JP2017019331A - Motor driving device for vehicle - Google Patents

Abstract

PROBLEM TO BE SOLVED: To provide a motor driving device for a vehicular in which support rigidity of a shaft body is higher than before.SOLUTION: A deceleration portion comprises: a deceleration portion input shaft (25); a deceleration portion output shaft (28); a first rolling bearing (39) and a second rolling bearing (38) which bear rotatably both end sides respectively in a shaft line of at least one shaft of the deceleration portion input shaft and the deceleration portion output shaft; and bearing precompression means that imparts precompression in the shaft line direction to the first rolling bearing and the second rolling bearing. The bearing precompression means imparts precompression in a direction in which an inner wheel (39p) and an inner wheel (38p) approach each other by inner wheel stopper portions (48 and 49) and a precompression spring (66) while regulating positions in a shaft line of an outer wheel (39q) and an outer wheel (38q) by outer wheel stopper portions (46 and 47).SELECTED DRAWING: Figure 3

Description

  The present invention relates to a vehicle motor drive device for driving wheels, and more particularly to a rolling bearing inside the device.

  Since the vehicle motor drive device drives the wheels with electricity, the vehicle motor drive device is less burdensome on the environment and is advantageous compared to the automobile engine. As a vehicle motor drive device, for example, a device described in Japanese Patent Application Laid-Open No. 2014-1813 (Patent Document 1) is known. The vehicle motor drive device described in Patent Document 1 includes an electric motor, a speed reduction transmission mechanism, and a rear differential, and extends the motor shaft of the electric motor to the speed reduction transmission mechanism. A total of four locations of two central portions are supported rotatably by ball bearings.

  FIG. 7 is a longitudinal sectional view showing the reduction transmission mechanism described in Patent Document 1 in an enlarged manner. A region of the long motor shaft 101 disposed inside the speed reduction transmission mechanism is supported by a pair of flanges 110 and 111 via ball bearings 102 and 103 at two locations separated in the direction of the axis O. A plurality of through holes are formed in the flanges 110 and 111 at intervals in the circumferential direction, and an end of the output member 107 is inserted into each through hole. Thus, the pair of flanges 110 and 111 supports both ends of the output member 107. A male screw is formed on the outer periphery of one end of the output member 107 passing through one flange 110, and a nut 108 is fastened to the male screw. A male screw is also formed on the outer periphery of the other end of the output member 107 penetrating the other flange 111, and a nut 109 is fastened to this male screw.

  By tightening the nuts 108 and 109, the outer ring of the ball bearing 102 is preloaded in the axial direction from the projection 110 p formed on the flange 110, and the outer ring of the ball bearing 103 is received from the projection 111 p formed on the flange 111. A preload is applied in the axial direction. As a result, the two outer rings are clamped in a direction approaching each other along the axis O, and the two outer rings are attached to the motor shaft 101 so as not to move in the axial direction, and receive the preload. That is, the ball bearings 102 and 103 are front combined as shown by the alternate long and short dash line. According to the technique described in Patent Document 1, the gap between the ball bearings 102 and 103 can be eliminated, and the occurrence of tilt and vibration when the motor shaft 101 rotates can be suppressed.

JP 2014-1813 A paragraph 0066

  However, the present inventor has found that there are points to be further improved in the conventional front combination. That is, in the case of the front combination, the contact points between the balls and the inner rings in the ball bearings 102 and 103 approach each other, and the substantial bearing span for supporting the motor shaft 101 is shortened. If it does so, the support rigidity of the motor shaft 101 will become low. In particular, the motor shaft 101 described in Patent Document 1 has eccentric portions 101a and 101b, and vibration is great when the motor shaft 101 rotates. Therefore, simply applying axial preload to the ball bearings 102 and 103 is a countermeasure against vibration. Not enough.

  In view of the above circumstances, an object of the present invention is to provide a vehicle motor drive device with improved support rigidity of a shaft body.

  For this purpose, the vehicle motor drive device according to the present invention includes a motor unit and a speed reduction unit that decelerates the rotation of the motor unit and outputs it to the wheels. The speed reducer includes a speed reducer input shaft to which rotation is input from the motor portion, a speed reducer output shaft that outputs the reduced speed rotation to the wheel, and an axis of at least one of the speed reducer input shaft and the speed reducer output shaft A first rolling bearing and a second rolling bearing that rotatably support both ends in the direction, and bearing preloading means for applying axial preload to the first rolling bearing and the second rolling bearing. The bearing preload means applies preload in a direction in which the inner ring of the first rolling bearing and the inner ring of the second rolling bearing approach each other in a state where the axial direction positions of the outer ring of the first rolling bearing and the outer ring of the second rolling bearing are regulated. It is characterized by doing. Alternatively, the bearing preloading means applies preload in a direction in which the outer ring of the first rolling bearing and the outer ring of the second rolling bearing move away from each other in a state where the axial direction positions of the inner ring of the first rolling bearing and the inner ring of the second rolling bearing are regulated. It is characterized by.

  According to the present invention, the contact points of the rolling elements and the inner ring of the first rolling bearing and the contact points of the rolling elements and the inner ring of the second rolling bearing are separated from each other by combining the first and second rolling bearings with the back surface. Therefore, the substantial bearing span of the first rolling bearing and the second rolling bearing becomes longer, and the support rigidity of the speed reduction part input shaft and / or the speed reduction part output shaft is improved as compared with the conventional art. The rolling bearing may be a deep groove ball bearing or another rolling bearing. The first rolling bearing may be double row or single row, and the second rolling bearing may be double row or single row.

  As one embodiment of the present invention, the bearing preload means is provided on the outer ring stopper for restricting the outer ring of the first rolling bearing and the outer ring of the second rolling bearing from approaching each other in the axial direction, and on the first input of the speed reduction unit. A first inner ring stopper that restricts the inner ring of the rolling bearing from slipping off from the speed reduction unit input shaft toward one end in the axial direction, and an inner ring of the second rolling bearing provided on the speed reduction unit input shaft in the axial direction from the speed reduction unit input shaft. A second inner ring stopper for restricting the other end from slipping out, and an elastic member provided between the inner ring and the first inner ring stopper of the first rolling bearing or between the inner ring and the second inner ring stopper of the second rolling bearing. Including. According to such an embodiment, the first and second rolling bearings can be combined in the back by providing an elastic member on the input shaft of the speed reduction unit and applying a preload in a direction in which both inner rings approach each other to one inner ring. . The outer ring stopper may be, for example, a component attached to the wheel-side rotating member, or may be a protrusion formed integrally with the wheel-side rotating member. The same applies to the two inner ring stoppers. As another embodiment of the present invention, the bearing preload means is configured such that the inner ring of the first rolling bearing and the inner ring of the second rolling bearing are restricted so as not to approach each other in the axial direction, and the outer ring of the first rolling bearing and the second rolling bearing are An elastic member may be provided between the outer rings, and a preload may be applied in a direction in which the outer rings are moved away from each other in the axial direction. These embodiments are compatible.

