+

WO2018100988A1 - Dispositif de transmission destiné à un véhicule - Google Patents

Dispositif de transmission destiné à un véhicule Download PDF

Info

Publication number
WO2018100988A1
WO2018100988A1 PCT/JP2017/040228 JP2017040228W WO2018100988A1 WO 2018100988 A1 WO2018100988 A1 WO 2018100988A1 JP 2017040228 W JP2017040228 W JP 2017040228W WO 2018100988 A1 WO2018100988 A1 WO 2018100988A1
Authority
WO
WIPO (PCT)
Prior art keywords
shaft
eccentric
gear
input shaft
external gear
Prior art date
Application number
PCT/JP2017/040228
Other languages
English (en)
Japanese (ja)
Inventor
右典 新庄
Original Assignee
武蔵精密工業株式会社
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by 武蔵精密工業株式会社 filed Critical 武蔵精密工業株式会社
Publication of WO2018100988A1 publication Critical patent/WO2018100988A1/fr

Links

Images

Classifications

    • 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
    • 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
    • B60K17/16—Arrangement or mounting of transmissions in vehicles characterised by arrangement, location or kind of gearing of differential gearing
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H1/00—Toothed gearings for conveying rotary motion
    • F16H1/28—Toothed gearings for conveying rotary motion with gears having orbital motion
    • F16H1/32—Toothed gearings for conveying rotary motion with gears having orbital motion in which the central axis of the gearing lies inside the periphery of an orbital gear
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H48/00—Differential gearings
    • F16H48/06—Differential gearings with gears having orbital motion
    • F16H48/08—Differential gearings with gears having orbital motion comprising bevel gears
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H48/00—Differential gearings
    • F16H48/38—Constructional details
    • F16H48/40—Constructional details characterised by features of the rotating cases
    • H—ELECTRICITY
    • H02—GENERATION; CONVERSION OR DISTRIBUTION OF ELECTRIC POWER
    • H02K—DYNAMO-ELECTRIC MACHINES
    • H02K7/00—Arrangements for handling mechanical energy structurally associated with dynamo-electric machines, e.g. structural association with mechanical driving motors or auxiliary dynamo-electric machines
    • H02K7/10—Structural association with clutches, brakes, gears, pulleys or mechanical starters
    • H02K7/116—Structural association with clutches, brakes, gears, pulleys or mechanical starters with gears

