Drive system

Abstract

To provide a driving system whose vibration and noise are suppressed.SOLUTION: A driving system 1 for an electric vehicle comprises: a gear box 3 that outputs driving force from a motor 2; a final reduction gear 4 that transmits input driving force to left and right wheels; and a propeller shaft 5 extending in a longitudinal direction to connect the gear box to the final reduction gear. The propeller shaft comprises: an input end part 9 concentrically connected to an output shaft 8 of the gear box; an output end part 10 concentrically connected to an input shaft of the final reduction gear; a constant-velocity joint 7 arranged at an intersection angle θ which is larger than zero and equal to or below a predetermined upper limit value; and a slide part 11 for allowing the final reduction gear to move in a longitudinal direction relatively with respect to the gear box.SELECTED DRAWING: Figure 6

Description

[Technical Field]

[0001] The present disclosure relates to a drive system, and more particularly to a drive system for transmitting driving force of a motor to wheels in an electric vehicle. [Background technology]

[0002] In an electric vehicle, driving force from a motor may be transmitted to left and right wheels via a gearbox, a propeller shaft, and a final reduction gear. [Prior art documents] [Patent documents]

[0003] [Patent Document 1] Special Publication No. 2019-513619 Summary of the Invention [Problem to be solved by the invention]

[0004] In this case, shortening the distance between the gearbox and the final drive unit and shortening the propeller shaft is advantageous because it allows for more space to install the battery.

[0005] However, this increases the intersection angle of the universal joint attached to the propeller shaft, resulting in increased vibration and noise due to rotational fluctuations.Since electric vehicles are inherently designed to produce little vibration and noise, increasing these factors significantly reduces product performance.

[0006] The present disclosure has been made in view of the above circumstances, and its object is to provide a drive system that suppresses vibration and noise. [Means for solving the problem]

[0007] According to one aspect of the present disclosure, 1. A drive system for an electric vehicle, comprising: a gearbox that outputs driving force from the motor; a final reduction gear for transmitting input driving force to the left and right wheels; a propeller shaft extending in the front-rear direction and connecting the gearbox and the final reduction gear; Equipped with The propeller shaft is an input end coaxially connected to the output shaft of the gearbox; an output end portion coaxially connected to the input shaft of the final reduction gear; a constant velocity joint disposed at an intersection angle greater than zero and equal to or less than a predetermined upper limit; a slide portion for allowing relative movement of the final reduction gear unit with respect to the gearbox in the front-rear direction; Equipped with A drive system is provided.

[0008] Preferably, the upper limit is 10°.

[0009] Preferably, the distance between the gearbox and the final drive unit in the longitudinal direction is 500 mm or less.

[0010] Preferably, the gearbox is arranged in a rearward tilted state.

[0011] Preferably, the input end is axially slidably connected to the output shaft of the gearbox by a spline, and the input end forms the sliding portion.

[0012] Preferably, the constant velocity joint comprises a double Cardan type joint or a Rzeppa type joint.

[0013] Preferably, the input end is fixed to the output shaft of the gearbox by a flange.

[0014] Preferably, said input end is formed by a Cardan joint arranged at an intersection angle equal to zero.

[0015] Preferably, the propeller shaft has an input-side split shaft portion and an output-side split shaft portion formed by splitting its middle portion, and the input-side split shaft portion and the output-side split shaft portion are connected to each other by splines so as to be axially slidable, thereby forming the sliding portion.

[0016] Preferably, the propeller shaft includes another constant velocity joint that is axially expandable and contractible, and the other constant velocity joint forms the sliding portion.