  The speed reduction unit is not particularly limited, and is, for example, a cycloid speed reducer. As a preferred embodiment of the cycloid reduction gear according to the present invention, the speed reduction part includes an eccentric part eccentrically provided on the speed reduction part input shaft, and the speed reduction part held by the eccentric part so as to be relatively rotatable with the rotation of the speed reduction part input shaft. A revolving member that performs a revolving motion around the axis of the input shaft, an outer peripheral engagement member that engages with the outer periphery of the revolving member to cause a revolving motion of the revolving member, and a revolving member that revolves around the revolving member. It further has a motion conversion mechanism that converts the rotational motion around the axis into a rotational motion that is taken out and transmitted to the output shaft of the speed reduction unit. And a 1st rolling bearing and a 2nd rolling bearing are each provided in the axial direction both ends side of the deceleration part input shaft.

  Although the motion conversion mechanism is not particularly limited, as a preferred embodiment, the motion conversion mechanism includes a plurality of through holes formed in the revolving member, and a plurality of inner sides that extend through the through holes and extend in parallel with the axis of the speed reducer input shaft. Including an engaging member. The speed reducer output shaft is disposed coaxially with the axis of the speed reducer input shaft and is coupled to one end of the plurality of inner engaging members. One end in the axial direction of the speed reducer input shaft is inserted into a circular recess formed at the other end in the axial direction of the output shaft of the speed reducer, and the first rolling bearing is one in the axial direction of the inner peripheral surface of the circular recess and the input shaft of the speed reducer. It is provided in the annular space between the outer peripheral surfaces of the end portions. The bearing preload means is attached to the speed reducer output shaft, and is attached to the first outer ring stop member for restricting the outer ring of the first rolling bearing from coming out of the circular recess to the other side in the axial direction, and to the one side in the axial direction of the speed reducing portion input shaft. And a first inner ring stopper member that restricts the inner ring of the first rolling bearing from slipping out from the speed reducer input shaft toward one end in the axial direction. According to this embodiment, in the embodiment in which the speed reduction unit output shaft arranged on one side in the axial direction supports the one end side of the speed reduction unit input shaft via the first rolling bearing, the first rolling bearing and the first outer ring The stop member and the first inner ring stop member can be incorporated from the other side in the axial direction. Therefore, it is not necessary to divide the speed reducer output shaft into two parts and incorporate these members from both sides in the axial direction, and the rigidity of the speed reducer output shaft is not impaired.

  As a preferred embodiment of the present invention, the motion conversion mechanism includes a plurality of through holes formed in the revolution member, and a plurality of inner engagement members that are respectively passed through the through holes and extend in parallel with the axis of the speed reducer input shaft. The speed reducer output shaft is disposed coaxially with the axis of the speed reducer input shaft and coupled with one end of the plurality of inner engaging members, and is disposed coaxially with the axis of the speed reducer input shaft and the other end of the plurality of inner engaging members. A cylindrical reinforcing member coupled to the. The other end portion in the axial direction of the speed reducer input shaft is inserted into the central hole of the reinforcing member. The second rolling bearing is provided in an annular space between the inner peripheral surface of the center hole and the outer peripheral surface of the other end portion in the axial direction of the speed reducer input shaft. The bearing preload means is attached to the reinforcing member and is attached to the second outer ring stopper member that restricts the outer ring of the second rolling bearing from coming out of the reinforcing member to the one side in the axial direction, and to the other side in the axial direction of the speed reduction portion input shaft. And a second inner ring stopper member that restricts the inner ring of the second rolling bearing from coming out of the speed reduction portion input shaft to the other end side in the axial direction. According to such an embodiment, in the embodiment in which the reinforcing member disposed on the other axial side supports the other end side of the speed reduction unit input shaft via the second rolling bearing, the second rolling bearing, the second outer ring stopper member, The second inner ring stopper member can be incorporated from one side in the axial direction. Therefore, it is not necessary to divide the reinforcing member into two parts and to incorporate these members from both sides in the axial direction, and the rigidity of the reinforcing member is not impaired.

  The vehicle motor drive device of the present invention may be directly mounted on the vehicle body, or may be attached to the vehicle body via a suspension device or the like. According to one embodiment of the present invention, a vehicle motor drive device further includes a wheel hub bearing portion including a wheel hub coupled to a speed reduction portion output shaft and a rolling bearing that rotatably supports the wheel hub. And at least a part of the motor unit are arranged in the inner space of the wheel. According to this embodiment, when the vehicle motor drive device is an in-wheel motor drive device, the support rigidity of the shaft body can be increased.

  Alternatively, as another embodiment of the present invention, the speed reduction portion and the motor portion of the vehicle motor drive device may be mounted on the vehicle body, and the speed reduction portion output shaft may be connected to the wheel via the drive shaft. According to this embodiment, it is possible to increase the support rigidity of the shaft body in the on-board type (body frame mounting type) vehicle motor drive device.

  As described above, according to the present invention, in the speed reduction portion including a large number of rotating elements that cause vibration, the support rigidity of the speed reduction portion input shaft and / or the speed reduction portion output shaft supported by the first and second rolling bearings is increased. Therefore, the vibration and vibration of the vehicle motor drive device can be suppressed more effectively than in the past.

1 is a longitudinal sectional view showing a vehicle motor drive device according to an embodiment of the present invention. It is a cross-sectional view in II-II of FIG. It is explanatory drawing which expands and shows the circled part of FIG. It is a whole top view showing typically the vehicles carrying the motor drive device for vehicles of the embodiment. It is a longitudinal cross-sectional view which shows the motor drive device for vehicles of a reference example. It is a whole top view which shows typically the vehicle carrying the motor drive device for vehicles which becomes other embodiment of this invention. It is a longitudinal cross-sectional view which shows the conventional motor drive device for vehicles.

  Hereinafter, embodiments of the present invention will be described in detail with reference to the drawings. FIG. 1 is a longitudinal sectional view showing a vehicle motor drive device according to an embodiment of the present invention. 2 is a cross-sectional view taken along the line II-II in FIG. FIG. 3 is an explanatory diagram showing an enlargement of the circled portion of FIG. The vehicle motor drive device according to the present embodiment is an in-wheel motor drive device that is disposed in an area inside a road wheel of a wheel.

  FIG. 4 schematically shows a vehicle including the vehicle motor drive device of the embodiment in a plan view. First, the vehicle 10 will be briefly described. The vehicle 10 is an electric vehicle that travels only by electric power, or a hybrid vehicle that not only drives wheels by an engine but also assists the wheels by battery power. The vehicle 10 includes four wheels, specifically, a pair of front wheels 11 and a pair of rear wheels 12 on both left and right sides in the vehicle width direction. Each front wheel 11 is attached to the vehicle body 13 via a suspension device (not shown). The left and right front wheels 11 are connected to a steering device 14 mounted at the front center of the vehicle body 13. The front wheels 11 are steered by the steering steering device 14 to enable the vehicle 10 to turn. This vehicle is a passenger car and can travel on public roads at high speed in the same way as a general engine car.

