JP2011105068A - In-wheel motor driving device - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To provide an in-wheel motor driving device capable of avoiding deformation of a driving motor, even when connecting the in-wheel motor driving device to a suspension member such as a trailing arm. <P>SOLUTION: This in-wheel motor driving device 21 is provided with a motor part A successively arranged coaxially and in series, a speed reduction part B and a wheel hub bering part C as a basic constitution. The in-wheel motor driving device 21 is also provided with connecting members 61 and 62 having connecting parts 63 and 64 whose root side is fixed to a wheel hub bearing part casing 22c of a wheel hub bearing part C and tip side is connected to a vehicle body side member by projecting in the outer diameter direction from the axis O. <P>COPYRIGHT: (C)2011,JPO&INPIT

Description

  The present invention relates to an in-wheel motor drive device that drives a wheel, and more particularly, to an attachment structure with a suspension member such as a trailing arm, a lower arm, or a shock absorber.

  2. Description of the Related Art In recent years, in-wheel motor drive devices that drive wheels by being partly or wholly arranged in the inner space of a wheel road wheel have attracted attention in the technical field of vehicles. A conventional in-wheel motor drive device is described in, for example, Japanese Patent Application Laid-Open No. 2008-44537 (Patent Document 1). An in-wheel motor drive device described in Patent Document 1 includes a drive motor, a speed reducer that receives a driving force from the drive motor, decelerates the number of rotations, and outputs it to the wheel side, and an output shaft of the speed reducer The hub member of the wheel to be coupled is arranged coaxially and in series. This speed reducer is a cycloid speed reduction mechanism, and a high speed reduction ratio can be obtained as compared with a planetary gear speed reduction mechanism that is general as a conventional speed reducer. Therefore, the required torque of the drive motor can be reduced, which is advantageous in that the size and weight of the in-wheel motor drive device can be reduced.

JP 2008-44537 A

  By the way, since it is necessary to attach a wheel to a vehicle body, the in-wheel motor drive device couple | bonded with a wheel couple | bonds with a vehicle body side member. Specifically, in order to suspend the wheel on the vehicle body by the suspension device, an in-wheel motor drive device coupled to the wheel is coupled to the suspension member of the suspension device. Thereby, the wheel is suspended from the vehicle body. There are wheel suspension methods such as torsion beam method, semi-trailing arm method, full trailing arm method, straddle method, double wishbone method, depending on the selected suspension method, torsion beam, trailing arm, lower arm, An in-wheel motor drive device is coupled to a suspension member such as an upper arm or a shock absorber.

  The suspension member strokes in the vertical direction due to the wheel load applied to the tire, such as the weight of the vehicle itself, disturbance from the road surface during traveling, and moment load during turning. At this time, the suspension member and the in-wheel drive device are deformed, but there is a concern that the deformation may adversely affect the members inside the in-wheel drive device.

  Specifically, the trailing arm is described as an example. In order to realize the running stability of the vehicle equipped with such an in-wheel motor drive device, the trailing end of the trailing arm is connected to the base end of the trailing arm. And an in-wheel motor drive device provided on each wheel. Specifically, in the in-wheel motor drive device, a portion protruding from the inner space region of the road wheel or a portion in the inner space region near the opening of the inner space region and the free end of the trailing arm Join. In other words, the drive motor portion and the cycloid reduction gear portion of the in-wheel motor drive device are generally attached to the rear end portion of the trailing arm extending in the vehicle front-rear direction.

  However, in the mounting structure as described above, deformation occurs in the trailing arm and the entire in-wheel drive device connected thereto due to the wheel load input from the wheel to the hub member. For this reason, the reduction gear and the drive motor are also deformed inside the drive device. The drive motor is supported in both ends of the motor casing by bearings provided at both end faces of the motor casing, and the rotor that rotates at high speed and the stator that is fixed to the casing face each other through a slight radial gap. It is easily affected by the deformation of the apparatus, and the problem that the rotor comes into contact with the stator is likely to occur. Further, when the speed reducer is deformed, the meshing of the gears constituting the speed reducer is adversely affected. In order to solve this problem, it is conceivable to increase the rigidity by making the casing made of steel or making it thick.

  On the other hand, in order to further improve running stability, there is a need to reduce the weight of the lower structure including the in-wheel motor drive device disposed on the road surface side than the suspension device. As a means for reducing the weight of the in-wheel drive device itself, it is possible to reduce the thickness of the casing member.

  In view of the above situation, the present invention is a case where the in-wheel motor drive device is connected to a vehicle body side member such as a suspension member under the demand for thinning and weight reduction of the in-wheel motor drive device. An object of the present invention is to provide an in-wheel motor drive device that can avoid deformation of the drive motor.

  For this purpose, the in-wheel motor drive device according to the present invention comprises a motor part having a motor rotating shaft and a motor part casing forming an outer shell. Moreover, it has an output shaft that decelerates and outputs the rotation of the motor rotation shaft, and a speed reduction portion casing that forms an outer shell, and includes a speed reduction portion that is arranged on one side in the axial direction of the motor portion. The wheel hub bearing unit includes a wheel hub coupled to the output shaft and a wheel hub bearing unit casing that rotatably supports the wheel hub, and includes a wheel hub bearing unit disposed on one side in the axial direction of the speed reduction unit. The base side is fixed to at least one of the wheel hub bearing section casing and the speed reduction section casing, and a connecting member having a connecting portion for projecting in the outer diameter direction and connecting to the vehicle body side member is provided.

  According to the present invention, the connecting member having the connecting portion to be connected to the vehicle body side member is fixed to at least one of the wheel hub bearing portion casing and the speed reduction portion casing. , Via the wheel hub bearing part casing and the connecting member, not through the motor part. Therefore, the wheel load is not input to the motor unit, the motor unit is not deformed, and the rotor and the stator can be prevented from contacting each other inside the motor. Here, the connecting member fixed to at least one of the wheel hub bearing casing and the speed reduction casing is the case where the connecting member is fixed to the wheel hub bearing casing, or the connecting member is decelerated from the wheel hub bearing casing. Including a case where the connecting member is fixed to the speed reduction unit casing, or a case where the connecting member is inserted and fixed between the speed reduction unit casing and the motor unit casing. I want you to understand.

