JP2014205382A - In-wheel motor unit for vehicle - Google Patents

Abstract

PROBLEM TO BE SOLVED: To make assemblability of a drive unit body excellent, and to prevent a motor from being damaged at the time of being assembled.SOLUTION: A drive output shaft 10 from a drive unit body A and a wheel hub shaft supported by a hub bearing with respect to an axle case are connected through a displacement absorption mechanism. In an in-wheel motor unit for a vehicle, the drive unit body A is assembled by fitting a centering jig G to a motor shaft side assembly A1 incorporating a rotor 8 in a motor generator MG, and combining this with a drive output shaft side assembly A2 incorporating a stator 9 in the motor generator MG. The drive output shaft side assembly A2 is provided with a positioning projection 22a which performs centering positioning of a motor shaft 6 and a drive output shaft 10 by being engaged with the centering jig G at the time of assembling the drive unit body A.

Description

  The present invention relates to a vehicle in-wheel motor unit in which a drive output shaft from a drive unit main body and a wheel hub shaft supported by a hub bearing with respect to a case member are connected via a displacement absorbing mechanism.

  Conventionally, an in-wheel motor for a vehicle in which a drive output shaft and a wheel hub shaft supported by a hub bearing are connected via a displacement absorbing mechanism is known. The displacement absorption mechanism is a mechanism that prevents / suppresses the influence on the gear meshing part and the motor by preventing / suppressing the displacement / inclination of the hub bearing to the gear train and the motor included in the drive unit main body. (For example, refer to Patent Document 1).

JP 2009-190440 A

  However, the in-wheel motor for a vehicle described in Patent Document 1 does not have a structure capable of positioning (centering) the motor shaft of the drive unit main body and the drive output shaft. There is a problem that the motor may be damaged during assembly.

  The present invention has been made paying attention to the above problems, and has as its object to provide an in-wheel motor unit for a vehicle that improves the assembly of the drive unit body and prevents the motor from being damaged during the assembly. To do.

In order to achieve the above object, according to the present invention, a drive output shaft from a drive unit main body and a wheel hub shaft supported by a hub bearing with respect to a case member are connected via a displacement absorbing mechanism.
In the vehicle in-wheel motor unit, the drive unit main body includes a motor having a motor shaft and a gear train having the drive output shaft.
The assembly of the drive unit body is performed by mounting a centering jig on a motor shaft side assembly incorporating a rotor of the motor and combining it with a drive output shaft side assembly incorporating a stator of the motor. .
The drive output shaft side assembly is provided with a positioning structure for performing centering positioning of the motor shaft and the drive output shaft by fitting with the centering jig when the drive unit body is assembled.

Therefore, when assembling the drive unit main body, the centering jig mounted on the motor shaft side assembly and the positioning structure provided on the drive output shaft side assembly are fitted together, and the motor shaft axis and the drive output shaft are assembled. The centering positioning is performed so that the shaft centers coincide with each other.
That is, a magnetic force is generated between the rotor and the stator of the motor, and this magnetic force is a factor that hinders the centering of the motor shaft and the drive output shaft to coincide with each other. Further, the rotor and stator of the motor are attracted to each other by magnetic force, and are damaged when they are contacted during assembly. For this reason, the necessity and importance of the centering jig at the time of assembly are great.
On the other hand, when the drive unit body is assembled, a centering jig is used and a positioning structure is provided on the drive output shaft side assembly side, so that when the centering jig and the positioning structure are fitted, the shaft center of the motor shaft And the axis of the drive output shaft match. Then, the assembly work is completed in an orderly manner while ensuring the air gap between the rotor and the stator of the motor, by simply assembling together while maintaining this axial alignment state.
As a result, the assembly of the drive unit main body can be improved and the motor can be prevented from being damaged during the assembly.