  Each rear wheel 12 is coupled to an in-wheel motor drive device 21 disposed inside the rear wheel 12. Each in-wheel motor drive device 21 is disposed in the wheel housing of the vehicle body 13 together with the rear wheel 12, and is attached to both sides of the vehicle body 13 in the vehicle width direction via suspension devices (not shown), and is supplied with electric power from the vehicle body 13. It is a motor drive device for vehicles. The rear wheel 12 rotates about an axis O extending in the vehicle width direction.

  As shown in FIG. 1, the in-wheel motor drive device 21 includes a motor unit A that generates a driving force, a deceleration unit B that decelerates and outputs the rotation of the motor unit A, and outputs from the deceleration unit B to the rear wheel 12. And a wheel hub bearing portion C for transmitting to the wheel. The motor part A, the speed reduction part B, and the wheel hub bearing part C are arranged coaxially along the axis O of the in-wheel motor drive device in this order. In the following description, with respect to the axis O direction, it is referred to as one end side in the axis O direction or one side in the axis O direction from the motor part A to the wheel hub bearing part C, and the axis line from the wheel hub bearing part C to the motor part A. It is called the other end side in the O direction or the other side in the axis O direction.

  The motor part A is opposed to the cylindrical motor casing 22a, the disk-shaped motor rear cover 22t, the stator 23 fixed to the inner periphery of the motor casing 22a, and a gap opened radially inward of the stator 23. The radial gap motor includes a rotor 24 disposed at a position where the motor 24 is disposed, and a motor rotating shaft 35 that is coupled and fixed inside the rotor 24 and rotates integrally with the rotor 24. Alternatively, although not shown, the motor part A may be an axial gap motor.

  The motor casing 22a is centered on the axis O of the motor rotating shaft 35, and extends in the axial direction to form an outer shell of the motor portion A. The pump casing 22p is a substantially disc-shaped partition wall, and is integrally formed at one end of the motor casing 22a. The pump casing 22p forms a boundary with the speed reducing portion B at one end in the axis O direction of the motor portion A and is a rolling bearing 37. The one end portion of the motor rotating shaft 35 is rotatably supported via the. Further, a suction oil passage 52, an oil pump 51, and a discharge oil passage 54 of the lubricating oil circuit are formed inside the wall thickness of the pump casing 22p. The lubricating oil circuit will be described later. The substantially disc-shaped motor rear cover 22t is abutted against and fixed to the other end of the motor casing 22a, forms the end face of the motor portion A at the other end in the axis O direction of the motor portion A, and is connected to the motor via the rolling bearing 36. The other end portion of the rotating shaft 35 is rotatably supported. The motor rear cover 22t is an end portion of the motor portion A and also an end portion on the inner side in the vehicle width direction of the in-wheel motor drive device 21.

  One end of the motor rotating shaft 35 is coupled to a speed reducing portion input shaft 25 that is rotatably provided inside the speed reducing portion B. This coupling is spline fitting or serration fitting, and the tapered speed reducing portion input shaft 25 is inserted into and engaged with the end opening of the motor rotating shaft 35 formed in a tubular shape.

  The speed reduction part B is a cycloid speed reducer, and is coaxially arranged on one side in the axis O direction of the motor part A, and has a cylindrical speed reduction part casing 22b and an outer pin attached and fixed to the inner peripheral surface of the speed reduction part casing 22b. A holding member 45, a speed reduction portion input shaft 25 extending along the axis O, a pair of eccentric portions 25a and 25b formed on the speed reduction portion input shaft 25, and rotatably held by the respective eccentric portions 25a and 25b. A pair of curved plates 26a and 26b as revolution members, a plurality of outer pins 27 as outer peripheral engaging members that engage with the outer peripheral portions of the curved plates 26a and 26b, and a speed reducing portion output shaft 28 extending along the axis O A gap between the pair of curved plates 26a and 26b, and a motion conversion mechanism that converts the rotational motion of the revolution member into a rotational motion centered on the axis O of the speed reducer input shaft 25, and transmits it to the speed reducer output shaft 28. Tori Lighted by having a center collar 29 to prevent the slope of the curve plate in contact with the end surfaces of the curved plates 26a, 26b.

  The speed reduction unit input shaft 25 extends along the axis O of the motor rotation shaft 35, and the end of the speed reduction unit input shaft 25 on the side closer to the motor unit A of both ends thereof is coupled to one end of the motor rotation shaft 35. . The end of the speed reduction part input shaft 25 on the side far from the motor part A is rotatably supported by the end of a speed reduction part output shaft 28 described later via a first rolling bearing 39. A pair of eccentric portions 25 a and 25 b are formed eccentrically from the axis O on the outer periphery of the central region in the direction of the axis O of the deceleration portion input shaft 25. The speed reduction part input shaft 25 is rotatably supported by the reinforcing member 61 by the second rolling bearing 38 on the side closer to the motor part A than the eccentric parts 25a and 25b.

  Each eccentric part 25a, 25b is a disk shape, and is eccentric from the axis O and is provided on the deceleration part input shaft 25. Further, the eccentric parts 25a and 25b form a pair of two and are arranged apart from each other in the direction of the axis O, and are provided with a phase difference of 180 ° in the circumferential direction so as to cancel out vibrations generated by the centrifugal force due to the eccentric movement. It has been. In order to reduce the couple of the eccentric portions 25a and 25b and the curved plates 26a and 26b, counterweights 65a and 65b (FIG. 3) are arranged so as to sandwich the eccentric portions 25a and 25b.

  The counterweight 65a is adjacent to the eccentric portion 25a and is eccentric from the axis O with a phase that is 180 ° different from that of the eccentric portion 25a. The counterweight 65b is adjacent to the eccentric portion 25b and is eccentric from the axis O with a phase that is 180 ° different from that of the eccentric portion 25b. That is, the counterweight 65a, the eccentric portion 25a, the eccentric portion 25b, and the counterweight 65b are arranged on the axis O (FIG. 1) in this order, and are eccentrically shifted in this order with respect to the axis O.

  The motor rotation shaft 35 and the speed reduction part input shaft 25 constitute a motor side rotation member that transmits the driving force of the motor part A to the speed reduction part B, and rotate together.

  The motion conversion mechanism includes a plurality of through holes 30a formed in curved plates 26a and 26b serving as revolving members, and a plurality of inner engagements that extend through the through holes 30a and extend in parallel with the axis O of the speed reduction portion input shaft 25. An inner pin 31 as a member is included. One end of each inner pin 31 in the axial direction is coupled to the speed reduction unit output shaft 28. The other end in the axial direction of each inner pin 31 is coupled to the reinforcing member 61. As a result, the ends of the plurality of inner pins 31 are fixed to each other by the speed reducer output shaft 28 and the reinforcing member 61.