  According to the present invention, the connecting member is fixed to the wheel hub bearing portion casing, or the connecting member is inserted and fixed between the wheel hub bearing portion casing and the speed reduction portion casing. It does not go through any of the deceleration parts. Therefore, the wheel load is not input to the speed reduction portion, the speed reduction portion is not deformed, and the meshing of the gears can be prevented from changing inside the speed reduction portion.

  The scope of application of the present invention is not limited as long as it is a vehicle body side member attached to the vehicle body side. The present invention is connected to a suspension member that is mounted on the vehicle body side and suspends a wheel and an in-wheel motor drive device, so that external force from the road surface and shock during acceleration / deceleration can be input to the in-wheel motor drive device. The deformation of the motor part and the speed reduction part can be prevented. Further, the structure of the motor unit may be a radial gap or an axial gap, and is not particularly limited. The structure of the speed reduction unit may be a planetary gear mechanism or a cycloid speed reduction mechanism, and is not particularly limited.

  The present invention is applicable to any suspension member. For example, the present invention can be applied to a strut suspension device including a strut and a lower arm as a suspension member. As such an embodiment, the connecting member includes an upper connecting member disposed above the axis and a lower connecting member disposed below the axis. According to this embodiment, the connecting portion of the upper connecting member is connected to the lower end of the strut, and the connecting portion of the lower connecting member is connected to the free end of the lower arm, so that it can be applied to the strut suspension device.

  Another embodiment of the present invention is applicable to a double wishbone suspension device including, for example, an upper arm, a lower arm, and a shock absorber as a suspension member. As such an embodiment, the speed reduction part casing has a connecting part on the outer periphery for connecting to the vehicle body side member. According to this embodiment, the free end of the upper arm is connected to the connecting portion of the upper connecting member, the free end of the lower arm is connected to the connecting portion of the lower connecting member, and the connecting portion of the speed reduction unit casing is connected to the shock absorber. Thus, it can be applied to a double wishbone suspension device.

  Still another embodiment of the present invention is applicable to a trailing arm type suspension device including, for example, a trailing arm and a shock absorber as a suspension member. As such an embodiment, the connecting member includes a lower connecting member disposed below the axis, and the speed reduction portion casing has a connecting portion on the outer periphery for connecting to the vehicle body side member. According to this embodiment, the connecting portion of the lower connecting member is connected to the free end of the trailing arm, and the connecting portion of the speed reducing portion casing is connected to the shock absorber, so that it can be applied to the trailing arm type suspension device. . Even if the trailing arm is deformed, only the lower connecting member of the in-wheel motor drive device is deformed. Therefore, deformation of the motor unit and the speed reduction unit can be prevented.

  Although the present invention is not limited to one embodiment, for example, one of the wheel hub bearing portion casing and the speed reduction portion casing has a casing protrusion protruding toward the other, and the wheel hub bearing portion casing and the speed reduction portion The other of the part casings is fitted with the casing protrusion. The connecting member is inserted and fixed between the wheel hub bearing casing and the speed reduction casing on the outer diameter side of the casing protrusion. According to this embodiment, since the wheel hub bearing portion casing and the speed reduction portion casing are fitted to each other, it is possible to increase the rigidity of the in-wheel motor drive device.

  Preferably, the connecting member is chamfered at a boundary portion between a surface on an inner diameter side in contact with the casing projecting portion of the base side end portion and one surface in the axial direction in contact with the wheel hub bearing portion casing. According to this embodiment, since the chamfer is formed at the boundary portion between the inner diameter side surface and the surface in contact with the wheel hub bearing portion casing, the stress of the wheel load is not concentrated on the root side end portion of the connecting member. Can be relaxed.

  Although the present invention is not limited to one embodiment, for example, one of the wheel hub bearing portion casing and the speed reduction portion casing is provided at the end facing the remaining other, from the outer peripheral surface of the one casing toward the inner diameter side. The base part of the connecting member is fitted with the notch part. According to such an embodiment, since the notch portion extending from the outer peripheral surface of the wheel hub bearing portion casing to the inner peripheral surface is provided and the base portion of the connecting member is fitted, the wheel hub bearing portion casing and the connecting member The rigidity of the joint portion can be increased. Or also when providing a notch part in a deceleration part casing, the rigidity of the coupling | bond part of a deceleration part casing and a connection member can be made high. The wheel hub bearing section casing and the speed reduction section casing may be directly coupled or may be coupled via a coupling member.

  Although this invention is not limited to one Embodiment, For example, a connection member has a through-hole in a root part, and an output shaft or an input shaft passes through a through-hole. According to this embodiment, since a connection member has a through-hole in a base part, the base part of a connection member can be made into a ring shape. And since an output shaft or an input shaft passes, it becomes possible to couple | bond the perimeter of a ring-shaped base part with an adjacent casing. Therefore, the rigidity of the joint location between the casing and the connecting member can be increased. In addition, when arrange | positioning a connection member between a wheel hub bearing part casing and a reduction part casing, a wheel hub bearing part casing and a reduction part casing may be couple | bonded directly, and it connects via a connection member. Also good. Moreover, when arrange | positioning a connection member between a deceleration part casing and a motor part casing, a reduction part casing and a motor part casing may be couple | bonded directly, and may be connected via a connection member.

  Preferably, the base portion of the connecting member is interposed between the wheel hub bearing portion casing and the speed reduction portion casing to separate the wheel hub bearing portion casing and the speed reduction portion casing from each other. According to this embodiment, since the speed reduction part casing is separated from the wheel hub casing, the wheel load passes through the wheel hub bearing part casing and the connecting member and does not pass through the speed reduction part casing at all. Accordingly, no wheel load is input to the motor unit and the speed reduction unit, and deformation of the motor unit and the speed reduction unit can be suitably prevented.

  Preferably, the output shaft is hollow at least at one position in the axial direction. According to this embodiment, it is possible to reduce the weight of the output shaft, and it is possible to eliminate the increase in the weight of the in-wheel motor drive device due to the attachment of the arm-shaped connecting member.

  Preferably, the connecting member is interposed between the wheel hub bearing portion casing and the speed reduction portion casing, and the wheel hub bearing portion casing and the connecting member are in surface contact with each other, and the surface contact is perpendicular to the axis. And a two-step plane with a step between the outer diameter side plane and the inner diameter side plane. According to this embodiment, since the spigot part is provided on the contact surface, the coupling between the wheel hub bearing part casing and the connecting member can be strengthened. Further, in the assembly work of the in-wheel motor drive device, the positioning of the connecting member becomes easy, and the efficiency of the assembly work can be improved.

