JP2006103392A - Wheel motor - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To provide a wheel motor capable of providing an extremely simple link structure for an electric motor and a decelerator and high flexibility in setting a deceleration ratio in the wheel motor in which the electric motor and the decelerator are layered and disposed in a radial direction. <P>SOLUTION: This is the wheel motor 3 in which the electric motor 5 and the decelerator 6 are coaxially layered and disposed in the radial direction in the inner portion of the wheel. The decelerator 6 has an input shaft 11 driven by the electric motor 5, a rotating body 12 supported at an inclination portion 14 formed at an outer periphery or an inner periphery of the input shaft 11 so as to be rotated freely, and an output shaft 13 as a driving shaft. A second gear A2 of which the number of gears is n2 and which is engaged with a first gear A1 of which the number of gears is n1 and which is directly or indirectly fixed at a housing, and a third gear A3 of which the number of gears is n3 and which is engaged with a fourth gear A4 of which the number of gears is n4 and which is formed at an output shaft 13 are formed at the edge portion in the axial direction of the rotational body12 to be constituted as the oscillating type decelerator of which the engagement position of the rotational body 12 between the respective gears varies while the rotational body are oscillated and moved by the rotation of the input shaft 11. <P>COPYRIGHT: (C)2006,JPO&NCIPI

Description

  The present invention relates to a wheel motor in which an electric motor and a speed reducer are arranged coaxially and overlap in the radial direction inside the wheel.

  A wheel motor that is placed in the wheel of a vehicle and directly drives the drive wheels not only saves space on the vehicle body side, but also can control the torque of each wheel independently, so it can be used for small-turn running, slip prevention, etc. Efficient control is possible.

On the other hand, a wheel motor often includes a speed reducer to ensure the torque required as a drive source, and in that case, the speed reducer is generally provided in parallel to the electric motor in the axial direction. In this case, the vehicle is enlarged in the width direction. In view of this, a proposal has been proposed in which a planetary gear mechanism as a speed reducer is disposed radially inward of an electric motor using a dead space in the wheel (Patent Document 1). The planetary gear mechanism is structurally narrow in the axial direction and does not exceed the axial width of the electric motor, and is compact in the width direction compared to those arranged in parallel.
JP 2000-224884

  However, although the wheel motor disclosed in Patent Document 1 can achieve downsizing in the width direction of the vehicle, the use of a planetary gear mechanism as a speed reducer complicates the linkage structure and limits the overall downsizing. In addition, there is a problem that the weight increases. That is, the planetary gear mechanism is composed of a sun gear, a pinion gear, a carrier that supports the pinion gear, and a ring gear. It is necessary to configure so that the deceleration output is taken out from the other side.

  Therefore, by arranging the planetary gear mechanism radially inward of the electric motor as in Patent Document 1, the output of the electric motor cannot be directly transmitted to the ring gear adjacent in the radial inner direction, and the radial direction from the rotor. I have to tell the sun gear farthest away inward. For this purpose, the sun gear must be driven through a large-diameter cylindrical member fixed to the inner periphery of the rotor of the electric motor, and the cooperative structure becomes complicated. Moreover, the presence of the cylindrical member not only increases the size of the wheel motor as a whole, but also increases the weight of the wheel motor.

  Further, the planetary gear mechanism has a compact axial width, but the sun gear, pinion gear, and ring gear are arranged in the radial direction, so that the radial dimension becomes large. Moreover, the reduction ratio of the planetary gear mechanism is basically governed by the ratio of the number of teeth of the sun gear and the ring gear, that is, the ratio of the pitch circle, and in order to obtain a high reduction ratio, it is necessary to make the ring gear diameter extremely large and into the wheel. It becomes difficult to put on and is not realistic. In order to ensure the compactness in the radial direction and the required high reduction ratio, it can be ensured by arranging a plurality of planetary gear mechanisms in the axial direction, but the structure becomes complicated and this is not practical.