  Referring to FIG. 2, curved plate 26b has a disc shape, and its outer peripheral portion is formed in a waveform. Specifically, the outer peripheral portion of the curved plate 26 b is a plurality of curved concave portions formed of a trochoidal curve such as an epitrochoid and recessed in the radial direction, and meshes with the outer pin 27. The curved plate 26b has a plurality of through holes 30a and 30b penetrating from one end face to the other end face. A plurality of through holes 30a are provided at equal intervals on the circumference centering on the rotation axis X of the curved plate 26b, and receive the inner pins 31. Moreover, the through-hole 30b is provided in the autorotation axis X of the curved plate 26b, and becomes an inner periphery of the curved plate 26b. The curved plate 26b is attached to the outer periphery of the eccentric portion 25b so as to be relatively rotatable. The inner pin 31 includes a needle roller bearing, and includes an inner pin main body 31a, a plurality of needle rollers 31b, and a bearing outer ring 31c. The inner pin main body 31a passes through the bearing outer ring 31c, and the needle rollers 31b are disposed in an annular space between the inner pin main body 31a and the bearing outer ring 31c. The outer diameter of the inner pin 31, that is, the outer diameter of the bearing outer ring 31c is sufficiently smaller than the inner diameter of the through hole 30a, and a part of the outer peripheral surface of the inner pin 31 contacts the hole wall surface of the through hole 30a. The remaining part of the outer peripheral surface of the through hole 30 is not in contact with the hole wall surface of the through hole 30a. The outer peripheral surface of the bearing outer ring 31c is in contact with the hole wall surface of the through hole 30a while rolling.

  The curved plate 26b is rotatably supported by the rolling bearing 41 with respect to the eccentric portion 25b. In order to facilitate understanding, a part of the rolling bearing 41 in the circumferential direction is shown in FIG. The rolling bearing 41 includes a plurality of rollers 44 disposed between an annular inner ring member 42 having an inner raceway surface 42a on the outer diameter surface and a hole wall surface of the through-hole 30b serving as the outer raceway surface. And a cylindrical roller bearing provided with a cage (not shown) that holds the interval between the rollers 44 adjacent in the circumferential direction. Alternatively, it may be a deep groove ball bearing. The inner diameter surface of the inner ring member 42 is fitted to the outer diameter surface of the eccentric portion 25b. The inner ring member 42 further includes a hole 43 that is located on the inner raceway surface 42a and penetrates in the radial direction and a pair of flanges that face each other across the inner raceway surface 42a. The hole 43 connects the inside of the eccentric portion 25b to a branch oil passage 58b extending in the direction perpendicular to the axis O. The same applies to the curved plate 26a.

  A plurality of outer pins 27 shown in FIG. 1 are provided at equal intervals on a circumferential track centering on the axis O of the motor side rotating member (see FIG. 2), and extend parallel to the axis O. When the two pair of curved plates 26a, 26b revolve around the axis O, the curved concave portions on the outer periphery of the curved plates 26a, 26b engage with the outer pin 27, and the curved plates 26a, 26b rotate. Give rise to

  The outer pin 27 disposed inside the speed reduction unit casing 22b may be directly connected and fixed to the inner wall surface of the speed reduction unit casing 22b, but is preferably attached and fixed to the inner wall surface of the speed reduction unit casing 22b. It is held by the outer pin holding member 45. More specifically, as shown in FIG. 1, both axial ends of the outer pin 27 are rotatably supported by needle roller bearings 27 a (rolling bearings) attached to the outer pin holding member 45. In this way, by attaching the outer pin 27 to the outer pin holding member 45 via the needle roller bearing 27a (rolling bearing) so as to be rotatable and rotatable, the contact resistance due to the engagement with the curved plates 26a and 26b is reduced. Can do.

  As shown in FIG. 1, the speed reduction part output shaft 28 has a large-diameter flange part 28b at the end part on the motor part A side and a shaft part 28d on the wheel hub bearing part C side. A small-diameter flange portion 28c is formed at a connection portion between the large-diameter flange portion 28b and the shaft portion 28d. At the center of the large-diameter flange portion 28b and the small-diameter flange portion 28c, a circular concave portion 34 that receives one end of the speed reduction portion input shaft 25 is formed, and a first rolling bearing 39 is disposed in the circular concave portion 34.

  The large-diameter flange portion 28b is formed with a hole for fixing one end portion of the inner pin 31 at equal intervals on the circumference centering on the axis O of the speed reduction portion output shaft 28. The wheel hub 32 of the wheel hub bearing portion C is connected and fixed to the outer peripheral surface of the shaft portion 28d.

  As shown in FIG. 1, a reinforcing member 61 is provided at the other end of the inner pin 31 on the side away from the large-diameter flange portion 28b. The reinforcing member 61 is a flange-shaped large-diameter disc portion 61b that is coupled and fixed to the tips of the plurality of inner pins 31 inside the speed reduction portion B, and is coaxially formed adjacent to the large-diameter disc portion 61b. A small-diameter disk part 61c having a smaller diameter than the part 61b and a smaller-diameter cylindrical part 61d extending from the inner peripheral edge of the small-diameter disk part 61c to the motor part A are included. The large-diameter disc portion 61b is centered on the axis O, the small-diameter disc portion 61c is disposed closer to the motor portion A than the large-diameter disc portion 61b, and the cylindrical portion 61d is directed from the small-diameter disc portion 61c toward the motor portion A. Extending along the axis O.

  The load applied to a part of the inner pins 31 from the two curved plates 26a, 26b is all of the inner diameter via the large-diameter disk portion 61b of the reinforcing member 61 and the large-diameter flange portion 28b of the reduction portion output shaft 28. Since it is supported by the pins 31, the stress acting on each inner pin 31 can be reduced and the durability can be improved. The tip of the cylindrical portion 61d is inserted into the oil pump 51 to drive the oil pump 51 (see FIG. 1). The 2nd rolling bearing 38 is attached to the internal peripheral surface of the small diameter disc part 61c, and the 2nd rolling bearing 38 supports the deceleration part input shaft 25 rotatably.

  Since the reinforcing member 61 is connected to the speed reducing unit output shaft 28 via the inner pin 31, the reinforcing member 61 rotates integrally with the speed reducing unit output shaft 28. As shown in FIG. 1, the speed reducer output shaft 28 and the reinforcing member 61 constitute a wheel-side rotating member that transmits the driving force of the speed reducer B to the wheel hub 32.

  Roller bearings 62 and 64 are disposed at both ends of the outer pin holding member 45. The rolling bearings 62 and 64 rotatably support the wheel side rotating member. The rolling bearing 62 is disposed on the side close to the motor part A, and the rolling bearing 64 is disposed on the side close to the wheel hub bearing part C.