Definitions

  • the present invention relates to a transmission device for a vehicle including a reduction gear and a differential.
  • a reduction gear to which rotational power is input from a prime mover, and a differential device that receives the output power of the reduction gear and distributes it to a pair of drive shafts of the vehicle
  • the drive shafts are arranged so as to be concentrically arranged in the hollow input shaft, and the speed reducer is eccentrically formed on the input shaft with a larger diameter than the drive shaft, and is rotatable about the eccentric shaft.
  • an external gear that is fixed to a gear case that accommodates the speed reducer and the differential gear at a position concentric with the input shaft and meshes with the external gear.
  • the eccentric shaft is simply raised from the outer peripheral surface of the intermediate portion of the input shaft. Therefore, the thickness of the eccentric shaft is the amount of the raised portion of the hollow input shaft. It is larger than the thickness. For this reason, the eccentric shaft has a large weight and a large rotational unbalance amount. When a balance weight that balances the rotational unbalance amount is added to the input shaft, an increase in the weight of the balance weight can be avoided. It will hinder the weight reduction of the transmission.
  • the present invention has been made in view of such circumstances, and an object of the present invention is to provide a vehicle transmission device in which the amount of rotational unbalance is reduced by reducing the weight of the eccentric shaft.
  • a speed reducer to which rotational power is input from a prime mover and a differential device that receives the output power of the speed reducer and distributes it to a pair of drive shafts of a vehicle are provided.
  • the drive shafts are arranged so as to be concentrically arranged, and the speed reducer has an eccentric shaft formed on the input shaft with a larger diameter, and an eccentric shaft.
  • a vehicle having an external gear that is rotatably supported, and an internal gear that is fixed to a gear case that houses the speed reducer and the differential device at a position concentric with the input shaft and meshes with the external gear.
  • the transmission device is characterized in that the eccentric shaft is provided with a recess having a diameter larger than that of the hollow portion of the input shaft and continuing to the hollow portion.
  • the prime mover corresponds to an electric motor M in the embodiments described later.
  • the recess is eccentric in the same direction as the eccentric shaft with respect to the axis of the input shaft.
  • both side portions of the differential device supporting the pair of drive shafts are supported by the gear case, while one end portion of the input shaft is more than the difference between the support portion of the gear case supporting the input shaft.
  • the eccentric shaft is provided at the exposed one end portion, and the concave portion is provided so as to open to the end surface of the eccentric shaft on the differential device side.
  • the eccentric shaft occupies an eccentric end wall extending in a radial direction from the outer peripheral surface of the input shaft, and is located in a position offset from the axis of the input shaft and connected to the outer peripheral end of the eccentric end wall. And a balance weight extending in the opposite direction to the eccentric direction of the eccentric cylindrical shaft.
  • the speed reducer includes a first reduction gear train having a first external gear as the external gear and a first internal gear as the internal gear, and the first external gear is coaxial with the first reduction gear train.
  • the second external gear coupled above, the second internal gear meshing with the second external gear, and the second internal gear coaxially coupled to it and concentric with the one drive shaft And an output shaft that rotationally drives the differential device.
  • the eccentric shaft is provided with a recess having a diameter larger than that of the hollow portion of the input shaft and continuing to the hollow portion, so that the thickness of the eccentric shaft approaches the thickness of the hollow input shaft, or more than that. It is possible to reduce the thickness of the eccentric shaft, thereby providing a vehicle transmission device that effectively reduces the rotational unbalance amount of the eccentric shaft.
  • the concave portion is decentered in the same direction as the eccentric shaft with respect to the axis of the input shaft, thereby effectively reducing the weight of the eccentric shaft and further reducing the rotational unbalance amount of the eccentric shaft. Can be planned.