[0017] Preferably, the other constant velocity joint comprises a double offset type joint. [Effects of the Invention]

[0018] According to the present disclosure, it is possible to provide a drive system that suppresses vibration and noise. [Brief explanation of the drawings]

[0019] [Figure 1] 1 is a side view showing a vehicle to which a drive system according to a first embodiment is applied. [Figure 2] FIG. 2 is a plan view showing the drive system. [Figure 3] FIG. 2 is a side view showing the drive system. [Figure 4] FIG. 2 is an enlarged side view of the drive system. [Figure 5] FIG. 2 is a vertical cross-sectional side view showing the sealing device. [Figure 6] FIG. 2 is a side view showing the drive system mounted on the vehicle. [Figure 7] FIG. 10 is a side view showing a modified example of the first embodiment. [Figure 8] FIG. 10 is a side view showing a drive system according to a second embodiment. [Figure 9] FIG. 10 is an enlarged side view showing a drive system according to a second embodiment. [Figure 10] FIG. 2 is a vertical cross-sectional side view showing the sealing device. [Figure 11] FIG. 2 is a side view showing the drive system mounted on the vehicle. [Figure 12] FIG. 10 is a side view showing a first modified example of the second embodiment. [Figure 13] FIG. 10 is a side view showing a second modified example of the second embodiment. [Figure 14] FIG. 10 is a side view showing a third modified example of the second embodiment. [Figure 15] FIG. 10 is a side view showing a fourth modified example of the second embodiment. [Figure 16] FIG. 10 is a side view showing a modified example of the first embodiment. DETAILED DESCRIPTION OF THE INVENTION

[0020] Hereinafter, embodiments of the present disclosure will be described with reference to the accompanying drawings. Note that the present disclosure is not limited to the following embodiments.

[0021] [First embodiment] FIG. 1 shows a vehicle V to which a drive system 1 according to the first embodiment is applied. The vehicle V is an electric vehicle that runs solely on a motor 2, and in this embodiment is a commercial vehicle, specifically a truck. However, the type of vehicle is arbitrary, and it may be a passenger car, SUV, or the like. The front, rear, left, right, top, and bottom directions of the vehicle V are indicated in the figure.

[0022] As also shown in Figure 2, vehicle V is equipped with electric motor 2, gearbox 3 that receives and outputs driving force from motor 2, final drive unit 4 that transmits the received driving force to left and right wheels, i.e., rear wheels W that are drive wheels, and propeller shaft 5 that extends in the longitudinal direction and connects gearbox 3 and final drive unit 4. Gearbox 3, final drive unit 4, and propeller shaft 5 make up drive system 1. A battery 6 is located in front of and adjacent to this drive system 1. As is well known, final drive unit 4 includes a differential gear and the like that distributes driving force to the left and right rear wheels W.

[0023] The gearbox 3 is arranged in a rearward tilted state and spaced a predetermined distance L in the front-to-rear direction above and in front of the final reduction gear 4. The input shaft of the final reduction gear 4 faces horizontally forward, and the output shaft of the gearbox 3 faces diagonally downward and rearward. Due to this arrangement, the universal joint of the propeller shaft 5 has a predetermined intersection angle (also referred to as the intersection angle, axis crossing angle, bending angle, etc.) θ.

[0024] To ensure as much space as possible for installing the battery 6, the gearbox 3 is positioned as far rearward as possible, close to the final drive unit 4. This shortens the distance L, which in this embodiment is 500 mm or less. This increases the intersection angle θ of the universal joint, which tends to increase vibration and noise due to rotational fluctuations. Electric vehicles are inherently designed to produce little vibration and noise, so increasing these factors significantly reduces product performance.

[0025] However, in this embodiment, a constant velocity joint 7 is used as the universal joint. As is well known, the constant velocity joint 7 can suppress rotational fluctuations within an allowable value up to a larger intersection angle θ than a general non-constant velocity joint, specifically a Cardan joint (or a Hook joint). Therefore, this embodiment can provide a drive system 1 that suppresses vibrations and noise caused by rotational fluctuations and is suitable for electric vehicles.

[0026] However, even though it is a constant velocity joint 7, there is an upper limit to the intersection angle θ. In this embodiment, the intersection angle θ is limited to a predetermined upper limit θmax, which is set to 10°. The intersection angle θ in this embodiment is set to a value greater than 0° and less than the upper limit θmax. The upper limit θmax corresponds to the maximum value of the intersection angle θ at which rotation fluctuations can be suppressed within an allowable value.