  Therefore, the wheel motor described in Patent Document 1 has a limit to the compactness in the radial direction, and the cooperation structure between the electric motor and the speed reducer becomes complicated, which in turn increases the weight and increases the unsprung weight. It adversely affects the vehicle performance.

  The present invention has been made paying attention to such a point. In the arrangement in which the electric motor and the speed reducer are superposed in the radial direction, the cooperation structure between the two is extremely simple and the degree of freedom in setting the speed reduction ratio is high. The object is to obtain a small and lightweight wheel motor.

  The means according to claim 1 of the present invention for solving the above problem is a wheel motor in which an electric motor and a speed reducer are arranged coaxially and in a radial direction inside the wheel, The speed reducer includes an input shaft driven by the electric motor, a rotating body rotatably supported at an inclined portion formed on an outer periphery or an inner periphery of the input shaft, and an output shaft. At the end in the direction, a second gear with the number of teeth n2 meshed with the first gear with the number of teeth n1 fixed directly or indirectly to the fixing member, and a tooth meshed with the fourth gear with the number of teeth n4 formed on the output shaft A third gear having a number n3 is formed, and is configured as an oscillating speed reducer that changes the meshing position between the gears while the rotator oscillates by the rotation of the input shaft.

  According to this configuration, the output of the electric motor can be transmitted directly to the input shaft of the speed reducer with the rotor circumferential surface, and the cooperation structure of the electric motor and the speed reducer can be greatly simplified, so that the wheel motor can be made compact. It is possible to reduce the weight. Moreover, since it is a rocking-type speed reducer, it can be arbitrarily set from a reduced speed ratio to a high speed reducing ratio without being directly affected by the diameter of each gear of the speed reducer, and the degree of freedom of setting for the vehicle type is high. In particular, setting a high reduction ratio leads to miniaturization of the electric motor, which greatly contributes to miniaturization of the wheel motor.

  According to a second aspect of the present invention, in the first aspect, the speed reducer is disposed radially inward of the electric motor, and the rotor of the electric motor is fitted and fixed to the outer periphery of the input shaft. Features. According to this configuration, the torque of the rotor of the electric motor is transmitted to the output shaft with the minimum transmission distance toward the input shaft and the rotating body radially inward, so that the structure can be simplified and transmitted. Efficiency is also excellent. Moreover, since the input shaft of the reducer is radially outward and the rotating body is supported on the inner periphery thereof, a large-diameter through hole can be formed inside the rotating body, and the space portion can be used as an output shaft. Therefore, the degree of freedom in design is improved.

  According to a third aspect of the present invention, in the second aspect, the output shaft of the speed reducer includes an extending portion that extends through the rotating body and extends in the first gear direction, the first gear side and the fourth gear side. It is characterized by being supported on each side. According to this structure, the support rigidity with respect to the bending load which acts on an output shaft can be improved.

  According to a fourth aspect of the present invention, in the third aspect of the present invention, the speed reducer includes a switching mechanism that directly connects the input shaft and the output shaft and limits a speed reduction action. According to this configuration, since the speed reduction action of the reduction gear can be locked in the driving state of the vehicle, for example, during steady cruising that does not require high torque, the burden on the electric motor can be reduced. Contributes to improved durability. In addition, it contributes to the expansion of the driving range.

According to a fifth aspect of the present invention, in any one of the first to fourth aspects, the output shaft is linked to a power source independent of the electric motor in addition to the electric motor.
According to this configuration, optimum drive characteristics can be obtained by sharing the roles of the wheel motor and the independent power source without complicating the structure of the wheel motor.

  According to a sixth aspect of the present invention, in the first aspect, the electric motor is disposed radially inward of the speed reducer. According to this configuration, since the electric motor can be disposed in the through hole of the rotating body, further compactness can be achieved.

  According to a seventh aspect of the present invention, in any one of the first to sixth aspects, the electric motor is a coreless motor. This configuration not only contributes to further downsizing, but also greatly contributes to weight reduction of the wheel motor.