  • the support structure for the differential device and the input shaft is separated, so that the eccentric shaft and the eccentric shaft at one end of the input shaft exposed to the differential device side from the support portion of the gear case are separated.
  • a recess opening in the end face can be easily provided.
  • a balance weight extending in a direction opposite to the eccentric direction of the eccentric cylinder shaft is connected to the eccentric end wall that supports the eccentric cylinder shaft in the eccentric shaft, so that the center of gravity of the eccentric shaft and the center of gravity of the balance weight are provided.
  • the distance in the direction along the axis of the input shaft can be made as small as possible, and the generation of couples at the time of rotational balance can be suppressed as much as possible to obtain a transmission device with less vibration.
  • the planetary motion of the first external gear can be transmitted to the output shaft concentrically with the drive shaft as a simple rotational motion, and the differential can be driven to rotate. Since the shaft does not need to precess, vibrations can be suppressed.
  • the speed reducer includes a first reduction gear train having a first external gear and a first internal gear, and a reduction function in two stages by a second reduction gear train having a second external gear and a first internal gear. Therefore, the prime mover can be downsized by increasing the reduction ratio.
  • FIG. 2 is a sectional view taken along line 2-2 of FIG.
  • FIG. 3 is a sectional view taken along line 3-3 in FIG. 1.
  • the perspective view of the input shaft in the reduction gear in FIG. The assembly point explanatory drawing of the transmission device in FIG.
  • the power unit P is mounted on the lower part of the vehicle body, and includes an electric motor M, a speed reducer R that decelerates and outputs rotational power input from the electric motor M, and the speed reducer.
  • a differential device D that distributes and transmits the output power of R to the pair of left and right first and second drive shafts S1 and S2 is sequentially arranged on the main axis X1, and the first and second drive shafts are arranged.
  • the left and right drive wheels of the vehicle are driven by the rotation of S1 and S2.
  • the reduction gear R and the differential device D correspond to the transmission device of the present invention, and these are accommodated in the gear case 1.
  • the gear case 1 is separably coupled to a later-described bearing bracket 5 of the electric motor M and accommodates a reduction gear R, and is separably coupled to the first case 1a to connect the differential device D. It consists of the 2nd case 1b to accommodate.
  • a plurality of first bolts 6A are used for coupling the first case 1a to the bearing bracket 5, and a plurality of second bolts 6B are used for coupling the first and second cases 1a, 1b.
  • an electric motor M includes a bottomed cylindrical motor case 2 having a bearing end wall 2a at one end and an open surface at the other end, a stator 3 housed and fixed in the motor case 2,
  • An input shaft 8 of a reduction gear R that penetrates the rotor 4 in the center, and is a known one that includes a rotor 4 that is rotatably disposed in the stator 3 and a bearing bracket 5 that closes an open surface of the motor case 2. Is fixed.
  • the input shaft 8 is supported by the bearing end wall 2a and the bearing bracket 5 via a pair of left and right first and second bearings 9A and 9B so as to be rotatable and immovable in the axial direction. Since the bearing bracket 5 closes the open end of the first case 1a, it also serves as a part of the gear case 1.
  • the reduction gear R will be described.
  • the input shaft 8 of the reduction gear R has a hollow portion 8a that penetrates the center portion thereof, and the first drive shaft S1 passes through the hollow portion 8a.
  • the input shaft 8, the first and second drive shafts S1, S2, and the output shaft 16, which will be described later, are disposed on the main axis X1.
  • One end portion of the input shaft 8 on the differential device D side is exposed from the bearing bracket 5 as a free end portion, and the one end portion is offset by a predetermined distance e from the axis of the input shaft 8, that is, the main axis X1.
  • the eccentric shaft 12 (see FIGS. 1, 2 and 4) having the eccentric axis X2 as a center is continuously provided.
  • the reduction gear R includes the input shaft 8 having the eccentric shaft 12, the first reduction gear train 13, the second reduction gear train 14 and the output shaft 16 as described above.
  • a first reduction gear train 13 (see FIGS. 1 and 2) is supported on the eccentric shaft 12 through a pair of left and right third and fourth bearings 9C and 9D so as to be rotatable and immovable in the axial direction.
  • a tooth gear 13a and a first internal gear 13b that is sandwiched and fixed between the bearing bracket 5 and the first case 1a so as to be meshed with the first external gear 13a and arranged coaxially with the input shaft 8.