[0027] If the intersection angle θ is made larger than the upper limit θmax, slippage of the sliding parts of the balls or spherical parts included in the constant velocity joint 7 increases, which may cause seizure due to heat generation or reduce durability and lifespan. For this reason, the intersection angle θ is limited to be equal to or less than the upper limit θmax.

[0028] The motor 2 is attached to the rear of the gearbox 3 in a backward tilted manner, and is arranged in parallel and approximately parallel to the propeller shaft 5, to the side (right side) of it. The motor 2, gearbox 3, and propeller shaft 5 are arranged in a U-shape in a plan view as shown in Figure 2, and transmit driving force in a U-shape. This allows the overall front-to-rear length of the motor 2, gearbox 3, and propeller shaft 5 to be shortened, resulting in a compact configuration.

[0029] 3 and 4 show enlarged views of the drive system 1 of this embodiment. For convenience, the figures show a configuration in which the intersection angle θ is eliminated (θ=0°) and the gearbox 3, propeller shaft 5, and final reduction gear 4 are all arranged coaxially.

[0030] The propeller shaft 5 includes an input end 9 coaxially connected to the output shaft 8 of the gearbox 3, an output end 10 coaxially connected to the input shaft (not shown) of the final reduction gear 4, a constant velocity joint 7, and a slide portion 11 that allows relative movement of the final reduction gear 4 in the longitudinal direction with respect to the gearbox 3.

[0031] In this embodiment, the input end 9 is connected to the output shaft 8 of the gearbox 3 by a spline 12 so as to be axially slidable. The input end 9 forms a sliding portion 11. The constant velocity joint 7 is a well-known double Cardan joint 7A.

[0032] More specifically, the gearbox 3 has a gear mechanism 13 that reduces the rotation of the motor 2 input from an input shaft (not shown) and transmits the reduced rotation to an output shaft 8, and a casing 14 that houses the gear mechanism 13. The output shaft 8 is rotatably supported by the casing 14 via bearings 15 and protrudes rearward from the casing 14. The output shaft 8 has a hollow portion 16 that is open at its front and rear ends, and the hollow portion 16 extends from the inside to the outside of the casing 14. The input end 9 of the propeller shaft 5 is inserted into this hollow portion 16, and splines 16A (see FIG. 5) of the hollow portion 16 and splines 12 of the input end 9 are meshed with each other so as to be slidable in the axial direction. The input end 9 is inserted into the hollow portion 16 located inside the casing 14.

[0033] Meanwhile, a flange coupling 17 is engaged with the outer periphery of the output shaft 8 located radially outside the hollow portion 16 by splines 18 and fixed with a nut 19. A drum 20 of the drum brake device is attached to the flange coupling 17 by fasteners, namely bolts 21 and nuts 22. On the inner periphery of the drum 20, a part 23 on the brake shoe side of the drum brake device is attached to the casing 14 by bolts 24. Reference numeral 25 denotes a drum cover that is fitted and fastened to the part 23.

[0034] The slide portion 11 is lubricated with lubricating oil such as grease, and a seal device 26 is attached to the tip of the output shaft 8 to prevent this lubricating oil from leaking to the outside.

[0035] 5, the sealing device 26 includes an annular rubber seal 27 that is brought into close contact with the tip surface 8A of the output shaft 8 and the outer peripheral surface 9A of the input end 9, a substantially cylindrical metal support member 28 that is integral with the rubber seal 27 and supports it from the outer peripheral side and the tip side (rear side), and a rubber boot 30 that is tightly fitted onto the outer peripheral parts of the output shaft 8, the support member 28, and the input end 9 and supports them, and is fixed to the output shaft 8 with a fixing device (a band 29 in this embodiment). The rubber boot 30 prevents external dust and dirt from entering toward the rubber seal 27.