  The oil pump 51 is connected to a suction oil passage 52 and a discharge oil passage 54 provided inside the wall thickness of the pump casing 22p, and is lubricated with oil from an oil tank 53 provided in a lower portion of the speed reduction unit B via the suction oil passage 52. And high pressure lubricating oil is discharged from the discharge oil passage 54. The suction oil passage 52 and the discharge oil passage 54 extend in the radial direction and the vertical direction of the pump casing 22p. The discharge oil passage 54 includes a cooling oil passage 55 provided inside the wall thickness of the motor casing 22a, a communication oil passage 56 provided inside the wall thickness of the motor rear cover 22t and extending in the radial direction, a tubular motor rotating shaft 35, and Similarly, an axial oil passage 57 provided inside the speed reduction portion input shaft 25 and extending along the axis O, and a branch oil passage 58a and an eccentric portion 25b extending radially outward from the axis O in the eccentric portion 25a. The extending branch oil passage 58b and the holes 43 (see FIG. 2) drilled in the inner ring member 42 fitted to the outer circumferences of the eccentric portions 25a and 25b are sequentially connected. Further, an opening 58 c connected to the circular recess 34 is provided at the tip of the axial oil passage 57.

  Then, the lubricating oil discharged from the oil pump 51 sequentially flows through these oil passages 54, 55, 56, 57, 58a (58b), the hole 43, and the opening 58c, and the inside of the speed reduction part B (the rolling bearings 38, 39, 41). , 62, 64, curved plates 26a, 26b, inner pin 31, outer pin 27, etc.) are lubricated and cooled. The lubricating oil after lubrication falls and collects in the oil tank 53. Then, it is sucked again by the oil pump 51 and circulates inside the in-wheel motor drive device 21. As described above, the in-wheel motor drive device 21 according to the present embodiment includes an axial center-lubricated lubricating oil circuit and injects lubricating oil from the speed reduction unit input shaft 25. Then, the lubricating oil flows radially outward from the speed reducer input shaft 25 to lubricate and cool the speed reducer B.

  The lubricating oil branches off from the axial oil passage 57 and flows through a rotor oil passage 59 formed in the rotor 24 to cool the inside of the motor part A and lubricate the rolling bearings 36 and 37. The lubricated lubricating oil falls in the internal space L of the motor part A and collects in the oil tank 53.

  As shown in FIG. 1, the wheel hub bearing portion C is a rolling bearing having an inner ring 33c, a wheel hub 32 as a rotating shaft, a rolling element 33, and a non-rotating outer ring member 33a. The wheel hub 32 is coaxially arranged on one side of the speed reduction unit output shaft 28 in the axis O direction, and is connected and fixed to the speed reduction unit output shaft 28. The wheel hub bearing portion C is an end portion on the outer side in the vehicle width direction of the in-wheel motor drive device 21.

  The inner ring 33c of the rotating member is fitted and fixed to the outer peripheral surface of the wheel hub 32, and the outer ring member 33a of the non-rotating member is fixed to one end of the speed reduction portion casing 22b by a bolt 33b. The speed reduction part casing 22b that forms the outline of the speed reduction part B, the motor casing 22a and the motor rear cover 22t that form the outline of the motor part A are coupled to each other by a connector such as a bolt, and the pump casing 22p is connected to the motor casing 22a. It is integrally formed and constitutes one casing 22 as a whole. As described above, the casing 22 includes a plurality of casing members or casing portions.

  The wheel hub bearing portion C is a double-row angular contact ball bearing having a large number of rolling elements 33 in two rows, and is arranged between the outer ring member 33a and the inner ring 33c on the side where the rolling elements 33 in the first row are close to the speed reduction portion B. The second row of rolling elements 33 is disposed between the outer ring member 33 a and the wheel hub 32 on the side far from the speed reduction portion B.

  The wheel hub 32 includes a cylindrical hollow portion 32a and a wheel mounting flange portion 32b that protrudes from one end of the hollow portion 32a in the outer diameter direction. The shaft portion 28d is spline-fitted or serrated-fitted into the central hole of the hollow portion 32a. An inner raceway surface that is in rolling contact with the second row of rolling elements 33 is formed on the outer peripheral surface of the hollow portion 32a. The road wheel of the rear wheel 12 is connected and fixed to the wheel mounting flange portion 32b by a bolt 32c.

  Next, the second rolling bearing 38 and the first rolling bearing 39 of the deceleration unit B will be described in detail.

  As shown in FIG. 3, the first rolling bearing 39 has an inner ring 39p provided on one end side in the axis O direction of the speed reducer input shaft 25, an outer ring 39q provided on the speed reducer output shaft 28, and an annular gap between these inner and outer rings. It has the some rolling element 39r arrange | positioned. The rolling element 39r is, for example, a ball, and the first rolling bearing 39 is, for example, a deep groove ball bearing.

  The same applies to the second rolling bearing 38, and an inner ring 38p provided on the other end side in the axis O direction of the speed reducer input shaft 25, an outer ring 38q provided on the reinforcing member 61, and a plurality of annular rings arranged in the inner and outer rings. It has rolling elements 38r. The inner rings 38p and 39p are attached to the outer periphery of the speed reduction unit input shaft 25 by a clearance fit.

  The outer ring 39q is attached to the inner periphery of the circular concave portion 34 of the speed reduction unit output shaft 28 by interference fitting (press-fit). A first outer ring stopper member 47 is further attached to the inner periphery of the large-diameter flange portion 28b in the inner periphery of the circular recess 34. The first outer ring stopper member 47 is a C-shaped snap ring, and is snapped into an annular groove formed on the inner circumference of the large-diameter flange portion 28b on the other end side in the axis O direction (motor portion A side) with respect to the outer ring 39q. Match. Or you may attach to the deceleration part output shaft 28 with coupling tools, such as a volt | bolt. The first outer ring stopper member 47 restricts the outer ring 39q from coming out of the circular recess 34 toward the other end side in the axis O direction.

  The outer ring 39q is inserted into the circular recess 34 and comes into contact with the small diameter flange portion 28c. For this reason, the outer ring 39q does not move to the wheel hub bearing portion C side.

  The outer ring 38q is attached to the inner periphery of the large-diameter disk portion 61b of the reinforcing member 61 and the inner periphery of the small-diameter disk portion 61c by press fitting. In addition, the internal diameter of the large diameter disc part 61b and the internal diameter of the small diameter disc part 61c are equal. A second outer ring stopper member 46 is further attached to the inner periphery of the large-diameter disc portion 61b. The second outer ring stopper member 46 is a C-shaped snap ring, and is an annular groove formed on the inner circumference of the large-diameter disk portion 61b on one end side in the axis O direction (wheel hub bearing portion C side) with respect to the outer ring 38q. Snap to fit. Or you may attach to the reinforcement member 61 with connection tools, such as a volt | bolt. The second outer ring stopper member 46 restricts the outer ring 38q from slipping out from the small-diameter disk portion 61c to one end side in the axis O direction. The first outer ring stopper member 47 and the second outer ring stopper member 46 constitute an outer ring stopper that restricts the outer rings 38q and 39q from approaching each other in the axial direction.