  • the number of teeth of the first internal gear 13b is greater than the number of teeth of the first external gear 13a.
  • a second reduction gear train 14 (see FIGS.
  • the boss of the small-diameter second external gear 14a is supported by the third and fourth bearings 9C and 9D, and the large-diameter first external gear 13a is fixed to the boss by press fitting, welding, caulking, or the like. This makes it easier to machine the gear teeth.
  • the output shaft 16 includes a hollow cylindrical shaft 16a and an annular bracket 16b extending radially from the left end portion of the cylindrical shaft 16a, and the second internal gear 14b is coaxial with the cylindrical shaft 16a.
  • the cylindrical shaft 16a is supported by the first case 1a through the fifth bearing 9E so that the outer periphery of the cylindrical shaft 16a is disposed on the main axis X1, and thereby the second internal gear 14b is also disposed on the main axis X1.
  • a female spline 17 is provided on the inner periphery of the right end portion of the cylindrical shaft 16a.
  • the female spline 17 and a male spline 18 (to be described later) of the differential device D are detachably engaged.
  • the eccentric shaft 12 will be described in detail with reference to FIGS.
  • the eccentric shaft 12 extends in the radial direction from the outer periphery of the input shaft 8 and is adjacent to the bearing bracket 5, and the eccentric shaft 12 extends in the axial direction from the outer peripheral end of the eccentric end wall 12a toward the differential device D in the axial direction.
  • the hollow portion 8a opened on the differential device D side of the eccentric cylindrical shaft 12b is connected to the hollow portion 8a of the input shaft 8 and the hollow portion.
  • the recess 12c has a diameter larger than 8a.
  • the concave portion 12c is also decentered in the same direction as the eccentric cylindrical shaft 12b with respect to the main axis X1, and is preferably concentric with the eccentric cylindrical shaft 12b as shown in the drawing.
  • the first drive shaft S1 passes through the recess 12c.
  • one of the inner peripheral surfaces of the eccentric cylindrical shaft 12b is close to the first drive shaft S1, but on the other side, it is far away from the first drive shaft S1, and there A large space except for can be seen.
  • a balance weight 20 (see FIGS. 1 and 4) extending in the radial direction opposite to the eccentric axis X2 across the main axis X1 is integrally connected to the eccentric end wall 12a.
  • a bent portion 20a is provided to enter the space 21 between the teeth that the first external gear 13a and the first internal gear 13b do not mesh with each other.
  • the balance weight 20 includes a centrifugal force acting on the center of gravity G1 of the eccentric rotating body composed of the eccentric shaft 12 and the first and second external gears 13a and 14a supported by the eccentric shaft 12, and the balance weight.
  • the weight is set so that the centrifugal force acting on the center of gravity G2 of 20 is balanced as much as possible. Thereby, the rotation imbalance amount by the eccentric rotating body can be reduced or made zero.
  • the balance weight 20 is extended from the eccentric end wall 12a as described above, and the space 21 between the teeth that the first external gear 13a and the first internal gear 13b are not meshed with each other is used.
  • the rotational radius of the center of gravity G2 of the balance weight 20 is increased as much as possible (by increasing the rotational radius of the center of gravity G2, the centrifugal force acting on the center of gravity G2 is increased, thereby reducing the weight of the balance weight 20.
  • the deviation s along the main axis X1 between the centroids G1 and G2 is made as small as possible so that the centrifugal force acting on the centroids G1 and G2 when the input shaft 8 rotates is coupled to the input shaft 8 Can be kept small.
  • the differential device D will be described.
  • the differential device D includes a spherical differential case 25 centered on the main axis X1 and a known bevel gear type differential mechanism 26 accommodated in the differential case 25.
  • the first and second drive shafts S1 and S2 are splined to the first and second side gears 26a and 26b, respectively, so that they can be inserted and removed.
  • the differential case 25 is integrally provided with a pair of first and second bearing bosses 25a and 25b that protrude outward from the left and right side walls of the differential case 25 on the main axis X1, and thereby, the first and second drive shafts S1 are provided. , S2 are rotatably supported.
  • the differential case 25 is integrally provided with an annular input boss 25c that protrudes to the left from the outer peripheral portion of the outer wall of the differential case 25 so as to be concentrically aligned with the first bearing boss 25a.