[0036] 3 and 4, a flange 31 is integrally attached to the input shaft of the final reduction gear unit 4. Meanwhile, a flange 32 is also integrally provided on the output end 10 of the propeller shaft 5. These flanges 31, 32 are fixed together with bolts and nuts (not shown), thereby coaxially connecting the output end 10 of the propeller shaft 5 to the input shaft of the final reduction gear unit 4.

[0037] As is well known, the double Cardan joint 7A serving as the constant velocity joint 7 is formed by connecting two Cardan joints with a ball joint, and has three pivot or bending points P1, P2, and P3 in the front-to-rear direction. The input end of the double Cardan joint 7A is substantially the same as the input end 9 of the propeller shaft 5, and the output end of the double Cardan joint 7A is substantially the same as the output end 10 of the propeller shaft 5.

[0038] Figure 6 shows the drive system 1 mounted on a vehicle. At this time, the double Cardan joint 7A is bent at a predetermined intersection angle θ. For convenience, the figure shows the double Cardan joint 7A bent only at the rearmost bending point P3, but in reality, the three bending points P1, P2, and P3 are bent almost evenly to form the overall intersection angle θ (this is also true for the drawings described below). The input shaft of the final drive unit 4 is oriented horizontally and forward, and the output shaft 8 of the gearbox 3 is oriented diagonally downward and rearward.

[0039] Because the intersection angle θ is equal to or less than the upper limit θmax (10° in this embodiment), the rotational fluctuation caused by bending of the double Cardan joint 7A can be suppressed within an allowable value. This suppresses vibration and noise caused by this rotational fluctuation, making it possible to provide a drive system 1 that is suitable for electric vehicles.

[0040] Incidentally, in a typical internal combustion engine vehicle, the inherent vibration and noise are greater than in an electric vehicle, so a Cardan joint, which is a non-constant velocity joint, can be used with an intersection angle greater than zero. However, this is not possible in an electric vehicle like the one in this embodiment, because the rotational fluctuation would exceed the allowable value, causing unacceptable vibration and noise. Therefore, in this embodiment, a Cardan joint cannot be used in place of the constant velocity joint 7. If a Cardan joint could be used, it would only be if the intersection angle of the Cardan joint was equal to zero, which would not cause rotational fluctuation.

[0041] Incidentally, while the vehicle V is traveling, the final reduction gear 4 moves up and down due to unevenness in the road surface, causing the final reduction gear 4 to move in the longitudinal direction relative to the gearbox 3. In this embodiment, the input end 9 of the propeller shaft 5 slides axially relative to the output shaft 8 of the gearbox 3, thereby absorbing this relative movement in the longitudinal direction. In this embodiment, by providing the sliding portion 11, the relative movement of the final reduction gear 4 with respect to the gearbox 3 can be absorbed, allowing the final reduction gear 4 to move up and down smoothly. Furthermore, because the input end 9 of the propeller shaft 5 is inserted into the output shaft 8 of the gearbox 3 to form the sliding portion 11, the length of the propeller shaft 5 can be effectively shortened, advantageously reducing the distance L between the gearbox 3 and the final reduction gear 4.

[0042] In particular, in this embodiment, a hollow portion 16 is provided in the output shaft 8 of the gearbox 3, spanning the inside and outside of the casing 14, and the input end 9 of the propeller shaft 5 is inserted into this hollow portion 16, and the two are spline-fitted. Therefore, the input end 9 can be spline-fitted to the output shaft 8 even inside the casing 14, which is also advantageous for shortening the distance L between the gearbox 3 and the final reduction unit 4.

[0043] The distance L between the gearbox 3 and the final reduction gear unit 4 refers to the distance in the longitudinal direction from the rear end of the output shaft 8, which is the rear end of the gearbox 3, to the front end face of the flange 31, which is the foremost end of the final reduction gear unit 4, when the gearbox 3 is mounted on the vehicle as shown in Figure 6.

[0044] Next, a modified example will be described.

