanism for amplifying a torque difference between the two motors. The present invention is not limited to this object, and is also another object of the present invention, in which operational effects derived from configurations showing an embodiment for carrying out the present invention described later, effects that cannot be obtained by the conventional techniques, and the like.

Means for solving the problems

(1) The left and right wheel drive device disclosed herein includes: a first motor and a second motor that drive left and right wheels of a vehicle; and a gear mechanism that amplifies a torque difference between the first motor and the second motor and transmits the amplified torque difference to the left and right wheels, respectively. In the left-right wheel drive device, the first motor and the second motor are disposed coaxially with respect to each other. Further, the left and right wheel drive device includes: a motor shaft which is coaxial with the rotating shafts, is positioned between the rotating shafts and is provided with a motor gear; an intermediate shaft disposed in parallel with the motor shaft and provided with a first intermediate gear engaged with the motor gear and a second intermediate gear smaller in diameter than the first intermediate gear; and an output shaft disposed in parallel with the motor shaft and mounted with an output gear engaged with the second intermediate gear. The gear mechanism is disposed on one end side of the output shaft, and one of the left and right wheels is disposed on the other end side of the output shaft.

(2) Preferably, the motor shaft is located between the first motor and the second motor, the second intermediate gear is disposed on the motor side of the first intermediate gear, and the gear mechanism is disposed between the output gear on the first motor side and the output gear on the second motor side.

(3) Preferably, the intermediate shaft is disposed such that the first intermediate gear is located radially inward of outer peripheral surfaces of the first motor and the second motor when viewed from a side.

(4) Preferably, the output shaft is disposed such that a part of the output gear overlaps with the first motor and the second motor when viewed from a side.

(5) Preferably, the intermediate shaft is disposed below the vehicle with respect to a virtual straight line connecting the motor shaft and the output shaft when viewed from the side.

(6) Preferably, the left and right wheel drive device includes: a housing that is coupled to each of motor housings of the first motor and the second motor and accommodates at least the motor shaft; and an injection port provided at an upper portion of the casing, for supplying oil to an inside of each of the motor housings and an inside of the casing. In this case, it is preferable that the motor shaft is disposed between the first motor and the second motor, and the inlet is disposed in a space between the two motor housings.

(7) Preferably, the output shaft is pivotally supported by two bearings spaced apart from each other, and has a joint portion provided at an end portion on an outer side in the vehicle width direction, and the joint portion is disposed on the outer side in the vehicle width direction than end surfaces of the first motor and the second motor.

Effects of the invention

According to the left-right wheel drive device of the present invention, a small-sized left-right wheel drive device can be realized in which a reduction gear train for reducing the rotation speed of a motor and a gear mechanism having a torque difference amplification function are incorporated.

Drawings

Fig. 1 is a schematic diagram for explaining the structure of a left-right wheel drive device according to an embodiment.

Fig. 2 is a skeleton diagram illustrating a left-right wheel drive device according to an embodiment.

Fig. 3 is a sectional view taken along line a-a of fig. 1.

Fig. 4 is a skeleton diagram illustrating a left-right wheel drive device according to a modification.

Detailed Description

A left-right wheel drive device according to an embodiment will be described with reference to the drawings. The embodiments described below are merely examples, and various modifications and technical applications that are not explicitly described in the embodiments below are not intended to be excluded. The respective configurations of the present embodiment can be implemented by being variously modified within a range not departing from the gist thereof. Further, selection can be made as necessary, or appropriate combinations can be made.

[1. Structure ]

A left-right wheel drive apparatus (hereinafter referred to as "drive apparatus 10") according to the present embodiment is shown in fig. 1. The drive device 10 is a differential device for a vehicle having an AYC (active yaw control) function, and is interposed between left and right wheels. The AYC function is as follows: the yaw moment is adjusted by actively controlling the distribution ratio of the driving force (driving torque) to the left and right driving wheels, 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 drive torque to the left and right wheels to thereby cause the vehicle to run, and a function of passively absorbing a difference in rotational speed between the left and right wheels that occurs when the vehicle turns.