  • the male spline 18 carved on the outer periphery of the input boss 25c and the female spline 17 of the output shaft 16 are engaged with each other so as to be inserted and removed.
  • An annular support member 27 is fixed to the inner peripheral surface of the output shaft 16 by press-fitting or the like, and the first bearing boss 25a is removably fitted to the inner periphery of the support member 27.
  • the support member 27 and the fifth bearing 9E for supporting the output shaft 16 on the first case 1a are arranged concentrically so as to be aligned on a plane A orthogonal to the main axis X1.
  • the first bearing boss 25a of the differential case 25 is supported by the fifth bearing 9E together with the output shaft 16. This means that the support portion of the output shaft 16 and the support portion of the first bearing boss 25a overlap in the radial direction, which can contribute to a compact transmission device.
  • the load that the first bearing boss 25a exerts on the fifth bearing 9E is a simple radial load, which can contribute to the improvement of the durability of the fifth bearing 9E.
  • the second bearing boss 25b of the differential case 25 is rotatably supported by the second case 1b via a sixth bearing 9F.
  • the first drive shaft S1 is rotatably supported on the bearing end wall 2a of the motor case 2 via a seventh bearing 9G.
  • the span between the first bearing boss 25a supporting the first drive shaft S1 and the seventh bearing 9G is relatively long, but the first drive shaft S1 has an inner peripheral surface close to the second bearing 9B.
  • the bearing portion 28 that rotatably receives the outer peripheral surface of the shaft S1 is integrally formed to prevent the middle portion of the first drive shaft S1 from swinging.
  • reference numerals 30A to 30C all denote oil seals. With these oil seals, the interiors of the motor case 2 and the gear case 1 are individually sealed.
  • the integrated differential case 25 is provided with a work window (not shown) for incorporating the components of the differential mechanism 26, and the lubricating oil is exchanged between the gear case 1 and the differential case 25 through the work window. It has come to be. Next, the operation of the above embodiment will be described.
  • the second external gear 14a integrated with the first external gear 13a also rotates at the same time, whereby the output shaft 16 is driven to decelerate via the second internal gear 14b.
  • the reduction ratio ⁇ 2 between the second external gear 14a and the second internal gear 14b at this time can be expressed by the following equation.
  • ⁇ 2 Z4 (Z1 ⁇ Z2) / (Z1 ⁇ Z4 ⁇ Z2 ⁇ Z3)
  • Z3 ... Number of teeth of the second external gear 14a Z4 ... Number of teeth of the second internal gear 14b Therefore, the total reduction ratio ⁇ between the input shaft 8 and the output shaft 16 can be expressed by the following equation. it can.
  • the rotational power input from the electric motor M to the input shaft 8 includes the first reduction gear train 13 including the first external gear 13a and the first internal gear 13b, the second external gear 14a, and the second external gear 14a. Since the second reduction gear train 14 composed of the two internal gears 14b is decelerated in two stages and transmitted to the output shaft 16, a large reduction ratio can be obtained, and the electric motor M can be reduced in capacity and thus reduced in size. Is possible.
  • the output shaft 16 of the speed reducer R simply rotates on the main axis X1 without precessing, so that the second external gear 14a and the second internal gear are transmitted during transmission.
  • the occurrence of vibration and noise can be suppressed by minimizing the backlash of the engaging portion of 14b and the engaging portion of the female spline 17 and the male spline 18.
  • the input shaft 8, the output shaft 16, and the drive shafts S1 and S2 can be arranged on the same main axis X1, and an intermediate shaft greatly separated from them is not required.
  • the power unit P can be made compact.
  • the output end of the hollow output shaft 16 is connected to the input boss 25c that protrudes from the outer peripheral portion of the outer peripheral wall of the differential case 25 and has the largest possible diameter via the female spline 17 and the male spline 18, so that the output shaft A large torque can be transmitted from 16 to the differential case 25, and side thrust can be avoided from acting on the differential case 25, thereby reducing the load burden on the fifth and sixth bearings 9E and 9F that support the differential case 25. . Further, since excessive side thrust does not act on the differential case 25, the rigidity of the differential case 25 can be reduced, that is, the thickness and weight can be reduced.