It is a whole sectional view showing the whole section of the in-wheel motor unit for vehicles in Example 1. FIG. 3 is an exploded cross-sectional view illustrating a configuration in which the vehicle in-wheel motor unit according to the first embodiment is divided into a drive unit main body, a displacement absorbing mechanism, and a wheel structure. It is the expanded sectional view which expanded and showed the displacement absorption mechanism of the in-wheel motor unit for vehicles in Example 1, and its circumference. Explains the displacement absorption mechanism that absorbs the displacement / inclination of the hub bearing in the displacement absorption mechanism. (A) When there is no displacement, (b) When parallel displacement, (c) When tilt displacement, (d ) Is an operation explanatory view showing the axial displacement. It is action explanatory drawing which shows the assembly action of a drive unit main body.

  Hereinafter, the best mode for realizing an in-wheel motor unit for a vehicle according to the present invention will be described based on Example 1 shown in the drawings.

First, the configuration will be described.
The configuration of the in-wheel motor unit for a vehicle in the first embodiment includes [schematic configuration of overall system], [detailed configuration of drive unit main body], [detailed configuration of displacement absorbing mechanism], [detailed configuration of wheel structure], [drive] This will be described separately in the detailed assembly structure of the unit main body.

[Schematic configuration of the entire system]
Based on FIG. 1 which shows the whole cross section of the in-wheel motor unit for vehicles, schematic structure of the whole system is demonstrated.

  The in-wheel motor unit for a vehicle is applied to left and right rear wheels of an electric vehicle, and includes a drive unit main body A, a displacement absorbing mechanism B, and a wheel structure C as shown in FIG.

  The drive unit main body A has a function as a drive source set for each of the left and right rear wheels and includes a motor generator MG and a gear train GT. When the motor generator MG is powered, a three-phase alternating current is applied to the stator coil 9b wound around the stator 9 to rotate the motor shaft 6 integrally having the rotor 8, and the rotation of the motor shaft 6 is performed by the gear train GT. Decelerate and output from the drive output shaft 10. During regeneration of the motor generator MG, the rotation input from the drive output shaft 10 is accelerated by the gear train GT and the motor shaft 6 and the rotor 8 are rotated, so that the stator disposed in the rotor 8 via the air gap. Nine stator coils 9b generate three-phase alternating current.

  The displacement absorbing mechanism B has a function of preventing / suppressing transmission / displacement of the hub bearing 71 to the motor generator MG and the gear train GT of the drive unit main body A, and has a gear coupling shaft 50. The gear coupling shaft 50 connects the drive output shaft 10 from the drive unit main body A and the wheel hub shaft 70 supported by the hub bearing 71 to the axle case 72 (case member) so as to absorb displacement.

  The wheel structure C has a function of attaching a tire and a brake mechanism of each wheel, and has a wheel hub shaft 70. The wheel hub shaft 70 is rotatably supported with respect to the axle case 72 by a hub bearing 71 having a double-row angular bearing structure, and a brake disc 73 and a tire wheel 74 are fixed to a flange portion 70a of the wheel hub shaft 70. The Further, the wheel hub shaft 70 is connected to the drive output shaft 10 of the drive unit main body A via the displacement absorbing mechanism B.

[Detailed configuration of the drive unit body]
FIG. 2 shows a configuration in which the vehicle in-wheel motor unit is divided into a drive unit main body A, a displacement absorbing mechanism B, and a wheel structure C. Hereinafter, a detailed configuration of the drive unit main body A will be described with reference to FIGS. 1 and 2.

  The drive unit main body A is configured by incorporating a motor generator MG having a three-phase AC embedded magnet synchronous motor structure and a gear train GT having a planetary gear type reduction gear mechanism in a unit case member.

The unit case member includes a unit case 1, a unit cover 2, a motor shaft side cover 3, and an output shaft side cover 4. The unit cover 2 is bolted to one end side of the unit case 1, and the motor shaft side cover 3 is bolted to the unit cover 2 so as to close one end side of the motor shaft 6. The output shaft side cover 4 is bolted to the other end side of the unit case 1 so that a part of the drive output shaft 10 protrudes from the drive unit main body A.
An oil seal 5 is attached to the end position of the output shaft side cover 4, and the seal portion of the oil seal 5 is brought into contact with the outer peripheral surface of the drive output shaft 10 with a predetermined seal pressure. That is, the output shaft side cover 4 and the oil seal 5 are partition wall structural members that separate the drive unit main body A and the hub bearing 71.