The drive device 10 includes: a first motor 1 and a second motor 2 for driving left and right wheels; a reduction gear train for reducing and transmitting the rotation speeds of the first motor 1 and the second motor 2; and a gear mechanism 3 that amplifies a torque difference between the first motor 1 and the second motor 2 and transmits the amplified torque difference to the left and right wheels, respectively. The first motor 1 is disposed on the left side of the vehicle, and the second motor 2 is disposed on the right side. The first motor 1 and the second motor 2 are ac motors driven by electric power of a battery, not shown, and preferably have substantially the same output characteristics. The torque of the left and right driving wheels is variable, and the torque difference between the first motor 1 and the second motor 2 is amplified in the gear mechanism 3 and transmitted to the left and right wheels, respectively.

The first motor 1 is provided with a rotor 1B and a stator 1C, the rotor 1B rotates integrally with a rotating shaft 1A, and the stator 1C is fixed to a motor housing 1D. Similarly, the second motor 2 is provided with a rotor 2B and a stator 2C, the rotor 2B rotates integrally with the rotating shaft 2A, and the stator 2C is fixed to the motor housing 2D. The first motor 1 and the second motor 2 are disposed facing each other with their two rotation shafts 1A, 2A apart from each other in a posture in which they extend in the vehicle width direction. The rotation shafts 1A and 2A are coaxially arranged so as to coincide with the rotation center C1.

The gear mechanism 3 has a function of amplifying the torque difference at a predetermined amplification factor, and is configured by, for example, a differential mechanism, a planetary gear mechanism, and the like. Fig. 2 shows an example of the gear mechanism 3 formed 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, and the torque from the second motor 2 is input to the ring gear 3R. The input element is provided to rotate integrally with an output gear 24 described later, and the output element is provided to rotate integrally with an output shaft 13 described later. 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 may be employed.

As shown in fig. 1 and 2, the drive device 10 of the present embodiment is provided with two sets of three shafts each arranged in parallel, and reduction gear trains for two-stage reduction are provided on these three shafts. Hereinafter, the three shafts are referred to as a motor shaft 11, an intermediate shaft 12, and an output shaft 13 in this order from the upstream side of the power transmission path from each of the motors 1 and 2 to the left and right wheels. Two shafts 11 to 13 are provided. As shown in fig. 1, the two motor shafts 11, the two intermediate shafts 12, and the two output shafts 13 located on the left and right sides are configured in the same manner (bilaterally symmetrical). The reduction gear rows provided on the shafts 11 to 13 are also configured in the same manner in the left-right direction (in a left-right symmetrical manner).

The motor shaft 11 is formed in a hollow cylindrical shape having a rotation center C1 and is positioned coaxially with the rotation shafts 1A and 2A of the left and right motors 1 and 2. The motor shaft 11 of the present embodiment is provided integrally with the rotary shafts 1A and 2A, but they may be provided separately and joined and connected. The motor gear 21 is mounted on 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 a bearing, not shown.

The intermediate shaft 12 is formed in a hollow cylindrical shape having a rotation center C2, and is disposed parallel to the motor shaft 11. A first intermediate gear 22 meshing with the motor gear 21 and a second intermediate gear 23 having a smaller diameter than the first intermediate gear 22 are attached to the intermediate shaft 12. The left second intermediate gear 23 is disposed on the first motor 1 side (left side) of the left first intermediate gear 22, and the right second intermediate gear 23 is disposed on the second motor 2 side (right side) of the right first intermediate gear 22. That is, the first intermediate gear 22 having a large diameter is disposed on the inner side in the vehicle width direction than the second intermediate gear 23 having a small diameter. Further, it is preferable that the intermediate gears 22 and 23 are disposed close to each other. Further, a first-stage reduction gear train is formed by the motor gear 21 and the first intermediate gear 22.

The intermediate shaft 12 is positioned between the first motor 1 and the second motor 2, and is rotatably supported by a bearing, not shown. As shown in fig. 3, the intermediate shaft 12 is disposed such that the first intermediate gear 22 is positioned radially inward of the outer peripheral surfaces 1f and 2f of the first motor 1 and the second motor 2 when viewed from the side. That is, the gears 22 and 23 on the intermediate shaft 12 completely overlap the motors 1 and 2 when viewed from the side of the vehicle. Further, the intermediate shaft 12 of the present embodiment is disposed below the vehicle as compared with a virtual straight line L (two-dot chain line) connecting the motor shaft 11 and the output shaft 13 when viewed from the side.