[0045] As shown in Figure 7, in this modification, the constant velocity joint 7 is a Rzeppa joint 7B. As is well known, the Rzeppa joint 7B has its input end and output end connected by a plurality of balls arranged in the circumferential direction, and has one bending point P1 in the front-to-rear direction. The input end of the Rzeppa joint 7B is substantially the same as the input end 9 of the propeller shaft 5, and the output end of the Rzeppa joint 7B is substantially the same as the output end 10 of the propeller shaft 5.

[0046] In this way, even if the constant velocity joint 7 is replaced with the Rzeppa type joint 7B, the same effects as those described above can be achieved.

[0047] [Second embodiment] Next, a second embodiment of the present disclosure will be described. Note that parts similar to those in the first embodiment are given the same reference numerals in the drawings and will not be described again. The following description will focus mainly on the differences from the first embodiment.

[0048] 8 and 9 show the drive system 1 of this embodiment. For convenience, the intersection angle θ is set to 0° in these figures as well.

[0049] In this embodiment, the input end 9 of the propeller shaft 5 is coaxially fixed to the output shaft 8 of the gearbox 2 by a flange 40. In this embodiment, this input end 9 is formed by a Cardan joint 90, which is a variable velocity joint. Therefore, two universal joints (the Cardan joint 90 and the double Cardan joint 7A) are provided in series on the propeller shaft 5.

[0050] The propeller shaft 5 is divided at its middle section into an input-side split shaft portion 5A and an output-side split shaft portion 5B. The input-side split shaft portion 5A and the output-side split shaft portion 5B are connected to each other by a spline 41 so as to be axially slidable, forming a sliding portion 11.

[0051] Specifically, the output shaft 8 of the gearbox 3 is shorter than in the first embodiment, the hollow portion 16 is omitted, and the length of its projection from the casing 14 is also shortened. A flange 40 is integrally provided on the input end 42 of the Cardan joint 90. This flange 40 is superimposed on the front portion of the drum 20 and fastened together with the drum 20 by bolts 21 and nuts 22.

[0052] As is well known, the Cardan joint 90 has a cross shaft 44 connecting its input end 42 and output end 43. The output end 43 is substantially the same as the input split shaft portion 5A and is formed integrally with the front end of the input split shaft portion 5A. The input split shaft portion 5A is formed in a cylindrical shape with a closed front end and an open rear end.

[0053] The output-side split shaft portion 5B is substantially the same as the input end portion of the double Cardan joint 7A. The output-side split shaft portion 5B is inserted into the input-side split shaft portion 5A. The splines 41 of the output-side split shaft portion 5B are engaged with the splines 45 (see FIG. 10) of the input-side split shaft portion 5A so as to be axially slidable.

[0054] The slide portion 11 thus formed is lubricated with lubricating oil such as grease, but to prevent this lubricating oil from leaking to the outside, a sealing device 46 is attached to the tip of the input side split shaft portion 5A.

[0055] 10, the sealing device 46 includes an annular rubber seal 49 that is brought into close contact with a stepped tip surface 47 of the input split shaft portion 5A and an outer peripheral surface 48 of the output split shaft portion 5B, and a substantially cylindrical metal support member 50 with a bottom that is integral with the rubber seal 49 and supports it from the outer peripheral side and the tip side (rear side). A rubber boot similar to the one described above may also be provided.

[0056] Figure 11 shows the drive system 1 of this embodiment mounted on a vehicle. In this state, the double Cardan joint 7A is bent at the same intersection angle θ as described above. On the other hand, the Cardan joint 90 is not bent, and its intersection angle is zero. Therefore, the Cardan joint 90 can be used.

[0057] According to this embodiment, both the double Cardan joint 7A and the Cardan joint 90 can have an intersection angle that can suppress rotational fluctuations within an allowable value, and a drive system 1 that is suitable for electric vehicles and suppresses vibration and noise can be provided.

[0058] Furthermore, in this embodiment, the relative movement of the final reduction device 4 with respect to the gearbox 3 is absorbed by the slide portion 11 in the axially intermediate portion, allowing the final reduction device 4 to move up and down smoothly.