  The outer ring 38q is inserted into the center hole of the large-diameter disc portion 61b and comes into contact with the small-diameter disc portion 61c. For this reason, the outer ring 38q does not move to the motor part A side.

  The deceleration portion input shaft 25 is provided with a first inner ring stopper member 49 and a second inner ring stopper member 48. The first inner ring retaining member 49 is a C-shaped snap ring, and is arranged on the outer periphery of the speed reduction unit input shaft 25 at one end side in the axis O direction (wheel hub bearing part C side) further than the inner ring 39p of the first rolling bearing 39. Snap fit into the formed annular groove. Or you may attach to the deceleration part input shaft 25 with coupling tools, such as a volt | bolt. The first inner ring stopper member 49 is attached to the speed reducer input shaft 25 so as not to move in the axis O direction, and restricts the inner ring 39p from coming out to one end side in the axis O direction.

  The second inner ring stopper member 48 is also a C-shaped snap ring, and is snap-fitted into an annular groove formed on the outer periphery of the speed reduction unit input shaft 25 on the other end side in the axis O direction (motor part A side) further than the inner ring 38p. Match. Or you may attach to the deceleration part input shaft 25 with coupling tools, such as a volt | bolt. The second inner ring stopper member 48 is attached to the speed reducer input shaft 25 so as not to move in the axis O direction, and restricts the inner ring 38p from coming out to the other end side in the axis O direction.

  A preload spring 66 and a spacer 67 are provided between the inner ring 38 p and the second inner ring stopper member 48. The preload spring 66 is, for example, a ring-shaped disc spring, and is contracted in a gap between the inner ring 38p and the second inner ring stopper member 48 that are separated in the direction of the axis O. The spacer 67 reduces the gap between the inner ring 38p and the second inner ring stopper member 48 that are separated in the direction of the axis O. The preload spring 66 applies a preload in the direction of the axis O to the inner ring 38p. The rolling element 38r that receives preload from the preload spring 66 through the inner ring 38p toward the one side in the axis O direction (inner ring 39p) transmits the preload in the same direction to the outer ring 38q. The second inner ring stopper member 48 receives this preload.

  A spacer 68 is interposed between the inner ring 38p and the counterweight 65a. The second rolling bearing 38 including the inner ring 38p is separated from the counterweight 65a toward the motor portion A by the spacer 68.

  Similarly, a spacer 69 is interposed between the inner ring 39p and the counterweight 65b. The first rolling bearing 39 including the inner ring 39p is separated from the counterweight 65b toward the wheel hub bearing portion C by the spacer 69.

  The reinforcing member 61 supports the second inner ring stopper member 48 so as not to move in the direction of the axis O, and both ends of the inner pin 31 are coupled to the reinforcing member 61 and the speed reduction unit output shaft 28, respectively. The speed reduction unit output shaft 28 is the first outer ring. The stop member 47 is supported so as not to move in the direction of the axis O. For this reason, the preload of the preload spring 66 is transmitted from the second rolling bearing 38 to the first outer ring stopper member 47 via the second outer ring stopper member 46, the reinforcing member 61, the inner pin 31, and the speed reducing portion output shaft 28. Then, the first outer ring stopper member 47 preloads the outer ring 39q in the direction of the axis O (on the wheel hub bearing portion C side).

  The first inner ring retaining member 49 contacts the inner ring 39p and receives the preload in the direction of the axis O applied by the first outer ring retaining member 47 to the outer ring 39q. As described above, the rolling elements 38r and 39r are applied with a preload in a direction approaching each other from the inner rings 38p and 39p, and are restrained from moving in the direction of the axis O by receiving a reaction force from the outer rings 38q and 39q. That is, the second rolling bearing 38 and the first rolling bearing 39 are back-to-back as shown by a one-dot chain line in FIG. Thus, according to the present embodiment, since the preload spring 66, the second outer ring stopper member 46, the first outer ring stopper member 47, the first inner ring stopper member 49, and the second inner ring stopper member 48 as the bearing preload means are provided. Compared with the front alignment as shown by the one-dot chain line in FIG. 7, the support spans of the second rolling bearing 38 and the first rolling bearing 39 that support the deceleration unit input shaft 25 become longer, and the deceleration unit input shaft 25 is stabilized. Can be supported. In particular, the speed reducing portion input shaft 25 has an eccentric portion 25a that rotates at a high speed and causes a great deal of vibration. However, the rolling bearings 38 and 39 that are back-to-back can prevent a great deal of vibration. In addition, the eccentric portion 25a and the eccentric portion 25b are 180 ° out of phase and cause couples, so that the speed reduction portion input shaft 25 is stably supported at both ends by the rolling bearings 38 and 39 aligned on the back surface. Can do.

  Next, a method of assembling the speed reduction part for combining the rolling bearings 38 and 39 that support the speed reduction part input shaft 25 at both ends will be described.

  In order to facilitate understanding of the present invention, the proportional reduction unit will be described first, and then the reduction unit B of the present embodiment will be described. FIG. 5 is a longitudinal sectional view for explaining the proportional reduction unit. Regarding this comparison, the same components as those in the embodiment described above are denoted by the same reference numerals, description thereof is omitted, and different configurations will be described below. The proportional rolling bearings 38 and 39 are also combined on the back side. However, in the comparative example, a protrusion 28f is formed on the speed reduction portion output shaft 28 instead of the first outer ring retaining member 47 described above, and the second outer ring retaining member described above. Instead of 46, a protrusion 61 f is formed on the reinforcing member 61.

  The protrusion 28f protrudes in the inner diameter direction from the inner periphery of the small diameter flange portion 28c. Similar to the first outer ring retaining member 47, the protrusion 28f is disposed closer to the center of the speed reduction part B than the outer ring 39q and contacts the outer ring 39q to restrict the outer ring 39q from moving toward the center of the speed reduction part B. The protrusion 61f protrudes in the inner diameter direction from the inner periphery of the small-diameter disk portion 61c. Similar to the second outer ring stopper member 46, the protrusion 61f is disposed closer to the center side of the speed reduction part B than the outer ring 38q, contacts the outer ring 38q, and restricts the outer ring 38q from moving to the center side of the speed reduction part B.

  The proportional reduction portion output shaft 28 is composed of two members, and the shaft portion 28d and the small-diameter flange portion 28c are separated by a butt surface 28e perpendicular to the axis O as a boundary. The shaft portion 28d and the small-diameter flange portion 28c are coupled by a connecting tool such as a bolt 70. This is different from the one-part deceleration portion output shaft 28 shown in FIGS. 1 and 3.