The motor generator MG includes a motor shaft 6, a rotor flange 7, a rotor 8, and a stator 9. One end of the motor shaft 6 is supported to be rotatable with respect to the unit cover 2 via the first bearing 11, and the other end is supported to be relatively rotatable with respect to the drive output shaft 10 via the second bearing 12. . The rotor 8 is configured by a laminated steel plate that is fitted to a rotor flange 7 fixed to the motor shaft 6 and embedded with permanent magnets (not shown). The stator 9 is fixed to the inner surface of the unit case 1 and is disposed with respect to the rotor 8 via an air gap, and is configured by winding a stator coil 9b around each of the stator teeth 9a made of a punched laminated steel plate.
The harness is connected to the stator coil 9b via connection terminals 15 divided into U phase, V phase, and W phase. In addition, the motor shaft 6 is formed with an axial oil passage 16 through which lubricating oil for lubricating necessary portions such as a gear meshing portion and a bearing of the gear train GT is supplied.

  The gear train GT is disposed in the right space of FIG. 1 with the rotor flange 7 interposed therebetween, and includes a sun gear 17, a large pinion 18, a small pinion 19, a pinion carrier 20, and a ring gear 21. And the planetary gear type reduction gear mechanism that decelerates and outputs the input rotation is constituted by ring gear fixing, sun gear input, and pinion carrier output. The sun gear 17 is formed integrally with the motor shaft 6 and meshes with the large pinion 18. The large pinion 18 and the small pinion 19 are integrally formed adjacent to each other and supported so as to be rotatable with respect to the pinion carrier 20. The ring gear 21 is fixed in the rotational direction by serration coupling to the unit case 1 and meshes with the small pinion 19.

A drive output shaft 10 is provided integrally with the pinion carrier 20. The drive output shaft 10 is formed in a cylindrical sleeve shape having one end side extending in the axial direction to the inside of the small pinion 19 and the other end side extending in the axial direction until protruding from the output shaft side cover 4. The rotation support structure of the drive output shaft 10 is formed together with the pinion carrier 20, is supported so as to be relatively rotatable with respect to the motor shaft 6 via the third bearing 13, and is supported by the fourth bearing 14 with respect to the output shaft side cover 4. It is supported rotatably through the.
A partition wall seal member 22 is disposed on the inner surface of the drive output shaft 10 in an oil-tight state at a position separating the motor shaft 6 and the gear coupling shaft 50. That is, the partition seal member 22 is a partition structure member that separates the drive unit main body A and the displacement absorbing mechanism B from each other.
In the left space of FIG. 1 with the rotor flange 7 in between, a resolver 23 for detecting the rotation angle of the motor and a park gear 24 for fixing the motor shaft 6 by meshing with a parking pole (not shown) are arranged.

[Detailed configuration of displacement absorption mechanism]
FIG. 2 shows a configuration in which the in-wheel motor unit for a vehicle is divided into a drive unit main body A, a displacement absorbing mechanism B, and a wheel structure C, and FIG. 3 shows an enlarged cross-sectional view of the displacement absorbing mechanism that is a main part. Hereinafter, based on FIGS. 1-3, the detailed structure of the displacement absorption mechanism B is demonstrated.

  The displacement absorbing mechanism B is configured by fitting an independently replaceable gear coupling shaft 50 to the drive output shaft 10 and the wheel hub shaft 70 so as to be able to transmit the drive while absorbing the displacement.

  The gear coupling shaft 50 is configured by providing a first external tooth portion 52 and a first end portion 53, a second external tooth portion 54 and a second end portion 55, respectively, on both side positions of the gear coupling shaft portion 51. Is done. The first outer tooth portion 52 is serrated to the first inner tooth portion 56 of the drive output shaft 10 so as to be capable of absorbing displacement, and the first end portion 53 can be spherically contacted with the partition wall seal member 22. The The second outer tooth portion 54 is serrated and fitted so as to absorb displacement with respect to the second inner tooth portion 57 of the wheel hub shaft 70, and the second end portion 55 can be brought into spherical contact with the end cap seal member 76. Is done.