  In the wheel motor of the present invention, since the cooperation structure of the electric motor and the speed reducer can be configured extremely simply, the wheel motor can be made compact and lightweight at the same time. In addition, since the degree of freedom in setting the reduction ratio can be increased without unnecessarily changing the outer dimensions of the reduction gear, the degree of freedom in setting the drive characteristics is expanded.

  Hereinafter, a first embodiment of the present invention will be described with reference to FIG. 1 and FIG. A brake device 2 and a wheel motor 3 are disposed in a radially inward recess of the wheel 1 constituting the vehicle wheel. The wheel motor 3 includes an electric motor 5 and a speed reducer 6 disposed in a housing 4 as a fixing member fixed to the vehicle body via a suspension device or the like, and the torque of the electric motor 5 is reduced by the speed reducer 6. The signal is amplified and transmitted to the wheel 1 via the drive shaft 7 and the wheel hub 8. The electric motor 5 and the speed reducer 6 are arranged coaxially and overlapped in the radial direction.

  The electric motor 5 includes a stator 9 and a rotor 10 fixed to the inner periphery of the housing 4.

  The speed reducer 6 includes an input shaft 11, a rotating body 12, and an output shaft 13, and is configured as a swinging speed reducer. The input shaft 11 is configured as a hollow shaft, and is rotatably supported on the inner periphery of the housing 4 via bearings at both ends in the axial direction. Further, the input shaft 11 is integrally inserted and fixed on the inner periphery of the rotor 10 of the electric motor 5 on the outer periphery thereof, and the output of the electric motor 5 is directly transmitted to the speed reducer 6 from this inserted and fixed portion. Has been. In addition, an inclined portion 14 of an axis Y that is inclined at a predetermined angle with respect to the axis X is formed on the inner periphery of the input shaft 11, and the rotating body 12 is rotated via a ball 15 as a bearing member by the inclined portion 14. It is supported freely.

  The rotating body 12 includes an outer ring 16 and an inner ring 17, and a ball 15 is interposed therebetween. The outer ring 16 is fixed to the inner periphery of the inclined portion 14 of the input shaft 11. A second gear A2 that meshes with a first gear A1 formed on a sleeve 18 that is selectively fixed to the housing 4 on one side is formed on the end surface of the inner ring 17 in the axial direction, and is fixed to the output shaft 13 on the other side. A third gear A3 that meshes with a fourth gear A4 formed on the hub 19 is formed. These first to fourth gears A1 to A4 are formed as bevel gears, and a roller 20 is interposed between the meshing portion of the first gear A1 and the second gear A2 and the meshing portion of the third gear A3 and the fourth gear A4. Has been. The tooth profile of each gear is formed in a concave shape that fits the roller 20. The roller 20 is integrally held by a retainer (not shown), and is disposed on the first gear A1 and the fourth gear A4 side. The first and fourth gears A1 and A4 are formed as convex teeth with the roller 20 located in the concave portion, and the second and third gears are configured as concave teeth that mesh with the convex teeth. In this embodiment, the rotating body 12 includes the outer ring 16 and the inner ring 17, but the outer ring 16 may be omitted and the ball 15 may be directly supported by the inclined portion 14 of the input shaft 11.

  The output shaft 13 includes a large-diameter portion 21 and a small-diameter portion 23 to which a hub 19 formed with a fourth gear A4 is integrally fixed. The large-diameter portion 21 is supported on the housing 4 via a bearing 24, and the drive shaft 7 is fitted into a spline portion of the shaft center portion. The small diameter portion 23 is configured as an extending portion that extends through the through hole 25 of the inner ring 17 of the rotating body 12, and rotates to the inner periphery of the sleeve 18 and the end wall of the housing 4 via the bearing 22. It is supported freely. Therefore, the output shaft 13 is supported at both ends of the housing 4 in the axial direction, and the support rigidity against the bending load is improved.