  • the output shaft 16 is not obstructed by the second external gear 14a and the female spline 17 at both ends of the output shaft 16.
  • the shaft 16 can be stably supported, and a quiet transmission from the output shaft 16 to the differential case 25 can be secured.
  • the eccentric shaft 12 of the input shaft 8 is connected to the hollow portion 8a of the input shaft 8 and is provided with a concave portion 12c having a diameter larger than that of the hollow portion 8a. It becomes possible to make it close to the wall thickness or thinner than that, and the eccentric shaft 12 can be reduced in weight.
  • decentering the recess 12c in the same direction as the eccentric shaft 12 with respect to the main axis X1 contributes to an effective weight reduction of the eccentric shaft 12, and the recess 12c is concentric with the eccentric shaft 12.
  • Eccentricity is effective for reducing the weight of the eccentric shaft 12 and ensuring the strength of the eccentric shaft 12 by making the thickness of the eccentric shaft 12 uniform. Such weight reduction of the eccentric shaft 12 can effectively reduce the rotational unbalance amount, and as a result, the balance weight 20 can be reduced in weight.
  • the input shaft 8 is individually supported by the bearing bracket 5 of the electric motor M, and the first and second bearing bosses 25a and 25b of the differential case 25 are individually supported by the gear case 1, and the input shaft 8 has one end on the differential device D side.
  • the portion is a free end exposed from the bearing bracket 5, and the eccentric shaft 12 with the recess 12 c is provided at the free end, so that the eccentric shaft 12 with the recess 12 c can be easily processed or molded together with the input shaft 8. be able to.
  • the first and second external gears 13a and 14a are attached to the eccentric shaft 12 of the input shaft 8, and the rotor 4 and the bearing bracket of the electric motor M are attached to the input shaft 8. 5 is attached. Thereafter, the rotor 4 is accommodated in the stator 3, the left end portion of the input shaft 8 is supported on the bearing end wall 2a of the motor case 2, and the bearing bracket 5 is overlaid on the open end surface of the motor case 2, and the bearing bracket 5 is overlapped with the first internal gear 13b meshed with the first external gear 13a.
  • the second internal gear 14b fixed to the output shaft 16 is engaged with the second external gear 14a, and the first case 1a is moved.
  • the bearing bracket 5, the first internal gear 13b, and the first case 1a are overlapped on the outer end surface of the first internal gear 13b and fastened to the motor case 2 by a plurality of first bolts 6A.
  • the first assembly B1 is assembled.
  • the second bearing boss 25b of the differential case 25 is attached to the second case 1b to assemble the second assembly B2.
  • the male spline 18 of the input boss 25c of the differential case 25 in the second assembly B2 is engaged with the female spline 17 of the output shaft 16 in the first assembly B1, and the first bearing of the differential case 25 is engaged with the support member 27. While the boss 25a is fitted, the second case 1b is fastened and fixed to the first case 1a with a plurality of second bolts 6B, and the assembly of the power unit P is completed.
  • the first assembly B1 including the electric motor M and the reduction gear R and the second assembly B2 including the differential device D are assembled in parallel, and finally the first and second cases 1a and 1b are assembled.
  • the power unit P can be assembled efficiently. Therefore, since the power unit P, in particular, the reduction gear R and the differential device D can be easily disassembled, the maintainability is also improved.
  • the first and second drive shafts S1 and S2 are applied to the first and second side gears 26a and 26b of the differential device D. Are fitted with splines.
  • the transmission device of the present invention can be applied to the front wheel and rear wheel drive of a four-wheel drive vehicle.
  • various tooth forms such as a cycloid tooth shape or an arc tooth shape can be adopted as the external gear and the internal gear, and a variety of types such as a planetary gear type can be used as the differential device D. It can also be adopted.
  • An internal combustion engine may be employed instead of the electric motor M.
  • a dog clutch can be used instead of the female spline 17 and the male spline 18.
  • D Differential gear, M ... Electric motor (motor), R ... Reducer, S1 ... First drive shaft, S2 ... Second drive shaft, 1 ... Gear case, 8 ... Input shaft, 12 ..Eccentric shaft, 12a ..Eccentric end wall, 12b ..Eccentric cylindrical shaft, 12c ..Recess, 13 ..First reduction gear train, 13a ..First external gear, 13b ..First internal gear 14, second reduction gear train, 14a, second external gear, 14b, second internal gear, 16, output shaft