The first internal gear portion 56 formed on the drive output shaft 10 and the second internal gear portion 57 formed on the wheel hub shaft 70 have a cylindrical shape extending linearly in the axial direction on the top and valley surfaces of the internal teeth. It is said. On the other hand, the first external tooth portion 52 and the second external tooth portion 54 formed on the gear coupling shaft 50 have a spherical shape on the top and bottom surfaces of the external teeth. In addition to this, a crowning shape with a thickened tooth thickness at the center and a narrower tooth thickness toward both ends (see FIG. 3) absorbs inclinations in all directions around the tilt center point D and the tilt center point E. It has a structure to do. The first end portion 53 and the second end portion 55 have a smooth spherical shape with the axial center position as the maximum projecting surface, and the displacement (rigidity) of the hub bearing 71 disposed between the tilt center point D and the tilt center point E. A structure that absorbs the displacement generated at the center point F is adopted. That is, the meshing of the first external tooth portion 52 and the first internal tooth portion 56 becomes the output shaft side drive transmission fitting portion 58 between the gear coupling shaft 50 and the drive output shaft 10, and the second external tooth portion 54 and the first 2. The meshing of the inner tooth portion 57 becomes a hub shaft side drive transmission fitting portion 59 between the gear coupling shaft 50 and the wheel hub shaft 70 (see FIG. 3).
The gear coupling shaft 50 is mounted together with lubricating grease (not shown) in a coupling space where the entire circumference is sealed.

[Detailed configuration of wheel structure]
FIG. 2 shows a configuration in which the vehicle in-wheel motor unit is divided into a drive unit main body A, a displacement absorbing mechanism B, and a wheel structure C, and FIG. 3 shows an enlarged sectional view of the displacement absorbing mechanism and its periphery. Hereinafter, based on FIGS. 1-3, the detailed structure of the wheel structure C is demonstrated.

  The wheel structure C includes a wheel hub shaft 70, a hub bearing 71, an axle case 72, a brake disc 73, and a tire wheel 74.

  The wheel hub shaft 70 is a rotating member connected to the drive output shaft 10 via the gear coupling shaft 50, and has an inner race function of the hub bearing 71. A wheel bolt 75 that fixes the brake disc 73 and the tire wheel 74 together with a wheel nut (not shown) is fixed to the flange portion 70a of the wheel hub shaft 70 in advance. An end cap seal member 76 that contacts the second end portion 55 of the gear coupling shaft 50 is fixed to the end portion position by a spring pin 77. A tire (not shown) is attached to the outer peripheral position of the tire wheel 74.

  The hub bearing 71 is a bearing that supports the wheel hub shaft 70 with respect to the axle case 72, and is configured by arranging two rows of balls with a contact angle of back-to-back alignment. Since the hub bearing 71 is a bearing having the wheel hub shaft 70 as an inner race and the axle case 72 as an outer race, carburizing quenching and shots are performed on the ball rolling contact surfaces of the wheel hub shaft 70 and the axle case 72. Surface hardening treatment such as peening is applied. The hub bearing 71 is filled with grease for lubrication.

The axle case 72 is a case member that is fastened to the unit case 1 and the output shaft side case 4 with bolts 78 and has an outer race function for the hub bearing 71. A wheel cylinder 79 is fixed to the axle case 72 as a brake component, and a brake caliper 81 that supports a pair of brake shoes 80 and 80 is integrally extended. A splash guard 82 that covers the brake disk 73 and prevents muddy water from entering the hub bearing 71 is fixed. Further, by fixing the axle case 72 to the output shaft side cover 4, a closed space 90 having a liquid sealing property is formed between the drive unit main body A and the hub bearing 71, and the wheel speed is set in the closed space 90. An ABS sensor 91 for detecting the above is disposed. In the ABS sensor 91, a sensing component 91 a is provided at the upper position of the axle case 72 so as to penetrate to the closed space 90, and the sensing component 91 b is press-fitted and fixed to the wheel hub shaft 70.
Note that a breather 92 communicating with outside air is connected to the closed space 90 (see FIG. 3).