  Reference numeral 26 denotes a switching mechanism for switching between operation and non-operation of the speed reducer 6, and includes a movable sleeve 27 supported on the outer periphery of the sleeve 18 so as to be slidable in the axial direction via a ball spline mechanism. The movable sleeve 27 has a flange portion at one end, and first and second clutch mechanisms 28 and 29 are provided on both surfaces thereof. The first clutch mechanism 28 is connected to the housing 4, and the second clutch 29 is connected to the input shaft 11. The movable sleeve 27 has a first position (upper state in FIG. 1) and a second position (lower state in FIG. 1). In the first position, the first clutch 28 is turned on and the movable sleeve 27 and the housing 4 are connected to enter the deceleration mode. In the second position, the second clutch 29 is turned on and connected to the input shaft 11 and connected directly. It becomes. The first clutch 28 and the second latch 29 may be a dog clutch or a multi-plate clutch.

  The operation of the wheel motor configured as described above will be described below.

  First, at the time of starting when high torque is required, the switching mechanism 26 is operated to move the movable sleeve 27 to the first position, and the first gear A1 formed at one end of the sleeve 18 is fixed to the housing 4. The reduction gear 6 is in the deceleration mode. In this state, the output of the electric motor 5 is directly transmitted to the input shaft 11 of the speed reducer 6, and is decelerated at a predetermined reduction ratio by the deceleration action of the first to fourth gears A1 to A4, that is, output as an amplified driving torque. The vehicle is transmitted to the drive shaft 7 via the shaft 13, and the vehicle can be sufficiently accelerated with high torque.

  At this time, the speed reducing action of the speed reducer 6 is performed as follows. When the input shaft 11 rotates, the inclined portion 14 swings, that is, moves so as to swing the neck, and the rotating body 12 pivotally supported by the inclined portion 14 swings as if just before stopping. The rotating body 12 swings to mesh the second gear A2 in the circumferential direction of the first gear A1 and the third gear A3 in the circumferential direction of the fourth gear A4. Then, the second gear A2 rotates with respect to the first gear A1 by an amount corresponding to the difference in the number of teeth from the first gear A1 per one cycle of the swinging motion (one rotation of the input shaft 11). That is, one stage of deceleration is performed between the first gear A1 and the second gear A2, and another stage of deceleration is performed between the third gear A3 and the fourth gear A4.

  Consider the case where the number of teeth of the first gear A1 is 99 and the number of teeth of the second gear A2 is 100. When the input shaft 11 rotates forward once, the second gear A2 rotates forward by 1/100 with respect to the first gear A1. The movement of the second gear A2 is directly transmitted to the third gear A3, and the same meshing is performed between the third gear A3 and the fourth gear A4. In this case, assuming that the number of teeth of the third gear A3 is 101 and the number of teeth of the fourth gear A4 is 100, the fourth gear A4 rotates reversely by 1/100 with respect to the third gear A3. Therefore, when the rotational motion of the input shaft 18 is transmitted to the output shaft 13, the speed is reduced in two stages between the first and second gears A1 and A2 and between the third and fourth gears A3 and A4. A reduction ratio of 1/10000 is obtained under the action.

R = 1− (n1 × n3) / (n2 × n4) (i) where R is the speed reduction ratio of the oscillating speed reducer (the number of rotations of the output shaft 13 when the input shaft 11 makes one rotation). )
Here, n1 is the number of teeth of the first gear A1, n2 is the number of teeth of the second gear A2, n3 is the number of teeth of the third gear A3, and n4 is the number of teeth of the fourth gear A4. Here, if n1 = 999, n2 = 1000, n3 = 1001, and n4 = 1000, the reduction ratio R = 1 / 1,000,000 (forward rotation).