  Preferably, the connecting member has a seat portion for attaching and fixing the brake caliper in a central region between the root portion and the tip portion. According to this embodiment, the brake caliper can be connected and fixed to the connecting member, which can contribute to the layout of the brake caliper.

  Preferably, the speed reducer includes an input shaft connected and fixed to the motor rotation shaft, a disc-shaped eccentric member that is eccentrically coupled to an end portion of the input shaft from the rotation axis of the input shaft, and an inner periphery that is an outer periphery of the eccentric member. And a revolving member that revolves around the rotation axis as the input shaft rotates, and an outer peripheral engagement that engages with the outer periphery of the revolving member to cause the revolving motion of the revolving member The cycloid reduction mechanism further includes a member and a motion conversion mechanism that extracts only the rotation of the revolution member and transmits the rotation to the output shaft, and reduces the rotation of the input shaft and transmits the rotation to the output shaft. According to the embodiment having such a cycloid reduction mechanism, a very large reduction ratio can be obtained.

  Although the motion conversion mechanism is not limited to one embodiment, for example, the revolution member has a plurality of holes formed at equal intervals in the circumferential direction around the rotation axis, and an end of the output shaft. A plurality of inner engaging members that are provided at equal intervals in the circumferential direction around the axis and respectively engage with the holes.

  Alternatively, as another embodiment, the motion conversion mechanism has a plurality of holes formed at equal intervals in the circumferential direction around the axis of the output shaft at the end of the output shaft, and a revolution member around the rotation axis. A plurality of inner engaging members that are provided at equal intervals in the direction and engage with the holes, respectively.

  As described above, the present invention includes the connecting member having the base side fixed to the wheel hub bearing portion casing and the tip side protruding in the outer diameter direction and having a connecting portion for being connected to the vehicle body side member. Thereby, a wheel load is not input into a motor part and a speed reduction part, and a deformation | transformation of a motor part and a speed reduction part can be prevented suitably. Furthermore, the motor part and the speed reduction part can be reduced in weight by using thin members for the motor part casing and the speed reduction part casing.

  Alternatively, the present invention includes a connecting member having a connecting portion for fixing the base side to the speed reduction portion casing and protruding the tip end side in the outer diameter direction to be connected and fixed to the vehicle body side member. Thereby, a wheel load is not input into a motor part, and a deformation | transformation of a motor part can be prevented suitably. Furthermore, the motor part can be reduced in weight by using a thin member for the motor part casing. As a result, the unsprung weight of the suspension device can be reduced and the riding comfort performance of the vehicle can be improved.

It is a longitudinal cross-sectional view which shows the in-wheel motor drive device which becomes one Example of this invention. It is a cross-sectional view which shows the deceleration part of the Example. It is a longitudinal cross-sectional view which expands and shows the base part of the connection member of the Example. It is a longitudinal cross-sectional view which shows the in-wheel motor drive device used as the modification of this invention. It is a longitudinal cross-sectional view which shows the in-wheel motor drive device which becomes the other Example of this invention. It is a longitudinal cross-sectional view which shows the in-wheel motor drive device which becomes further another Example of this invention.

  Hereinafter, embodiments of the present invention will be described in detail based on examples shown in the drawings. FIG. 1 is a longitudinal sectional view showing an in-wheel motor drive apparatus according to an embodiment of the present invention. FIG. 2 is a cross-sectional view showing a speed reduction portion of the same embodiment. FIG. 3 is an enlarged longitudinal sectional view showing a root portion of the connecting member of the embodiment.

  An in-wheel motor drive device 21 that is disposed in the space area in the road wheel of the wheel and drives the wheel includes a motor unit A that generates a driving force, and a deceleration unit B that decelerates and outputs the rotation of the motor unit A. And a wheel hub bearing portion C for transmitting the output from the speed reduction portion B to drive wheels (not shown). And the motor part A, the deceleration part B, and the wheel hub bearing part C are arranged in series and coaxially in this order. The in-wheel motor drive device 21 is mounted in, for example, a wheel housing of an electric vehicle or a hybrid drive vehicle.

  The motor unit A includes a motor unit casing 22a that forms an outer shell, a stator 23 that is fixed to the motor unit casing 22a, and a rotor 24 that is disposed at a position facing the inner side of the stator 23 via a gap that is radially open. And a radial gap motor having a motor rotating shaft 35 that is fixedly connected to the inside of the rotor 24 and rotates integrally with the rotor 24.

  The motor section casing 22a has a cylindrical shape and is coupled to the other end of the speed reduction section casing 22b on one side in the axis O direction (left side in FIG. 1). The inner periphery of the motor casing 22a supports the stator 23. The motor rotating shaft 35 is supported at both ends of the motor part A by rolling bearings 36a and 36b.

  The speed reduction part B has a speed reduction part casing 22b that forms an outer shell and an output shaft 28 that outputs the motor rotation shaft 35 by reducing the rotation thereof, and is arranged on one side of the motor part A in the axis O direction. Specifically, the deceleration unit B is a cycloid deceleration mechanism. The input shaft 25 of the deceleration unit B extends along the axis O, protrudes toward the motor unit A, and the protruding end is connected and fixed to one end in the axial direction of the motor rotating shaft 35. Since the motor rotation shaft 35 of the motor part A and the input shaft 25 of the speed reduction part B rotate integrally, they are also referred to as motor-side rotation members. One end of the input shaft 25 located on the side opposite to the motor part A is supported in the speed reduction part B by a rolling bearing 36c.

  Two disc-shaped eccentric members 25 a and 25 b are fixed to the outer periphery of the input shaft 25. Although the motor rotation shaft 35 and the input shaft 25 extend to coincide with the rotation axis O of the in-wheel motor drive device 21, the centers of the eccentric members 25 a and 25 b do not coincide with the axis O. Further, the two eccentric members 25a and 25b are provided with a 180 ° phase shift so as to cancel out vibrations generated by the centrifugal force due to the eccentric motion.

  Curve plates 26a and 26b as revolving members are rotatably held on the outer circumferences of the eccentric members 25a and 25b, respectively. A plurality of outer pins 27 as outer peripheral engaging members are engaged with the outer peripheral portions of the curved plates 26a and 26b which are bent in a wave shape. The outer pin 27 is attached to the inner periphery of the speed reducer casing 22b. A center collar 29 for preventing the inclination of the curved plates 26a and 26b is provided in the gap between the curved plates 26a and 26b.