As shown in fig. 1, the output shaft 13 is formed in a hollow cylindrical shape having a rotation center C3, and is disposed in parallel with the motor shaft 11. An output gear 24 that meshes with the second intermediate gear 23 is attached to the output shaft 13. The second reduction gear train of the second stage is constituted by the second intermediate gear 23 and the output gear 24. The gears 21 to 24 are located on power transmission paths 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 having external teeth formed thereon, and the output gear 24 is attached to the output shaft 13 by slidably fitting the cylindrical portion 24b to a part of the outer peripheral surface of the output shaft 13. The output gear 24 is a helical gear having, for example, a helical rib, and is a gear having the largest diameter incorporated in the drive device 10.

The gear mechanism 3 is disposed on one end side (inside in the vehicle width direction) of the output shaft 13, and one of the left and right wheels is disposed on the other end side (outside in 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 disposed on the output shaft 13 provided with the left and right wheels, but are disposed offset from the output shaft 13. In fig. 1, the left and right wheels are not shown, and the joint portions 14 connected to the left and right wheels are shown.

The gear mechanism 3 is disposed between the output gear 24 on the first motor 1 side and the output gear 24 on the second motor 2 side. When the gear mechanism 3 is a planetary gear mechanism, the output element of the gear mechanism 3 and the output shaft 13 are provided to rotate integrally. For example, as shown in fig. 2, the output elements (the sun gear 3S2, the carrier 3C) of the gear mechanism 3 are provided to rotate integrally with the output shaft 13. The method of coupling the output shaft 13 and the gear mechanism 3 is not limited to the method shown in fig. 2.

As shown in fig. 1, the output shaft 13 is axially supported by two bearings 25, 26 that are distant from each other. The output shaft 13 of the present embodiment is supported rotatably with respect to the housing 15 by the cylindrical portion 24b externally fitted to the output shaft 13 being supported by the bearings 25 and 26. A bearing 25 on one end side (the inside in the vehicle width direction) is disposed close to the tooth portion 24a, and a bearing 26 on the other end side (the outside in the vehicle width direction) is disposed at an end portion of the cylindrical portion 24 b. In this way, the output shaft 13 is stabilized by widely securing the interval between the two bearings 25 and 26.

The joint portion 14 is provided at an outer end portion of the output shaft 13 in the vehicle width direction. The joint portion 14 of the present embodiment is disposed on the outer side in the vehicle width direction than the end surfaces 1e, 2e of the first motor 1 and the second motor 2. In other words, the length of the output shaft 13 is set such that the joint 14 is located outside the end surfaces 1e, 2e of the motors 1, 2 in the vehicle width direction. As shown in fig. 3, the output shaft 13 is disposed such that a part of the output gear 24 overlaps with the first motor 1 and the second motor 2 when viewed from the side.

As shown in fig. 1, the housing 15 of the present embodiment is coupled to the motor housings 1D and 2D of the first motor 1 and the second motor 2, and houses the shafts 11 to 13, the gear mechanism 3, and the like. The housing 15 may be integrated, or may be formed by combining a plurality of members. The upper surface of the casing 15 is located on the rotation center C1 side of the outer peripheral surfaces 1f, 2f of the motor housings 1D, 2D. Thus, the drive device 10 is provided with a recess 16, and the recess 16 is located between the first motor 1 and the second motor 2 and at an upper portion of the housing 15. The recess 16 is a portion that forms a space between the left and right motors 1 and 2, and may be recessed inward of the housing 15.

However, the rotors 1B and 2B and the stators 1C and 2C of the motors 1 and 2 generate heat as they operate, and therefore, cooling is required. Further, lubrication is required for smooth operation of the bearings supporting the shafts 11 to 13 and the bearings in the gear mechanism 3. Therefore, the drive device 10 is provided with an injection port 17 for injecting oil for cooling and lubrication, a path for guiding the injected oil to the motors 1 and 2 and the bearings, and a reservoir 18 for storing the oil.