  Further, when the second gear A2 and the third gear A3 are engaged with the first gear A1 and the fourth gear A4 while oscillating, the sliding surface is slid on the meshing surface as long as the meshing between the fixed teeth. Is produced. In order to prevent seizure due to noise, vibration, and heat generated by the sliding, the roller 20 is interposed in the meshing portion of each gear as described above. Therefore, as shown in FIG. 2, when the rotating body 12 swings in the circumferential direction, the meshing position of the first gear A1 and the second gear A2 (meshing position of the third gear A3 and the fourth gear) is the circumference. It moves in the direction and meshes each concave tooth and convex tooth. Then, the sliding generated between the concave teeth and the convex teeth is absorbed by the rotation of the roller 20. Therefore, not only the setting of the backlash is unnecessary, but also a precise engagement can be performed by applying a preload between the gears.

As described above, when the difference between the number of teeth of the first gear A1 and the number of teeth of the second gear A2 is 1, when the oscillating motion advances by one cycle, the distance between the first gear A1 and the second gear A2 Thus, the teeth that mesh are shifted by one. Further, when the difference in the number of teeth is 2, when the oscillating motion advances by one period, the meshing teeth are shifted by two between the first gear A1 and the second gear A2. Similarly, when the difference in the number of teeth is n, the meshing teeth are shifted by n. The same applies to the relationship between the third and fourth gears A3 and A4. (More details of this kind of reduction gear are described in Japanese Patent Publication No. 7-56324 according to the invention of the present inventor)
Next, when the vehicle reaches a predetermined speed and shifts to a steady cruising state, the movable sleeve 27 is moved to the second position by the operation of the switching means 26, the first clutch 28 is turned off, and the second clutch 29 is turned on. For this reason, the movable sleeve 27 and the input shaft 11 are connected, and the speed reducer 6 is integrated with the input shaft 11, the rotating body 12, and the output shaft 13 by the electric motor 5 without any relative movement between them. And the deceleration action is locked. For this reason, the rotation of the electric motor 5 is reduced to the number of rotations corresponding to the reduction ratio, and the vehicle maintains cruising at a constant speed. Further, the maximum speed of the vehicle can be obtained in this directly connected state, and the driving range as the vehicle can be expanded.

Therefore, the wheel motor of the first embodiment shown in FIG. 1 has the following characteristics.
First, in the oscillating speed reducer 6 in the present embodiment, the first to fourth gears A1 to A4 are engaged at both axial ends of the rotating body 12, and the input shaft 11 coaxial with the rotating body 12 is in the radial direction. Since it is arranged outward, the linkage structure between the electric motor 5 and the input shaft 12 of the speed reducer 11 is not complicated as in the prior art, and the input shaft 11 is fitted to the inner periphery of the rotor 10 of the electric motor 5. What is necessary is just to insert and fix, the cooperation structure becomes very simple, the volume efficiency as the wheel motor 3 can be improved, and weight reduction and size reduction can be implement | achieved simultaneously.

  In the oscillating speed reducer 6 in the present embodiment, the bevel gear in which the first to fourth gears are formed at both ends in the axial direction of the rotating body 12 and the bevel gear facing the gear are oscillating motion of the rotating body 12. The speed is reduced while changing the meshing position, and the reduction ratio is determined by the difference in the number of teeth between the first gear A1 and the second gear A2, and the maximum reduction when the difference in the number of teeth is 1 A ratio is obtained. In addition to high reduction ratios, it is possible to arbitrarily set from high reduction ratios to reduction speed ratios by simply changing the number of teeth and changing the modules without changing the outer diameter of each gear. It can be applied not only to motorcycles but also to two-wheeled vehicles, and its application range is extremely wide.

  Moreover, in the wheel motor of this embodiment, since the speed reducer 6 is disposed in the dead volume in the inner periphery of the rotor of the electric motor 5, not only contributes to downsizing but also maintains a high speed reduction and the wheel. The motor can be downsized.

  Next, a second embodiment shown in FIG. 3 will be described. The same parts as those in the first embodiment and corresponding parts are denoted by the same reference numerals, and detailed description thereof is omitted.