  The speed reduction unit casing 22b has a cylindrical shape having a smaller diameter than the motor unit casing 22a, and is coupled to one end of the motor unit casing 22a on the other side in the axis O direction (right side in FIG. 1), and on one side in the axis O direction (in FIG. 1). The wheel hub bearing portion casing 22c is coupled with the other end of the wheel hub bearing portion 22c. These casings 22 a, 22 b, and 22 c constitute one casing 22. The casing 22 rotatably supports a rotating element inside the casing 22 through various bearings such as the above-described rolling bearing 36a and a wheel hub bearing 33 described later. Therefore, the inner periphery of the speed reduction part casing 22b is separated from rotating elements such as curved plates 26a and 26b described later, and does not contact the rotating elements.

  The output shaft 28 of the speed reduction part B coincides with the rotation axis O and protrudes from the speed reduction part B in the direction of the axis O to the wheel hub bearing part C, and has a flange part 28a and a shaft part 28b. Holes for fixing the inner pins 31 are formed on the end face of the flange portion 28 a arranged in the speed reduction portion B at equal intervals on the circumference around the rotation axis O of the output shaft 28. A wheel hub 32 is connected and fixed to the outer peripheral surface of the shaft portion 28b disposed in the wheel hub bearing portion C. Since the output shaft 28 of the deceleration part B and the wheel hub 32 of the wheel hub bearing part C rotate together, they are also referred to as wheel-side rotating members. The inner pin 31 implanted in the flange portion 28a projects toward the other side in the axis O direction, and the tip end portion engages with the radial center region of the curved plates 26a and 26b. The center hole 28c of the flange portion 28a receives one end portion of the input shaft 25 and supports one end of the input shaft 25 via the rolling bearing 36c so as to be relatively rotatable.

  Referring to FIG. 2, the curved plate 26 a has a plurality of corrugations composed of trochoidal curves such as epitrochoids on the outer peripheral portion, and a plurality of through holes 30 a and 30 b penetrating from one end face to the other end face. Have A plurality of through-holes 30a are provided at equal intervals on the circumference centering on the rotation axis of the curved plate 26a, and are formed in a radial central region between the outer peripheral edge and the inner peripheral edge of the curved plate 26a. Then, an inner pin 31 described later is received. Further, the through hole 30b is provided at the center (rotation axis) of the curved plate 26a and becomes the inner periphery of the curved plate 26a. The curved plate 26a is attached to the outer periphery of the eccentric member 25a so as to be relatively rotatable.

  That is, the curved plate 26a is supported by the rolling bearing 41 so as to be rotatable with respect to the eccentric member 25a. The rolling bearing 41 is formed directly on the inner peripheral surface of the inner ring member 42 having the inner peripheral surface fitted to the outer peripheral surface of the eccentric member 25a and having the inner raceway surface 42a on the outer peripheral surface, and the through hole 30b of the curved plate 26a. An outer raceway surface 43, a plurality of cylindrical rollers 44 disposed between the inner raceway surface 42a and the outer raceway surface 43, and a retainer (not shown) that holds the interval between the cylindrical rollers 44 adjacent in the circumferential direction. It is a cylindrical roller bearing provided. Alternatively, it may be a deep groove ball bearing. The inner ring member 42 further includes a pair of flange portions facing each other with the inner raceway surface 42a of the inner ring member 42 on which the cylindrical rollers 44 roll in the axial direction, and holds the cylindrical rollers 44 between the pair of flange portions. . The same applies to the curved plate 26b.

  The outer pins 27 are provided at equal intervals on a circumferential track centering on the rotation axis O of the input shaft 25. The outer pin 27 extends parallel to the axis O, and both ends thereof are held by an outer pin holding portion 45 that is fitted and fixed to the inner wall surface of the speed reduction portion casing 22 b that houses the speed reduction portion B of the casing 22. . More specifically, both end portions of the outer pin 27 in the axis O direction are rotatably supported by needle roller bearings 27a attached to the outer pin holding portion 45.

  When the curved plates 26a and 26b revolve around the rotation axis O of the input shaft 25, the curved waveform and the outer pin 27 engage with each other, causing the curved plates 26a and 26b to rotate. Further, the needle roller bearings 27a provided at both ends of the outer pin 27 reduce the frictional resistance with the curved plates 26a and 26b when the outer pin 27 comes into contact with the outer peripheral surfaces of the curved plates 26a and 26b.

  The motion conversion mechanism includes a plurality of inner pins 31 as inner engagement members implanted in the flange portion 28a of the output shaft 28, and through holes 30a provided in the curved plates 26a and 26b. The inner pins 31 are provided at equal intervals on a circumferential track centering on the rotation axis of the output shaft 28, extend in parallel with the axis of the output shaft 28, and the proximal end of the inner pin 31 is fixed to the output shaft 28. Has been. A needle roller bearing 31 a made up of a hollow cylindrical body and needle rollers is provided on the outer periphery of the inner pin 31. The needle roller bearing 31a reduces the frictional resistance with the curved plates 26a and 26b when the inner pin 31 contacts the inner peripheral surface of the through hole 30a of the curved plates 26a and 26b.

  An inner pin reinforcing member 31b that reinforces the inner pin 31 is connected and fixed to the tip of the inner pin 31 by press fitting. The inner pin reinforcing member 31b is an annular flange portion 31c that connects the tips of the plurality of inner pins 31, and a cylindrical tube that is coupled to the inner diameter portion of the flange portion 31c and extends in the axial direction so as to be away from the inner pin 31. Part 31d. The inner pin reinforcing member 31 b that reinforces the plurality of inner pins 31 uniformly distributes the load applied to some of the inner pins 31 from the curved plates 26 a and 26 b to all the inner pins 31.

  The inner pin 31 passes through a through hole 30a provided in a radial direction portion between the outer peripheral portion of the curved plates 26a and 26b and the axis of the input shaft 25. The through hole 30 a is provided at a position corresponding to each of the plurality of inner pins 31. The inner diameter dimension of the through hole 30a is set to be larger than the outer diameter dimension of the inner pin 31 (referred to as “maximum outer diameter including the needle roller bearing 31a”; the same applies hereinafter). Therefore, the inner pins 31 extending through the through holes 30a provided in the curved plates 26a and 26b become inner engagement members that respectively engage with the through holes 30a.