Two injection ports 17 are provided in an upper portion of the casing 15, and the injection ports 17 are openings (inlets) into which oil is injected. The oil injected from each injection port 17 is supplied to the inside of each motor case 1D, 2D and the inside of the casing 15. The inlet 17 of the present embodiment is disposed in a space (inside the recess 16) between the two motor housings 1D and 2D, and is provided in a protrusion formed in the recess 16. Further, the oil injected from one of the two injection ports 17 is directed to the first electric machine 1 side (left side), and the oil injected from the other is directed to the second electric machine 2 side (right side). In fig. 1, the case where two injection ports 17 are arranged in parallel in the direction orthogonal to the paper surface is exemplified, but the two injection ports 17 may be arranged in parallel in the vehicle width direction.

In the drive device 10 of the present embodiment, the path for guiding oil is roughly divided into three paths. The first path mainly has a function of cooling the rotors 1B, 2B and the stators 1C, 2C of the motors 1, 2. The first path is constituted by, for example, an internal space of each of the rotary shafts 1A and 2A of the first motor 1 and the second motor 2 and a hole (not shown) formed in a plurality of portions of each of the rotary shafts 1A and 2A in a radial manner.

The second path mainly has a function of lubricating bearings supporting the shafts 11 to 13. The second path is constituted by, for example, a portion of the housing 15 located below the inlet 17 and an opening (not shown) formed in a slit shape in each motor shaft 11. The third path mainly has a function of lubricating the bearings in the gear mechanism 3. The third path is constituted by, for example, a hole (not shown) penetrating the output shaft 13 in the radial direction and a gap extending in the axial direction between the output shaft 13 and the cylindrical portion 24 b. In addition, the structure of the path for guiding the oil is not limited thereto.

The reservoir 18 is a container-shaped portion provided at a lower portion of the casing 15 and configured to store oil falling downward. The reservoir 18 is provided with a suction port (not shown), and the suction port is connected to an oil passage (not shown). The oil in the reservoir 18 is sucked to the outside through the suction port, and is again injected from the injection port 17 through an oil pump and an oil cooler (both not shown) attached to the oil passage.

[2. action, Effect ]

(1) In the above-described drive device 10, since the left and right motors 1 and 2 are not disposed on the output shaft 13 (disposed offset from the output shaft 13), the vehicle width direction dimension of the drive device 10 can be reduced as compared with a configuration in which the left and right motors are disposed on the output shaft. Further, since the three-shaft structure is such that the two intermediate gears 22 and 23 are attached to the intermediate shaft 12 and the motor shaft 11, the intermediate shaft 12, and the output shaft 13 are disposed in parallel, it is possible to realize the small-sized drive device 10 in which the reduction gear train for reducing the rotational speeds of the motors 1 and 2 and the gear mechanism 3 having the torque difference amplification function are incorporated.

(2) In the above-described drive device 10, the second intermediate gear 23 having a small diameter of the two intermediate gears 22 and 23 provided on the intermediate shaft 12 is disposed on the motor 1 or 2 side (on the outer side in the vehicle width direction), and therefore, the left and right output gears 24 meshing with these second intermediate gears 23 are disposed with a space therebetween. Further, since the gear mechanism 3 is disposed in the space between the left and right output gears 24, the output gears 24 and the gear mechanism 3 can be disposed close to each other. Therefore, the drive device 10 can be further miniaturized.

(3) The intermediate shaft 12 is disposed such that the first intermediate gear 22 having a large diameter is positioned radially inward of the outer peripheral surfaces 1f and 2f of the left and right motors 1 and 2 when viewed from the side. That is, the intermediate shaft 12 and the two intermediate gears 22 and 23 attached to the counter shaft 12 are all housed within the diameter of the motors 1 and 2. Therefore, the drive device 10 can be further miniaturized.

(4) The output shaft 13 is disposed such that a part of the output gear 24 overlaps both of the left and right motors 1 and 2 when viewed from the side. That is, since the output shaft 13 is disposed so that the intermediate shaft 12 and the output gear 24 are close to each other, the drive device 10 can be further downsized.