[Detailed assembly of drive unit body]
FIG. 3 shows an enlarged sectional view of the displacement absorbing mechanism and its periphery. Hereinafter, the detailed assembly structure of the drive unit main body A will be described with reference to FIGS. 3 and 5.

The drive unit main body A includes a motor generator MG having a motor shaft 6 and a gear train GT having a drive output shaft 10.
As shown in FIG. 5, the drive unit main body A is assembled by attaching a centering jig G to the motor shaft side assembly A1 incorporating the rotor 8 in the motor generator MG, and the motor shaft side assembly A1. Of the MG, the drive output shaft side assembly A2 incorporating the stator 9 is assembled to each other while maintaining the alignment state of the shafts. Then, when the drive unit main body A is assembled to the drive output shaft side assembly A2, a positioning projection 22a (positioning structure) for positioning the motor shaft 6 and the drive output shaft 10 by aligning with the centering jig G. ).

  As shown in FIG. 5, the centering jig G slides along the jig base 100, the motor shaft end mounting portion 101, and the jig base 100 and the motor shaft end mounting portion 101 (in FIG. And a positioning recess 102 a formed on the end surface of the shaft hole insertion pin portion 102. The shaft hole insertion pin portion 102 is formed of a cylinder having an outer diameter slightly smaller than the inner diameter of the shaft oil passage 16 (shaft hole) of the motor shaft 6. It is inserted through.

  The positioning protrusion 22a is the position of the shaft hole of the drive output shaft 10 and faces the centering jig G (shaft hole insertion pin portion 102) protruding from the shaft oil passage 16 of the motor shaft 6. Is provided. And the 1st internal gear part 56 which fits with the 1st external tooth part 52 of the gear coupling shaft 50 of the displacement absorption mechanism B is formed in the shaft center hole of the drive output shaft 10, and the drive output shaft 10 A part of the shaft core hole excluding the 1 internal tooth portion 56 is used as a partition seal member 22 (separate part). The partition seal member 22 is formed in the shaft hole of the drive output shaft 10 on the inner surface of the step having an inner diameter larger than that of the first inner tooth portion 56, and is prevented from coming off in the axial direction by the second bearing 12. It is attached. A columnar positioning protrusion 22 a that protrudes toward the motor shaft 6 is formed at the axial center position of the drive output shaft 10. The positioning projection 22a is fitted to a cylindrical positioning recess 102a that is recessed in the end face of the shaft hole insertion pin portion 102. The partition seal member 22 made of a separate part also functions as a partition structure that separates the drive unit main body A from the displacement absorbing mechanism B.

Next, the operation will be described.
The operation of the in-wheel motor unit for a vehicle according to the first embodiment will be described by dividing it into [displacement absorption action by the displacement absorption mechanism] and [assembly action of the drive unit main body].

[Displacement absorption by displacement absorption mechanism]
For example, when the race surface wear of the hub bearing 71 proceeds due to long-term use under a high load, the wheel hub shaft 70 supported by the hub bearing 71 is displaced or tilted. The displacement / inclination of the wheel hub shaft 70 is transmitted to the gear train GT and the motor generator MG of the drive unit body A,
(1) Abnormal noise / vibration: Gear noise due to gear tooth contact (2) Reduction in gear life: Increase in extreme stress / surface pressure due to gear tooth contact (3) Increase in friction: Loss due to backlash change between gear teeth Increase (4) Motor performance: It causes problems such as output reduction and torque fluctuation due to motor air gap change.

  Therefore, the displacement / inclination of the wheel hub shaft 70 is prevented / suppressed from being transmitted to the gear train GT and the motor generator MG, thereby preventing / suppressing the influence on the gear meshing portion of the gear train GT and the motor generator MG. Absorption mechanism B is required. Hereinafter, the displacement absorbing action of the displacement absorbing mechanism B will be described with reference to FIG.