Landscapes

  • Engineering & Computer Science (AREA)
  • General Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Transportation (AREA)
  • Power Engineering (AREA)
  • Retarders (AREA)
  • Motor Power Transmission Devices (AREA)
  • Electric Propulsion And Braking For Vehicles (AREA)
  • Connection Of Motors, Electrical Generators, Mechanical Devices, And The Like (AREA)

Abstract

Selon la présente invention, un réducteur (R) et un dispositif différentiel (D) sont alignés de sorte qu'un arbre de transmission (S1) qui fait saillie à partir du dispositif différentiel (D) soit disposé de manière concentrique à l'intérieur d'un arbre d'entrée creux (8) du réducteur (R). Le réducteur (R) comprend : un arbre à excentrique (12) qui est formé sur l'arbre d'entrée et qui possède un diamètre plus grand que celui de l'arbre d'entrée (8) ; une roue à denture extérieure (13a) qui est portée en rotation par l'arbre à excentrique (12) ; une roue à denture intérieure (13b) qui est fixée à un carter de boîte de vitesses (1) de manière à être concentrique par rapport à l'arbre d'entrée (8) et qui vient en prise avec la roue à denture extérieure (13a). Un évidement (12c) qui possède un diamètre plus grand qu'un creux (8a) dans l'arbre d'entrée (8) et qui est continu avec le creux (8a) est disposé dans l'arbre à excentrique (12).
PCT/JP2017/040228 2016-11-29 2017-11-08 Dispositif de transmission destiné à un véhicule WO2018100988A1 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
JP2016-231384 2016-11-29
JP2016231384A JP2018087607A (ja) 2016-11-29 2016-11-29 車両の伝動装置

Publications (1)

Publication Number Publication Date
WO2018100988A1 true WO2018100988A1 (fr) 2018-06-07

Family

ID=62242047

Family Applications (1)

Application Number Title Priority Date Filing Date
PCT/JP2017/040228 WO2018100988A1 (fr) 2016-11-29 2017-11-08 Dispositif de transmission destiné à un véhicule

Country Status (2)

Country Link
JP (1) JP2018087607A (fr)
WO (1) WO2018100988A1 (fr)

Citations (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JPH01312250A (ja) * 1988-02-05 1989-12-18 Sumitomo Heavy Ind Ltd 内接噛合形遊星歯車減速機を使用した差動歯車装置
JP2013213575A (ja) * 2012-03-06 2013-10-17 Jtekt Corp 減速機構及びこれを備えたモータ回転力伝達装置

Patent Citations (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JPH01312250A (ja) * 1988-02-05 1989-12-18 Sumitomo Heavy Ind Ltd 内接噛合形遊星歯車減速機を使用した差動歯車装置
JP2013213575A (ja) * 2012-03-06 2013-10-17 Jtekt Corp 減速機構及びこれを備えたモータ回転力伝達装置

Also Published As

Publication number Publication date
JP2018087607A (ja) 2018-06-07

Similar Documents

Publication Publication Date Title
JP6513658B2 (ja) 差動装置
JP2007046730A (ja) 減速装置
WO2016006117A1 (fr) Dispositif d'entraînement final
JP6904214B2 (ja) 車両用駆動装置
CN111120583A (zh) 减速装置及机电设备
JPWO2019235537A1 (ja) 回転電機及び回転電機を備えた車両用駆動装置
WO2017094796A1 (fr) Dispositif de transmission et dispositif différentiel
US6726591B2 (en) Four-wheel drive system for vehicles
JP2016031081A (ja) 差動装置
JP2007078010A (ja) 産業用ロボットの旋回部構造
JP4185116B2 (ja) ギヤドモータ及びロボット用ギヤドモータ
JP2014084000A (ja) 車両用駆動装置
US12158195B2 (en) Reduction gear
WO2018100988A1 (fr) Dispositif de transmission destiné à un véhicule
JP6407678B2 (ja) 動力伝達装置
WO2018100987A1 (fr) Dispositif de transmission pour véhicule
JP4219320B2 (ja) ロボットの旋回部構造
JP2008014500A5 (fr)
JP2008014500A (ja) 減速装置
JP2017094798A (ja) ２モータ車両駆動装置
JP2008025846A5 (fr)
WO2017131141A1 (fr) Dispositif de transmission
JP2017141929A (ja) 伝動装置
JP2008023711A (ja) ロボット等の旋回部構造
JP2008062377A (ja) ロボット等の旋回部構造

Legal Events

Date Code Title Description
121 Ep: the epo has been informed by wipo that ep was designated in this application

Ref document number: 17876402

Country of ref document: EP

Kind code of ref document: A1

NENP Non-entry into the national phase

Ref country code: DE

122 Ep: pct application non-entry in european phase

Ref document number: 17876402

Country of ref document: EP

Kind code of ref document: A1

点击 这是indexloc提供的php浏览器服务，不要输入任何密码和下载