(5) The intermediate shaft 12 is disposed below the vehicle when viewed from the side, compared to a virtual straight line L (two-dot chain line in fig. 3) connecting the motor shaft 11 and the output shaft 13. By offsetting the intermediate shaft 12 from the straight line L in this way, the drive device 10 can be made smaller, and further, by disposing the intermediate shaft 12 downward, oil can be easily supplied to the bearings that support the intermediate shaft 12, and lubrication performance can be improved.

(6) In the above-described drive device 10, since the inlet 17 in the upper portion of the housing 15 is disposed in the space (the recess 16) between the two motor housings 1D and 2D, the dead space can be effectively utilized, and a contribution can be made to downsizing of the drive device 10. Further, by providing the inlet 17 at the upper portion of the casing 15, oil can be supplied into the casing 15 and the motor housings 1D and 2D by gravity, and the lubrication performance can be improved.

(7) The output shaft 13 is supported by two bearings 25 and 26 that are spaced apart from each other, and a joint 14 provided at an end of the output shaft 13 is disposed outside the end surfaces 1e and 2e of the motors 1 and 2 in the vehicle width direction. This can ensure a wide distance between the two bearings 25 and 26, and thus can stabilize the output shaft 13. Further, the joint portion 14 does not interfere with each of the motors 1, 2. Therefore, the driving device 10 can be downsized and interference of the output shaft 13 can be prevented.

[3. modification ]

The configuration of the driving device 10 is an example, and is not limited to the above. For example, the intermediate shaft 12 may be disposed above a straight line L connecting the motor shaft 11 and the output shaft 13 when viewed from the side, and the counter shaft 12 may be disposed so that a part of the two intermediate gears 22 and 23 does not overlap with the motors 1 and 2. In addition, the output shaft 13 may be arranged so that the output gear 24 does not overlap with the motors 1 and 2. The arrangement of the two intermediate gears 22 and 23 may be reversed from the above (the first intermediate gear 22 having a large diameter may be disposed on the side of the motors 1 and 2). In addition, the case where the motor shaft 11, the intermediate shaft 12, and the output shaft 13 are all hollow is exemplified, but the shape of each of the shafts 11 to 13 is not particularly limited.

In the above-described driving apparatus 10, the left and right motors 1 and 2 are arranged to face each other so as to be separated from each other such that the motor shafts 11 are arranged between the left and right motors 1 and 2, but the arrangement of the motors 1 and 2 is not limited to this. For example, as shown in fig. 4, the motor shaft 11 and the intermediate shaft 12 may be disposed on the vehicle width direction outer sides of the left and right motors 1, 2. In the gear mechanism 3' in this case, the right output gear 24 is provided separately from the ring gear 3R, and a cylindrical portion is provided to connect these.

In the drive device 10 ', as in the above-described embodiment, the left and right motors 1 and 2 are not arranged on the output shaft 13, and therefore the vehicle width direction dimension of the drive device 10' can be reduced. Further, since the three-shaft structure is such that the two intermediate gears 22 and 23 are attached to the intermediate shaft 12 and the motor shaft 11, the intermediate shaft 12, and the output shaft 13 are all disposed in parallel, it is possible to realize the small-sized drive device 10 'in which the reduction gear train for reducing the rotational speeds of the motors 1 and 2 and the gear mechanism 3' having the torque difference amplification function are incorporated.

The shape of the housing 15 and the arrangement of the inlet 17 are not particularly limited, but when the housing 15 is not an integral but a divided structure, the inlet 17 is preferably provided at least in the housing (casing) that houses the motor shaft 11. The path of the oil supplied from the inlet 17 into the casing 15 and the motor housings 1D and 2D is not limited to the above-described path. The output shaft 13 may have a dimension in the vehicle width direction set such that the joint 14 is located inward in the vehicle width direction from the end surfaces 1e and 2e of the motors 1 and 2.

Description of the symbols

1 first electric machine

1A rotating shaft

1D Motor housing

1e end face

1f outer peripheral surface

2 second electric machine

2A rotating shaft

2D Motor housing

2e end face

2f outer peripheral surface

3. 3' gear mechanism

10. 10' driving device (left and right wheel driving device)

11 Motor shaft

12 middle shaft

13 output shaft

14 joint part

15 casing

16 concave part

17 sprue

21 motor gear

22 first intermediate gear

23 second intermediate gear

24 output gear