  In the wheel motor 3 of the second embodiment shown in FIG. 3, the arrangement of the electric motor 5 and the speed reducer 6 is arranged opposite to that of the first embodiment. That is, the electric motor 5 is disposed at the axial center of the housing 6, and the speed reducer 6 is disposed outward in the radial direction. The stator 9 of the electric motor 5 is fixed to an axial center portion 31 of a fixing member 30 fixed to the vehicle via a suspension device or the like, and the rotor 10 is disposed on the outer periphery thereof. The input shaft 11 of the speed reducer 6 is fitted and fixed to the outer periphery of the rotor 10, and the torque of the electric motor 5 is configured to be transmitted to the speed reducer 6 from the axial direction toward the outside in the radial direction. . The speed reducer 6 includes an input shaft 11 that is rotatably supported with respect to an inner periphery of a sleeve 18 that is fixed to the fixing member 30, and a rotating body 12 that is rotatably supported by an inclined portion 14 formed on the outer periphery thereof. An output shaft 13 is provided, and the outer ring 16 is controlled by the inclined portion 14 and swings by the rotation of the input shaft 11 so as to perform a deceleration action as in the case of the first embodiment. The annular output shaft 13 on which the fourth gear A4 is formed is fixed to the wheel hub 8 with bolts. Further, the wheel hub 8 is formed with a cylindrical portion 32 extending in the axial direction on the outer side in the radial direction of the rotating body 12, and a drum of the brake device 2 is formed at one end thereof. A hollow shaft 33 that is fixed to the wheel hub 8 at one end and rotates together with the wheel hub 8 is provided on the inner periphery of the shaft portion 31. An encoder 34 serving as a rotation sensor is provided at the other end of the hollow shaft 33, and is configured to detect the rotation speed of the wheel hub, that is, the rotation speed of the output shaft 13.

  Therefore, in the wheel motor 3 of the second embodiment, the output of the electric motor 5 is transmitted radially outward from the input shaft 11 of the speed reducer 6 to the rotating body 12, and is decelerated, that is, amplified between the gears. This is transmitted to the output shaft 13 and the wheel 1 is driven.

  The wheel motor of this embodiment has the following characteristics.

First, as in the first embodiment, the input shaft 11 of the speed reducer 6 is directly fitted and fixed to the outer periphery of the rotor 10 of the electric motor 5, so the cooperation structure is simple, the volumetric efficiency is high, the weight is reduced, and the size is small Can be realized at the same time. Further, the electric motor 5 is arranged inward in the radial direction of the speed reducer 6 so that further miniaturization can be achieved. In other words, the oscillating speed reducer has a configuration in which gears A2 and A3 are formed on the axial end face of the rotating body 12 and meshes with the first gear A1 and the fourth gear A4 that face each other. In addition, the shaft center portion is not occupied by the sun gear as a reduction gear, and a considerably large space is secured. By arranging the electric motor in this space, the volumetric efficiency can be further increased.
In the present embodiment, the input shaft 11 is disposed between the rotor 10 and the rotating body 12 of the electric motor 5, but the input shaft 11 is not necessarily required. For example, the inclined portion 14 may be formed in the rotor 10, and the rotor 12 may be directly supported by providing the rotor with the function of an input shaft, or the inclined portion 14 may be formed in the inner ring 17 of the rotating body, You may comprise so that this inner ring may be inserted in a rotor. In this way, it is possible to further reduce the size by entrusting the function of the input shaft to the adjacent portion. The input shaft can also be used in the same way in the first embodiment.

  In the second embodiment, since the electric motor is disposed radially inward of the speed reducer, the volume of the electric motor is reduced, but the reduction ratio setting of the speed reducer of the oscillating speed reducer is set to a high speed reduction. By setting the ratio, it is possible to simultaneously achieve downsizing and ensuring output performance.

  Next, a third embodiment shown in FIG. 4 will be described. The same parts as those in the first embodiment and corresponding parts are denoted by the same reference numerals, and description thereof is omitted.