  The cylindrical portion 31d drives and couples the lubricating oil pump 51. When the plurality of inner pins 31 rotate together with the output shaft 28, the cylindrical portion 31 d that is rotated by the inner pins 31 drives the lubricating oil pump 51. The lubricating oil pump 51 provided inside the casing 22 is driven by the output of the motor unit A, and circulates lubricating oil inside the in-wheel motor driving device 21.

  The wheel hub bearing portion C includes a wheel hub 32 fixedly connected to the output shaft 28, a wheel hub bearing portion casing 22c that rotatably supports the wheel hub 32, and the wheel hub 32 with respect to the wheel hub bearing portion casing 22c. And a wheel hub bearing 33 that is rotatably held. Further, the wheel hub bearing portion C is disposed on one side of the speed reduction portion B in the axial direction. Thereby, the motor part A, the speed reduction part B, and the wheel hub bearing part C are sequentially arranged coaxially and in series along the axis O.

  The wheel hub bearing 33 is a double-row angular ball bearing, and an inner ring thereof is fitted and fixed to the outer peripheral surface of the wheel hub 32. The outer raceway surface of the wheel hub bearing 33 is formed on the inner peripheral surface of the substantially cylindrical wheel hub bearing portion casing 22 c of the casing 22. The wheel hub 32 includes a cylindrical hollow portion 32 a that is coupled to one end of the output shaft 28, and a flange portion 32 b that is formed at an end portion on the side farther from the speed reduction portion B. A load wheel of a wheel (not shown) is fixedly connected to the flange portion 32b by a bolt 32c.

  An upper connecting member 61 and a lower connecting member 62 are fixed to the wheel hub bearing portion casing 22c. The upper connecting member 61 is an arm-shaped connecting member that protrudes in the outer diameter direction from the axis O from the base side 61 n fixed to the casing 22. And the front end side of the upper connection member 61 has the connection part 63 for connecting and fixing with the vehicle body side member which is not shown in figure. The connecting part 63 is located above the casing 22 and includes an upper connecting part 65u and a lower connecting part 65l.

  A casing protrusion 22d that protrudes in the direction of the axis O from the wheel hub bearing casing 22c toward the speed reduction part B is inserted through the inner diameter side of the root side 61n. The tip of the casing protrusion 22d is fitted with the speed reduction part casing 22b. The casing protrusion 22d has a cylindrical shape with the axis O as the center. Or casing protrusion part 22d is arrange | positioned at intervals in the circumferential direction centering | focusing on the axis line O. As shown in FIG. The wheel hub bearing portion casing 22c has a casing flange portion 22f that protrudes in the outer diameter direction from the casing protruding portion 22d. The base side 61n of the connecting member 61 is abutted against the outer peripheral surface of the casing protruding portion 22d and the casing flange portion 22f, and is fixed to the wheel hub bearing portion casing 22c.

  The lower connecting member 62 is an arm-shaped connecting member that protrudes in the outer diameter direction from the axis O from the root side 62 n fixed to the casing 22. And the front end side of the lower connection member 62 has the connection part 64 for connecting and fixing with the vehicle body side member which is not shown in figure. The connecting portion 64 is located below the casing 22. The base side 62n of the lower connecting member 62 is abutted against the outer peripheral surface of the casing protruding portion 22d and the casing flange portion 22f, and is fixed to the wheel hub bearing portion casing 22c.

  In the embodiment shown in FIG. 1, the upper connecting member 61 and the lower connecting member 62 are attached to a known strut suspension device having a strut member and a lower arm. Specifically, the upper connecting portion 65u and the lower connecting portion 65l of the upper connecting member 61 are connected and fixed to the lower end portion of a strut member (not shown) extending in the vertical direction. As an example, the strut member is telescopic, and the upper end of the strut member is connected to the vehicle body side. When the strut member is slightly inclined and extends in the vertical direction, the position of the upper connecting portion 65u in the direction of the axis O and the position of the lower connecting portion 65l in the direction of the axis O are different, as shown in FIG. Thereby, it attaches suitably also to the strut member extended in inclination.

  Further, the connecting portion 64 of the lower connecting member 62 is connected to a free end of a lower arm (not shown) extending in the vehicle width direction. A ball joint can be used for connection. As an example, the lower arm can swing in the vertical direction, and the base end of the lower arm is connected to the vehicle body side.

  According to the embodiment shown in FIG. 1, the in-wheel motor drive device 21 includes an upper connecting member 61 and a lower connecting member 62 as connecting members connected to the vehicle body side member. Thereby, the in-wheel motor drive device 21 is suspended from the vehicle body together with the wheels connected and fixed to the wheel hub 32.

  The wheel load that the wheel supporting the vehicle body receives from the vehicle body side passes through the upper connection portion 65u and the lower connection portion 65l, and sequentially passes through the wheel hub bearing portion casing 22c, the wheel hub bearing 33, and the wheel hub 32. Supported. Thereby, the wheel load is not input to the motor part A and the speed reduction part B. Also, external force due to sudden acceleration / deceleration or road surface unevenness is not input to the motor unit A and the deceleration unit B. Therefore, the deformation of the motor part A and the speed reduction part B can be suitably prevented. Furthermore, the in-wheel motor drive device 21 can be reduced in weight by using thin members for the motor casing 22a and the speed reduction casing 22b. As a result, the unsprung weight of the suspension device can be reduced and the riding comfort performance of the vehicle can be improved.

  Further, according to the embodiment shown in FIG. 1, the in-wheel motor drive device 21 includes the upper connecting member 61 disposed above the axis O and the lower connecting member 62 disposed below the axis O. Therefore, it is suitably attached to the strut suspension.

  Further, according to the embodiment shown in FIG. 1, the wheel hub bearing casing 22c has a casing protrusion 22d that protrudes toward the speed reduction casing 22b, and the speed reduction casing 22c engages with the casing protrusion 22d. . The connecting members 61 and 62 are interposed between the wheel hub bearing casing 22c and the speed reduction casing 22b on the outer diameter side of the casing protrusion 22d. Thereby, it becomes possible to make the casing 22 whole strong and to increase the rigidity of the in-wheel motor drive device 21.