[0059] Next, a modified example will be described.

[0060] (First Modification) 12 shows a drive system 1 of a first modified example mounted on a vehicle. This first modified example is similar to the basic embodiment in that the input end 9 of the propeller shaft 5 is fixed to the output shaft 8 of the gearbox 2 by a flange 40. However, in this modified example, the Cardan joint 90 is omitted, and the front end of the input-side split shaft portion 5A forms the input end 9 of the propeller shaft 5, to which the flange 40 is directly attached.

[0061] This also provides the same effects as those described above. Also, since the Cardan joint 90 can be omitted, costs can be reduced.

[0062] (Second Modification) 13 shows the drive system 1 of the second modified example mounted on a vehicle. In this second modified example, a Rzeppa joint 7B is provided instead of the rear double Cardan joint 7A in the basic embodiment (FIG. 11).

[0063] Furthermore, the input-side split shaft portion 5A and the output-side split shaft portion 5B are omitted, that is, the slide portion 11 at the axially intermediate portion is omitted.

[0064] Furthermore, instead of the front Cardan joint 90 in the basic embodiment (FIG. 11), another constant velocity joint 51 that is axially expandable and contractible, specifically a double offset joint (DOJ) 7C, is provided. This double offset joint 7C forms the slide portion 11. The flange 40 is integrally provided at the input end of the double offset joint 7C, and this flange 40 is coaxially connected to the output shaft 8 of the gearbox 3.

[0065] As is well known, the double offset joint 7C has a structure similar to that of the Rzeppa joint 7B, but is expandable in the axial direction, and the balls inside the joint are movable along ball grooves parallel to the axial direction. Therefore, the double offset joint 7C forms a sliding section 11.

[0066] In this modification, the rear Rzeppa joint 7B is bent at a predetermined intersection angle θ, as described above, while the front double offset joint 7C is not bent, its intersection angle is zero, and it is solely responsible for sliding in the axial direction.

[0067] However, because the double offset joint 7C is a type of constant velocity joint, it can also be used at an intersection angle greater than zero and less than the upper limit θmax. This can reduce the intersection angle θ of the rear Rzeppa joint 7B, which may be advantageous in suppressing rotational fluctuations. In this case, the total intersection angle of the double offset joint 7C and the Rzeppa joint 7B is greater than zero and less than the upper limit θmax.

[0068] (Third Modification) In the third modified example shown in FIG. 14, a double Cardan joint 7A is provided instead of the rear Rzeppa joint 7B in the second modified example (FIG. 13).

[0069] (Fourth Modification) In the fourth modified example shown in Figure 15, a double offset joint 7C is provided instead of the rear double Cardan joint 7A in the basic embodiment (Figure 11). The double offset joint 7C is bent at the same intersection angle θ as above. This double offset joint 7C also forms a sliding portion 11, so in this embodiment, sliding portions 11 are provided in two locations in the front-to-rear direction.

[0070] In this modified example, alternatively, the slide portion 11 in the axially intermediate portion formed by the input-side divided shaft portion 5A and the output-side divided shaft portion 5B may be omitted.

[0071] Although the embodiments of the present disclosure have been described in detail above, various other embodiments and modifications of the present disclosure are possible.

[0072] (1) For example, a constant velocity joint other than the above can be used as the constant velocity joint 7. For example, a fixed tripod joint, a sliding tripod joint, or a cross groove joint can be used. Incidentally, the constant velocity joint 7 includes another constant velocity joint 51 that is expandable and contractible in the axial direction.

[0073] (2) Similarly, as another constant velocity joint 51 that is expandable and contractible in the axial direction, it is also possible to use, for example, a cross groove type joint in addition to the double offset type joint 7C.

[0074] (3) The output end 10 of the propeller shaft 5 may be connected to the input shaft of the final drive unit 4 by a spline so as to be axially slidable, in the reverse order from the basic embodiment of the first embodiment (FIG. 6), thereby forming a sliding portion.