  In the wheel motor 3 of the third embodiment, the small diameter portion 23 of the output shaft 13 is linked to an independent power source (not shown) different from the electric motor 5 and is driven by both the independent power source and the electric motor. It is configured to be. In this case, the role sharing between the independent power source and the electric motor 5 can be variously set according to the required characteristics of the vehicle.

  For example, a case where the independent power source is the main power source and the electric motor 3 of the wheel motor 3 is the assist power source, a case where the driving force of the wheel motor during acceleration is added while the independent power source is the main power source, A case where a wheel motor is used as a main power source and an independent power source is used as an emergency power source in the event of a wheel motor failure, or an independent power source and a wheel motor are used depending on the driving state of the vehicle, such as a hybrid car. Various selections such as a case of selective use are possible.

  In addition, since the wheel motor of the third embodiment is provided with a switching mechanism as in the first embodiment, the range of vehicle running characteristics can be expanded by using it together with an independent power source. The independent power source may be an internal combustion engine or an electric motor.

(Other embodiments)
The present invention is not limited to the above-described embodiment, and various modifications can be made without departing from the gist of the present invention.

  In each of the above-described embodiments, the example of the two-stage reduction of the deceleration action by the reduction gear has been described, but the first and fourth gears are set by setting the number of teeth of the first to fourth gears and setting the inclination angle between the inclined portion and the input shaft. It can also be limited to a one-stage deceleration action between two gears, and can be arbitrarily set as required.

  In addition, as a type of the electric motor, there are a normal type in which a winding is wound around an iron core as a core, and a coreless motor in which the winding is solidified by a resin and the core is omitted. Although the electric motor of each of the above embodiments uses a normal motor, the use of a coreless motor promotes further reduction in size and weight of the wheel motor. That is, the core of the coreless motor is literally omitted from the core of the stator, and the occupied space in the radial direction as the electric motor is compressed accordingly.

Sectional drawing of the wheel motor concerning 1st Example of this invention. Explanatory drawing which shows the meshing part of the gear of the said Example. Sectional drawing of the wheel motor concerning 2nd Example of this invention. Sectional drawing of the wheel motor in connection with 3rd Example of this invention.

Explanation of symbols

1 Wheel 4 Housing 5 Electric motor 6 Reducer
11 Input shaft
12 Rotating body
13 Output shaft
14 Inclined part
26 Switching mechanism
A1 1st gear
A2 Second gear
A3 3rd gear
A4 4th gear

Claims (7)

A wheel motor in which the electric motor and the speed reducer are arranged coaxially and in the radial direction inside the wheel,
The speed reducer includes an input shaft driven by the electric motor, a rotating body rotatably supported at an inclined portion formed on an outer periphery or an inner periphery of the input shaft, and an output shaft. At the end in the axial direction, meshes with the second gear with the number of teeth n2 meshed with the first gear with the number of teeth n1 fixed directly or indirectly to the fixing member, and with the fourth gear with the number of teeth n4 formed on the output shaft. And a third gear having the number of teeth n3, and is configured as an oscillating speed reducer that changes the meshing position between the gears while the rotator oscillates by the rotation of the input shaft. Wheel motor. The speed reducer is disposed radially inward of the electric motor,
The wheel motor according to claim 1, wherein a rotor of an electric motor is fitted and fixed to an outer periphery of the input shaft.   The output shaft of the speed reducer includes an extending portion that extends through the rotating body and extends in the first gear direction, and is supported on the first gear side and the fourth gear side, respectively. The wheel motor according to claim 2.   The wheel motor according to claim 3, wherein the speed reducer includes a switching mechanism that limits a speed reducing action.   The wheel motor according to any one of claims 1 to 4, wherein the output shaft is linked to a power source independent of the electric motor in addition to the electric motor.   The wheel motor according to claim 1, wherein the electric motor is disposed radially inward of the speed reducer.   The wheel motor according to claim 1, wherein the electric motor is a coreless motor.

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