  Referring to FIG. 3, the end portion of the base side 61n of the upper connecting member 61 includes an inner peripheral surface 61i on the inner diameter side in surface contact with the casing protrusion 22d, and a surface of the casing flange portion 22f of the wheel hub bearing portion casing 22c. It has the axial direction one end surface 61c which contacts, and the axial direction other end surface 61b which contacts the deceleration part casing 22b. The end surface 61b and the end surface 61c are planes. And the chamfer 61e is formed in the boundary part of the internal peripheral surface 61i and the end surface 61c. As an example, the chamfer 61e has a rounded shape so as to smoothly connect the end surface 61c and the inner peripheral surface 61i orthogonal to each other.

  According to the embodiment shown in FIG. 3, the chamfer 61e is formed at the boundary portion between the inner peripheral surface 61i on the inner diameter side and the end surface 61c in contact with the wheel hub bearing casing 22c. It is possible to relax so as not to concentrate on the end portion of the base 61n of the member 61.

  Further, a chamfer 61f is formed at a boundary portion between the inner peripheral surface 61i on the inner diameter side and the end surface 61b in contact with the speed reduction portion casing 22b. According to the chamfer 61f, the stress acting between the speed reduction portion casing 22b and the wheel hub bearing portion casing 22c can be relaxed so as not to concentrate on the end portion on the root side 61n of the upper connecting member 61.

  The upper connecting member 61 and the lower connecting member 62 are integrally coupled at the base sides 61n and 62n, and have a through hole 65 common to the base portions 61n and 62n. The inner peripheral surface 61 i constitutes the inner peripheral surface of the through hole 65. The output shaft 28 and the wheel hub 32 pass through the through hole 65.

  According to the present embodiment, since the connecting member has the through hole 65 at the base portion, the base portion of the connecting member can be formed in a ring shape. Moreover, since the output shaft 28 passes, the entire circumference of the root portion can be coupled to the adjacent casing 22. Therefore, the rigidity of the joint location between the casing 22 and the connecting members 61 and 62 can be increased.

  Alternatively, as a modification, the upper connecting member 61 and the lower connecting member 62 may be separate bodies. In the modified example, a notch portion extending from the outer peripheral surface of the wheel hub bearing portion casing 22c toward the inner diameter side is provided at an end portion of the wheel hub bearing portion casing 22c that faces the speed reduction portion casing 22b. Cutouts are formed in the upper and lower parts, respectively. And the base parts 61n and 62n of the connection members 61 and 62 are fitted with the notches, respectively.

  According to such a modification, when the notch portion extending from the outer peripheral surface of the wheel hub bearing portion casing 22c toward the inner diameter side is provided and the base portions of the connecting member 61 and the connecting member 62 are fitted, the wheel hub bearing portion is provided. The rigidity of the joint location between the casing 22c and the connecting members 61 and 62 can be increased. In addition, you may provide the same notch part in the deceleration part casing 22b.

  The operation principle of the in-wheel motor drive device 21 having the above configuration will be described in detail.

  The motor unit A receives, for example, an electromagnetic force generated by supplying an alternating current to the coil of the stator 23, and the rotor 24 composed of a permanent magnet or a magnetic material rotates.

  As a result, the motor rotation shaft 35 connected to the rotor 24 outputs rotation, and when the motor rotation shaft 35 and the input shaft 25 rotate, the curved plates 26a and 26b revolve around the rotation axis O of the input shaft 25. . At this time, the outer pin 27 is engaged so as to be in rolling contact with the curved waveform of the curved plates 26 a and 26 b to rotate the curved plates 26 a and 26 b in the direction opposite to the rotation of the input shaft 25.

  The inner pin 31 inserted through the through hole 30a is sufficiently thinner than the inner diameter of the through hole 30a, and comes into contact with the hole wall surface of the through hole 30a as the curved plates 26a and 26b rotate. As a result, the revolving motion of the curved plates 26 a and 26 b is not transmitted to the inner pin 31, and only the rotational motion of the curved plates 26 a and 26 b is transmitted to the wheel hub bearing portion C via the output shaft 28. Thus, the through hole 30a and the inner pin 31 serve as a motion conversion mechanism.

  Through this motion conversion mechanism, the output shaft 28 arranged coaxially with the input shaft 25 takes out the rotation of the curved plates 26a, 26b as the output of the deceleration unit B. As a result, the rotation of the input shaft 25 is decelerated by the deceleration unit B and transmitted to the output shaft 28. Therefore, even when the low torque, high rotation type motor unit A is employed, it is possible to transmit the necessary torque to the drive wheels.

Note that the reduction ratio of the speed reduction unit B having the above-described configuration is calculated as (Z _A −Z _B ) / Z _B where Z _{A is} the number of outer pins 27 and Z _B is the number of waveforms of the curved plates 26a and 26b. The In the embodiment shown in FIG. 2, because Z _A = 12 and Z _B = 11, the reduction ratio is 1/11, and a very large reduction ratio can be obtained.

  Thus, by adopting the cycloid reduction mechanism that can obtain a large reduction ratio without using a multistage configuration in the reduction part B, a compact and high reduction ratio in-wheel motor drive device 21 can be obtained.

  Next, a modification of the present invention will be described. FIG. 4 is a longitudinal sectional view showing a modification of the present invention. With respect to this modification, the same reference numerals are given to the configurations common to the above-described embodiments, and the description thereof will be omitted, and different configurations will be described below. In this modified example, the root portion 61n is inserted between the wheel hub bearing portion casing 22c and the speed reduction portion casing 22b, and the wheel hub bearing portion casing 22c and the speed reduction portion casing 22b are separated from each other. The upper connecting member 61 and the lower connecting member 62 are integrally coupled to each other at the root portion 61n.

  In the modification shown in FIG. 4, the wheel hub bearing portion casing 22c and the speed reduction portion casing 22b are separated from each other, so that the casing protrusion 22d is omitted as compared with the embodiment shown in FIG. The axial dimension of the casing 22c can be shortened. The wheel load passes through the wheel hub bearing portion casing 22c and the connecting members 61 and 62, and does not pass through the speed reduction portion casing 22b at all. Therefore, no wheel load is input to the motor part A and the speed reduction part B, and deformation of the motor part A and the speed reduction part B can be suitably prevented.