  The proportional reinforcing member 61 is also composed of two members, and the cylindrical portion 61d and the small-diameter disc portion 61c are separated from each other with a butting surface 61e perpendicular to the axis O as a boundary. The cylindrical portion 61d and the small-diameter disc portion 61c are coupled by a connecting tool such as a bolt 71. This is different from the one-piece reinforcing member 61 shown in FIGS. 1 and 3.

  The first inner ring stopper member 49 has a disk shape larger in diameter than the end face of the speed reducing portion input shaft 25, and is attached and fixed to the end face by a bolt 72 or a snap fit (not shown). The end face is an end face on the wheel hub bearing part C side of both ends of the speed reducing part input shaft 25.

  When assembling the proportional reduction part B from one side in the axis O direction, the reduction part output shaft 28 is separated in advance into two members of an annular body comprising a shaft part 28d, a small diameter flange part 28c and a large diameter flange part 28b. As shown in FIG. 5, the speed reduction portion input shaft 25, the curved plates 26 a and 26 b, the spacer 69, the inner pin 31, the large and small diameter flange portions 28 b and 28 c, and the outer pin 27 are disposed inside the outer pin holding member 45. For example, members existing in the outer pin holding member 45 are incorporated in advance.

  Next, from the wheel hub bearing portion C side, the first rolling bearing 39 is fitted between the small-diameter flange portion 28c and the speed reduction portion input shaft 25, and the first inner ring stopper member 49 is attached to one end of the speed reduction portion input shaft 25 in the axis O direction. Is fixed with bolts 72. Next, the shaft portion 28d is abutted against the abutting surface 28e of the small-diameter flange portion 28c, the bolt 70 is tightened, and both are coupled. Thereby, the attachment of the first rolling bearing 39 is completed.

  According to the comparison, the rolling bearing 39 cannot be attached back to back on the speed reduction part unless the speed reduction part output shaft 28 is divided into two, and the rigidity of the speed reduction part output shaft 28 is reduced.

  Further, when the proportional reduction part B is assembled from the other side in the direction of the axis O, the reinforcing member 61 is separated in advance into two members, a cylindrical part 61d, and an annular body composed of a small-diameter disk part 61c and a large-diameter disk part 61b. In addition, as shown in FIG. 5, inside the outer pin holding member 45, the speed reducing portion input shaft 25, the curved plates 26a and 26b, the spacer 68, the inner pin 31, the large and small diameter disc portions 61b and 61c, Members existing in the outer pin holding member 45 such as the pin 27 are incorporated in advance.

  Next, from the motor part A side, the second rolling bearing 38 is fitted between the small-diameter disk part 61c and the speed reduction part input shaft 25, and a preload spring 66 and a spacer 67 are attached to the other end in the axis O direction of the speed reduction part input shaft 25. Are sequentially assembled, and the second inner ring stopper member 48 is fixed. Next, the cylindrical portion 61d is abutted against the abutting surface 61e of the small-diameter disc portion 61c, the bolt 71 is tightened, and both are coupled. Thereby, the attachment of the second rolling bearing 38 is completed.

  According to the proportionality, unless the reinforcing member 61 is divided into two parts, the second rolling bearing 38 cannot be attached to the speed reduction portion back to back, and the rigidity of the reinforcing member 61 is reduced.

  On the other hand, when the speed reduction part B (FIG. 3) of the present embodiment is assembled, the end part of the speed reduction part input shaft 25 on the wheel hub bearing part C side is passed through the center hole of the spacer 69 and the first rolling bearing 39. The first inner ring stopper member 49 is fitted into the outer periphery of the end portion to prevent them from coming off. Next, in this state, the end of the speed reducer input shaft 25 is inserted into the circular recess 34 of the speed reducer output shaft 28, and the first outer ring stopper member 47 is fitted into the inner periphery of the circular recess 34 to prevent the end from coming off. To do. Thereby, the attachment of the first rolling bearing 39 is completed.

  According to this embodiment, the 1st rolling bearing 39 can be attached to the deceleration part output shaft 28 by back-to-back, without dividing | segmenting the deceleration part output shaft 28. FIG. Therefore, the rigidity of the speed reduction part output shaft 28 is not impaired.

  Further, when assembling the speed reduction portion B of the present embodiment, the rolling bearing 38 is inserted into the central hole of the reinforcing member 61 and the second outer ring stopper member 46 is fitted to prevent it from coming off. Next, the end portion is inserted into the center hole of the second rolling bearing 38 with the spacer 68 applied to the end portion of the speed reduction portion input shaft 25 on the motor portion A side. Next, the preload spring 66 and the spacer 67 are applied to the outer periphery of the end portion penetrating the second rolling bearing 38, and the second inner ring stopper member 48 is fitted to prevent them from coming off. Thereby, the attachment of the second rolling bearing 38 is completed.

  According to the present embodiment, the rolling bearing 38 can be attached to the reinforcing member 61 in a back-to-back manner without dividing the reinforcing member 61. Therefore, the rigidity of the reinforcing member 61 is not impaired.

  Next, with respect to other embodiments of the present invention, the same reference numerals are given to configurations common to the above-described embodiments, description thereof is omitted, and different configurations will be described below. FIG. 6 is a schematic overall plan view showing another embodiment. The vehicle 20 is an electric vehicle that travels only with electric power, or a hybrid vehicle that not only drives the wheels with an engine but also assists the wheels with battery power.

  Each rear wheel 12 is coupled to one end of the drive shaft 15. The other end of the drive shaft 15 is coupled to a vehicle motor drive device 21 ′ mounted on the vehicle body 13. Each vehicle motor drive device 21 'is basically the same as the in-wheel motor drive device 21 described above, but does not have the wheel hub bearing portion C, and the speed reduction portion output shaft 28 is connected via a constant velocity joint. The other end of the drive shaft 15 is coupled. The vehicle motor drive device 21 ′ is mounted on the vehicle body frame of the vehicle body 13.

  Each rear wheel 12 is disposed in a wheel housing of the vehicle body 13 and attached to both sides of the vehicle body 13 in the vehicle width direction via a suspension device (not shown). The rear wheel 12 rotates about an axis O extending in the vehicle width direction.

  According to another embodiment, not only the vehicle motor drive device disposed in the inner space of the wheel but also the vehicle motor drive device mounted on the vehicle body supports the speed reduction portion input shaft 25 in both ends. The two rolling bearings 38 and the first rolling bearing 39 can be combined in the back surface. Further, in the vehicle motor drive device according to the present invention, an example in which a cycloid type reduction gear is used has been shown. However, the present invention is not limited to this, and a planetary reduction gear, a parallel shaft gear reduction gear, or other reduction gear is used. The machine is applicable.