[0075] (4) In the basic embodiment of the first embodiment (FIG. 6), the input end 9 of the propeller shaft 5 may be formed hollow, and the output shaft 8 of the gearbox 3 may be inserted therein.

[0076] Figure 16 shows a modified example of this case. In this modified example, the input end 9 of the propeller shaft 5 is formed by a Cardan joint 90, which is a variable velocity joint. Therefore, two universal joints (the Cardan joint 90 and the double Cardan joint 7A (see Figure 6)) are provided in series on the propeller shaft 5. The intersection angle of the Cardan joint 90 is set to zero.

[0077] The Cardan joint 90 has a cross shaft 44 connecting its input end 42 and output end 43. The output end 43 essentially forms the input end of the double Cardan joint 7A.

[0078] A hollow shaft 61 extending forward is integrally provided at the input end 42 of the Cardan joint 90. A spline 62 is provided on the inner periphery of the hollow shaft 61.

[0079] On the other hand, the output shaft 8 of the gearbox 3 is a solid shaft that extends rearward. Splines 63 are provided on the outer periphery of the output shaft 8. The inner periphery of a hollow shaft 61 is fitted onto the outer periphery of the output shaft 8, and the splines 62 of the hollow shaft 61 are meshed with the splines 63 of the output shaft 8 so as to be axially slidable. This forms the sliding portion 11. The hollow shaft 61 is inserted into a casing 14 of the gearbox 3, and is fitted onto the output shaft 8 within the casing 14.

[0080] A seal device 64 is attached to the casing 14 of the gearbox 3. The seal device 64 comes into sliding contact with the outer circumferential surface of the hollow shaft 61, and seals the gap between the casing 14 and the hollow shaft 61.

[0081] The embodiments of the present disclosure are not limited to the above-described embodiments, and all modifications, applications, and equivalents encompassed within the spirit of the present disclosure as defined by the claims are included in the present disclosure. Therefore, the present disclosure should not be interpreted as being limited, and can be applied to any other technology that falls within the spirit of the present disclosure. [Explanation of symbols]

[0082] 1. Drive system 2 motors 3 Gearbox 4 Final reduction gear 5 propeller shaft 5A Input side split shaft 5B Output side split shaft 7 Constant velocity joint 7A Double Cardan Joint 7B Rzeppa type joint 7C Double offset joint 8 output shaft 9 Input end 10 Output end 11 Slide section 12 splines 40 flange 41 splines 51 Another constant velocity joint 90 Cardan joint θ intersection angle

Claims

1. 1. A drive system for an electric vehicle, comprising: a gearbox that outputs driving force from the motor; a final reduction gear for transmitting input driving force to the left and right wheels; a propeller shaft extending in the front-rear direction and connecting the gearbox and the final reduction gear; Equipped with The propeller shaft is an input end coaxially connected to the output shaft of the gearbox; an output end portion coaxially connected to the input shaft of the final reduction gear; a constant velocity joint disposed at an intersection angle greater than zero and equal to or less than a predetermined upper limit; a slide portion for allowing relative movement of the final reduction gear unit with respect to the gearbox in the front-rear direction; Equipped with the input end is connected to the output shaft of the gearbox by a spline so as to be axially slidable, and the input end forms the sliding portion; an input end of the propeller shaft is connected to an output shaft of the gearbox by a spline in an axially slidable manner within a casing of the gearbox; The splines on the input end of the propeller shaft extend across the inside and outside of the gearbox casing. A drive system characterized by:

2. The upper limit is 10°. The drive system of claim 1 .

3. The distance between the gearbox and the final reduction gear in the longitudinal direction is 500 mm or less.

3. A drive system according to claim 1 or 2.

4. The gearbox is disposed in a backward tilted state. A drive system according to any one of claims 1 to 3.

5. The constant velocity joint is a double Cardan type joint or a Rzeppa type joint. A drive system according to any one of claims 1 to 4.

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