  4, the center hole 28c formed in the output shaft 28 and extending from the flange portion 28a toward the shaft portion 28b is elongated in the axial direction as compared with the embodiment shown in FIG. Specifically, the hole bottom of the center hole 28c is deepened to at least the axial direction positions of the root sides 61n and 62n. According to such a modification, at least one part in the direction of the axis O of the output shaft 28 is hollow, so that the weight of the output shaft 28 can be reduced, and the arm-shaped connecting members 61 and 62 are provided. Thus, an increase in the weight of the in-wheel motor drive device 21 can be eliminated.

  Moreover, in the modification shown in FIG. 4, an inlay part is provided in the contact surface of the connection members 61 and 62 and the wheel hub bearing part casing 22c. The root portion 61n is interposed between the wheel hub bearing portion casing 22c and the speed reduction portion casing 22b, and the end surface of the wheel hub bearing portion casing 22c on the axial speed reduction portion B side and the end surface 61c of the connecting members 61 and 62 are disposed. Are in surface contact with each other.

  Such surface contact is a plane perpendicular to the axis O. Of the end face 61c, a step 61cd is provided between the outer diameter side plane 61co and the inner diameter side plane 61ci. That is, the end surface 61c in surface contact includes a two-step plane 61co and a plane 61ci. A corresponding step and a two-step plane are also formed on the end surface of the wheel hub bearing casing 22c.

  In the modification shown in FIG. 4, since the spigot portion is provided on the contact surface between the wheel hub bearing portion casing 22c and the root portion 61n, the coupling between the wheel hub bearing portion casing 22c and the connecting members 61 and 62 is strengthened. Can do. Moreover, in the assembly work of the in-wheel motor drive device 21, the positioning of the connecting members 61 and 62 is facilitated, and the efficiency of the assembly work can be improved.

  Next, another embodiment of the present invention will be described. FIG. 5 is a longitudinal sectional view showing another embodiment of the present invention. Regarding the other embodiments, the same components as those in the above-described embodiments will be denoted by the same reference numerals, the description thereof will be omitted, and different configurations will be described below. In another embodiment, the number of connecting portions 63 at the tip of the upper connecting member 61 is one. And the deceleration part casing 22b has the connection part 71 for connecting and fixing with a vehicle body side member on the outer periphery, and the connection part 71 is provided above the axis O and the center part of the axis O direction.

  In the embodiment shown in FIG. 5, the upper connecting member 61, the lower connecting member 62, and the connecting portion 71 are attached to a known double wishbone suspension device having an upper arm, a lower arm, and a shock absorber. Specifically, the connecting portion 63 of the upper connecting member 61 is connected to a free end of an upper arm (not shown) extending in the vehicle width direction. A ball joint can be used for connection. As an example, the upper arm can swing in the vertical direction, and the base end of the upper arm is connected to the vehicle body side.

  Further, the connecting portion 64 of the lower connecting member 62 is connected to a free end of a lower arm (not shown) extending in the vehicle width direction. A ball joint can be used for connection. As an example, the lower arm can swing in the vertical direction, and the base end of the lower arm is connected to the vehicle body side.

  The connecting portion 71 is connected to a lower end portion of a shock absorber (not shown) extending in the vertical direction. A ball joint can be used for connection. As an example, the upper end of the shock absorber is connected to the vehicle body side.

  According to the embodiment shown in FIG. 5, the in-wheel motor drive device 21 includes an upper connecting member 61, a lower connecting member 62, and a connecting portion 71 as connecting members connected to the vehicle body side member. Thereby, the in-wheel motor drive device 21 is suspended from the vehicle body together with the wheels connected and fixed to the wheel hub 32.

  The wheel load that the wheel supporting the vehicle body receives from the vehicle body side passes through the upper connecting member 61, the lower connecting member 62, and the connecting portion 71, and then the speed reduction portion casing 22b, the wheel hub bearing portion casing 22c, and the wheel hub bearing 33. And the wheel hub 32 are sequentially supported. Thereby, no wheel load is input to the motor part A. Also, external force due to sudden acceleration / deceleration or road surface unevenness is not input to the motor unit A. Therefore, the deformation of the motor part A can be suitably prevented. Furthermore, the in-wheel motor drive device 21 can be reduced in weight by using a thin member for the motor portion casing 22a. As a result, the unsprung weight of the suspension device can be reduced and the riding comfort performance of the vehicle can be improved.

  Further, according to the embodiment shown in FIG. 5, the in-wheel motor drive device 21 includes the upper connecting member 61 disposed above the axis O and the lower connecting member 62 disposed below the axis O. In addition, since the speed reduction portion casing 22b has a connecting portion 71 on the outer periphery for connecting to the vehicle body side member, it is suitably attached to the double wishbone suspension.

  Next, still another embodiment of the present invention will be described. FIG. 6 is a longitudinal sectional view showing still another embodiment of the present invention. Further, with respect to other embodiments, the same components as those in the above-described embodiments are denoted by the same reference numerals, description thereof will be omitted, and different configurations will be described below. In still another embodiment, the upper connecting member 61 is not provided, and the lower connecting member 62 is provided as a connecting member. And the deceleration part casing 22b has the connection part 71 for connecting and fixing with a vehicle body side member on the outer periphery, and the connection part 71 is provided above the axis O and the center part of the axis O direction.

  In the embodiment shown in FIG. 6, the lower connecting member 62 and the connecting portion 71 are attached to a well-known trailing arm suspension device having a trailing arm and a shock absorber. Specifically, the connecting portion 64 of the lower connecting member 62 is connected to a free end of a trailing arm (not shown) extending in the vehicle front-rear direction. A ball joint can be used for connection. As an example, the trailing arm can swing in the vertical direction, and the base end of the trailing arm is connected to the vehicle body side.

  The connecting portion 71 is connected to a lower end portion of a shock absorber (not shown) extending in the vertical direction. A ball joint may be used for the connection. As an example, the upper end of the shock absorber is connected to the vehicle body side.

  According to the embodiment shown in FIG. 6, the in-wheel motor drive device 21 includes the lower connecting member 62 and the connecting portion 71 as connecting members connected to the vehicle body side member. Thereby, the in-wheel motor drive device 21 is suspended from the vehicle body together with the wheels connected and fixed to the wheel hub 32.