  Although the embodiments of the present invention have been described with reference to the drawings, the present invention is not limited to the illustrated embodiments. Various modifications and variations can be made to the illustrated embodiment within the same range or equivalent range as the present invention.

  The vehicle motor drive device according to the present invention is advantageously used in electric vehicles and hybrid vehicles.

10 vehicles, 11 front wheels, 12 rear wheels, 13 vehicle bodies,
14 Steering device, 15 Drive shaft,
20 vehicle, 21 in-wheel motor drive device (motor drive device for vehicle),
21 'vehicle motor drive device, 25 speed reducer input shaft,
25a, 25b Eccentric part (outer peripheral engagement member),
26a, 26b Curved plate (revolving member), 27 Outer pin (outer periphery engaging member),
28 Speed reducer output shaft, 28b Large diameter flange,
28c small diameter flange, 28d shaft,
31 inner pin (inner engagement member), 32 wheel hub,
33a outer ring member, 34 circular recess, 35 motor rotating shaft,
38 second rolling bearing, 39 first rolling bearing,
45 outer pin holding member, 46 second outer ring stopper member (outer ring stopper),
47 1st outer ring stopper member (outer ring stopper part), 48 2nd inner ring stopper member,
49 first inner ring stopper member, 61 reinforcing member,
61b Large-diameter disk part, 61c Small-diameter disk part, 61d Cylindrical part,
65a, 65b counterweight, 66 preload spring,
67, 68, 69 spacer, 70, 71, 72 bolts,
A motor part, B reduction part, C wheel hub bearing part,
L internal space, O axis, X axis of rotation.

Claims (8)

A motor unit, and a deceleration unit that decelerates the rotation of the motor unit and outputs it to the wheels,
The speed reduction part is at least one of a speed reduction part input shaft to which rotation is input from the motor part, a speed reduction part output shaft that outputs the reduced speed rotation to the wheel, the speed reduction part input shaft, and the speed reduction part output shaft A first rolling bearing and a second rolling bearing that rotatably support both axial ends of the shaft body, and bearing preloading means for applying axial preload to the first rolling bearing and the second rolling bearing. Have
The bearing preload means is a direction in which the inner ring of the first rolling bearing and the inner ring of the second rolling bearing approach each other with the axial position of the outer ring of the first rolling bearing and the outer ring of the second rolling bearing regulated. A direction in which the outer ring of the first rolling bearing and the outer ring of the second rolling bearing are moved away from each other in a state where the axial position of the inner ring of the first rolling bearing and the inner ring of the second rolling bearing is regulated. A vehicle motor drive device characterized by applying a preload to the vehicle. The bearing preload means includes an outer ring stopper for restricting the outer ring of the first rolling bearing and the outer ring of the second rolling bearing from approaching each other in the axial direction;
A first inner ring stopper for restricting the inner ring of the first rolling bearing provided on the outer peripheral surface of the shaft body from being disposed on one end side in the axial direction from slipping out from the outer peripheral surface to the one end side in the axial direction;
A second inner ring stopper for restricting the inner ring of the second rolling bearing provided on the outer peripheral surface of the shaft body from being disposed on the other end side in the axial direction from slipping out from the outer peripheral surface to the other end side in the axial direction;
2. The vehicle according to claim 1, further comprising an elastic member that is contracted between the inner ring and the first inner ring stopper of the first rolling bearing or between the inner ring and the second inner ring stopper of the second rolling bearing. Motor drive device.   The motor drive device for vehicles according to claim 1 or 2 in which said reduction part is a cycloid reduction gear. The speed reduction part is eccentrically provided on the speed reduction part input shaft, and is held so as to be relatively rotatable on the eccentric part, and the axis of the speed reduction part input shaft is centered on rotation of the speed reduction part input shaft. A revolving member that performs revolving motion, an outer periphery engaging member that engages with an outer periphery of the revolving member to cause the revolving member to rotate, and the revolving member revolves around the axis of the speed reducer input shaft. It further has a motion conversion mechanism that converts the rotational motion into
4. The vehicle motor drive device according to claim 3, wherein the first rolling bearing and the second rolling bearing are provided at both axial ends of the speed reduction unit input shaft. 5. The motion conversion mechanism includes a plurality of through holes formed in the revolving member, and a plurality of inner engagement members that are respectively passed through the through holes and extend in parallel with the axis of the speed reducer input shaft.
The speed reduction part output shaft is arranged coaxially with the axis of the speed reduction part input shaft and is coupled to one end of the plurality of inner engagement members,
One end in the axial direction of the speed reducer input shaft is inserted into a circular recess formed at the other end in the axial direction of the output shaft of the speed reducer,
The first rolling bearing is provided in an annular space between an inner peripheral surface of the circular recess and an outer peripheral surface of one end portion in the axial direction of the speed reduction unit input shaft,
The bearing preload means is attached to the output shaft of the speed reduction unit, and a first outer ring stopper member that restricts the outer ring of the first rolling bearing from coming out of the circular recess to the other end side in the axial direction;
And a first inner ring stopper member that is attached to one end side in the axial direction of the speed reducer input shaft and restricts the inner ring of the first rolling bearing from slipping out from the speed reducer input shaft toward the one end side in the axial direction. Item 5. The vehicle motor drive device according to Item 4. The motion conversion mechanism includes a plurality of through holes formed in the revolving member, and a plurality of inner engagement members that are respectively passed through the through holes and extend in parallel with the axis of the speed reducer input shaft.
The speed reducer output shaft is disposed coaxially with the axis of the speed reducer input shaft, is coupled to one end of the plurality of inner engaging members, is disposed coaxially with the axis of the speed reducer input shaft, and is disposed with the plurality of inner engagement members. A cylindrical reinforcing member coupled to the other end of the joint member;
The other end portion in the axial direction of the speed reducer input shaft is inserted into the central hole of the reinforcing member,
The second rolling bearing is provided in an annular space between an inner peripheral surface of the center hole and an outer peripheral surface of the other end portion in the axial direction of the speed reduction portion input shaft,
The bearing preload means is attached to the reinforcing member and restricts the outer ring of the second rolling bearing from slipping out of the reinforcing member to one side in the axial direction; and
And a second inner ring stopper member that is attached to the other side in the axial direction of the speed reducer input shaft and restricts the inner ring of the second rolling bearing from slipping out from the speed reducer input shaft to the other end in the axial direction. The vehicle motor drive device according to 4 or 5. A wheel hub bearing portion including a wheel hub coupled to the output shaft of the speed reduction unit and a rolling bearing that rotatably supports the wheel hub;
The vehicle motor drive device according to any one of claims 1 to 6, wherein at least a part of the wheel hub bearing portion, the speed reduction portion, and the motor portion is disposed in an inner space region of the wheel.   The vehicle motor drive device according to claim 1, wherein the speed reduction unit and the motor unit are mounted on a vehicle body, and the output shaft of the speed reduction unit is connected to the wheels via a drive shaft.

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