  The wheel load that the wheel that supports the vehicle body receives from the vehicle body side passes through the lower connecting member 62 and the connecting portion 71, and the speed reduction portion casing 22 b, the wheel hub bearing portion casing 22 c, the wheel hub bearing 33, and the wheel hub 32 Are supported sequentially. Thereby, no wheel load is input to the motor part A. Also, external force due to sudden acceleration / deceleration or road surface unevenness is not input to the motor unit A. Therefore, the deformation of the motor part A can be suitably prevented. Furthermore, the in-wheel motor drive device 21 can be reduced in weight by using a thin member for the motor portion casing 22a. As a result, the unsprung weight of the suspension device can be reduced and the riding comfort performance of the vehicle can be improved.

  Further, according to the embodiment shown in FIG. 6, the in-wheel motor drive device 21 not only includes the lower connecting member 62 disposed below the axis O, but also the speed reduction portion casing 22 b is connected to the vehicle body side member. Since the connecting portion 71 is provided on the outer periphery, the connecting portion 71 is suitably attached to the trailing arm type suspension.

  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.

  For example, although not shown in the drawing, the root portions of the connecting members 61 and 62 described above may be interposed and fixed between the motor portion casing 22a and the speed reduction portion casing 22b. Also according to this embodiment, the wheel load is not input to the motor part A, and the deformation of the motor part A can be suitably prevented.

  Moreover, the connection members 61 and 62 may have a seat part for attaching and fixing a brake caliper in a central region between the root part and the tip part. The brake caliper brakes a brake disc (not shown) connected and fixed to the wheel hub 32. As a result, the brake caliper can be connected and fixed to the connecting members 61 and 62, which can contribute to the layout of the brake caliper.

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

  21 In-wheel data drive device, 22 casing, 22a motor section casing, 22b speed reduction section casing, 22c wheel hub bearing section casing, 22d casing projection, 23 stator, 24 rotor, 25 input shaft, 25a, 25b eccentric member, 26a, 26b Curved plate, 27 Outer pin, 28 Output shaft, 28c Center hole, 31 Inner pin, 32 Wheel hub, 33 Wheel hub bearing, 35 Motor rotating shaft, 61 Upper connecting member, 62 Lower connecting member, 61n Root portion 63, 64 Connecting part, 65 through hole, 71 connecting part.

Claims (14)

A motor unit having a motor rotation shaft and a motor unit casing forming an outer shell;
An output shaft that decelerates and outputs the rotation of the motor rotation shaft; and a speed reduction portion casing that forms an outer shell;
A wheel hub bearing portion that is connected and fixed to the output shaft; and a wheel hub bearing portion casing that rotatably supports the wheel hub; and a wheel hub bearing portion that is disposed on one axial direction of the speed reduction portion;
An in-wheel motor comprising: a base member fixed to at least one of the wheel hub bearing portion casing and the speed reduction portion casing; and a connecting member having a connecting portion for projecting in a radially outward direction and connected to the vehicle body side member. Drive device.   The in-wheel motor drive device according to claim 1, wherein the connecting member includes an upper connecting member disposed above the axis and a lower connecting member disposed below the axis.   The in-wheel motor drive device according to claim 2, wherein the speed reduction portion casing has a connection portion on the outer periphery for connection to the vehicle body side member. The connecting member includes a lower connecting member disposed below the axis,
2. The in-wheel motor drive device according to claim 1, wherein the speed reduction portion casing has a connection portion on an outer periphery thereof to be connected to a vehicle body side member. One of the wheel hub bearing portion casing and the speed reduction portion casing has a casing protrusion protruding toward the other, and the other of the wheel hub bearing portion casing and the speed reduction portion casing is fitted with the casing protrusion. And
The in-wheel according to any one of claims 1 to 4, wherein the connecting member is inserted and fixed between the wheel hub bearing portion casing and the speed reduction portion casing on the outer diameter side of the casing protruding portion. Motor drive device.   The connecting member has a chamfer formed at a boundary portion between an inner diameter side surface in contact with the casing protruding portion and an axial one surface in contact with the wheel hub bearing portion casing, of the base side end portion. 5. The in-wheel motor drive device according to 5. One of the wheel hub bearing part casing and the speed reducing part casing has a notch extending from the outer peripheral surface of the one casing toward the inner diameter side at the end facing the other remaining,
The in-wheel motor drive device according to any one of claims 1 to 4, wherein a base portion of the connecting member is fitted to the notch portion.   The in-wheel motor drive device according to any one of claims 1 to 4, wherein the connecting member has a through hole at a base portion, and the output shaft or the input shaft passes through the through hole.   The root part of the said connection member is inserted between the wheel hub bearing part casing and the said reduction part casing, and the said wheel hub bearing part casing and the said reduction part casing are mutually spaced apart. In-wheel motor drive device.   The in-wheel motor drive device according to any one of claims 1 to 9, wherein the output shaft is hollow at least at one place in the axial direction. The connection member is interposed between the wheel hub bearing portion casing and the speed reduction portion casing, and the wheel hub bearing portion casing and the connection member are in surface contact with each other,
The said surface contact is a plane perpendicular to an axis line, Comprising: The 2 steps | paragraph plane with a level | step difference between the said plane of an outer diameter side and the said plane of an inner diameter side is included in any one of Claims 1-10 The in-wheel motor drive device of description.   The in-wheel motor drive device according to any one of claims 1 to 11, wherein the connecting member has a seat portion for attaching and fixing a brake caliper in a central region between a root portion and a tip portion. The speed reduction unit includes an input shaft connected and fixed to the motor rotation shaft,
A disc-shaped eccentric member that is eccentrically coupled to the end of the input shaft from the rotational axis of the input shaft;
A revolving member that has an inner circumference attached to the outer circumference of the eccentric member so as to be relatively rotatable, and performs a revolving motion around the rotation axis along with the rotation of the input shaft;
An outer periphery engaging member that engages with an outer peripheral portion of the revolving member to cause rotation of the revolving member;
A cycloid reduction mechanism that further includes a motion conversion mechanism that takes out only the rotation of the revolution member and transmits the rotation to the output shaft, and decelerates the rotation of the input shaft and transmits the rotation to the output shaft. The in-wheel motor drive device in any one of. The motion conversion mechanism includes a plurality of holes formed at equal intervals in the circumferential direction around the rotation axis of the revolving member,
14. The in-wheel according to claim 13, wherein the in-wheel is configured by a plurality of inner engagement members that are provided at equal intervals in the circumferential direction around the axis of the output shaft at the end portion of the output shaft and respectively engage with the holes. Motor drive device.

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