  When the wheel hub shaft 70 is parallel displaced by y in the direction perpendicular to the axis from the non-displaced state of FIG. 4A, the parallel displacement is output to the output shaft side drive transmission fitting portion 58 as shown in FIG. And the hub shaft side drive transmission fitting portion 59 can absorb through the illustrated inclination of the gear coupling shaft 50 by two universal joint actions. Therefore, the parallel displacement of the wheel hub shaft 70 does not affect the drive output shaft 10 to displace it.

  In addition, when the wheel hub shaft 70 is tilted and displaced by θ around the displacement center point F as shown in FIG. 4C from the non-displaced state of FIG. The displacement can be absorbed through the illustrated inclination of the gear coupling shaft 50 by the two universal joint actions by the output shaft side drive transmission fitting portion 58 and the hub shaft side drive transmission fitting portion 59. Therefore, the tilt displacement of the wheel hub shaft 70 does not affect the drive output shaft 10 to displace it.

  Further, when the wheel hub shaft 70 is axially displaced in the axial direction by X as shown in FIG. 4D from the non-displaced state of FIG. 4A, this axial displacement is transmitted to the output shaft side drive transmission. It can be absorbed by a sliding action by at least one of the fitting portion 58 and the hub shaft side drive transmission fitting portion 59. Therefore, the axial displacement of the wheel hub shaft 70 does not affect the drive output shaft 10 to displace it.

  Thus, the wheel hub shaft 70 is configured by disposing the displacement center points F of the displacement absorbing mechanism B (two rows of ball center positions of the hub bearing 71) at a position between the tilt center points D and E. However, the output shaft side drive transmission fitting portion 58 and the hub shaft side drive transmission fitting portion 59 can reliably absorb these displacements even if any of parallel displacement, tilt displacement, and axial displacement occurs. That is, the displacement of the wheel hub shaft 70 does not reach the drive output shaft 10 and displace it in the corresponding direction.

  Accordingly, the in-wheel motor unit for a vehicle can prevent the displacement of the wheel hub shaft 70 from being transmitted from the drive output shaft 10 to the gear train GT and the motor generator MG by the displacement absorbing mechanism B. As a result, any of the above problems (1) to (4) does not occur.

[Assembly of drive unit body]
First, a comparative example that does not have a structure capable of positioning (centering) the motor shaft and the drive output shaft is used.
In the case of this comparative example, the motor shaft and the drive output shaft cannot be positioned (centered), so that there is a possibility that the assemblability is deteriorated or the motor is damaged. In addition, due to structural limitations, it is impossible to make the drive unit main body a closed structure.

  That is, in the case of a motor, a magnetic force is generated between the rotating side (rotor) and the fixed side (stator), and this magnetic force is a factor that hinders the centering of the motor shaft and the drive output shaft. In addition, there is an attractive force between the rotating side (rotor) and the fixed side (stator) of the motor, and the motor will be damaged if they are brought into contact with each other. Sex is great.

On the other hand, in the first embodiment, when the drive unit main body A is assembled, the positioning projection 22a as a positioning structure for performing the centering positioning of the motor shaft 6 and the drive output shaft 10 by fitting with the centering jig G. Was adopted for the drive output shaft side assembly A2.
Therefore, when the drive unit main body A is assembled, the motor shaft side assembly A1 is placed on the jig base 100 of the centering jig G. Then, the positioning projection 22a provided on the drive output shaft side assembly A2 is fitted into the positioning recess 102a of the shaft core hole insertion pin portion 102 inserted through the motor shaft side assembly A1, so that the motor A centering positioning state is established in which the shaft core CL1 of the shaft 6 and the shaft core CL2 of the drive output shaft 10 coincide (FIG. 5). When the centering positioning state is maintained, as shown by the arrow H in FIG. 5, the shaft center hole insertion pin portion 102 is gradually lowered using the shaft center oil passage 16 of the motor shaft 6 as a guide. Following this, the drive output shaft side assembly A2 gradually approaches the motor shaft side assembly A1. Thus, by maintaining the centering positioning state, the drive output shaft side assembly A2 is assembled to the motor shaft side assembly A1 while the air gap between the rotor 8 and the stator 9 of the motor generator MG is secured. .
Alternatively, the drive output shaft side assembly A2 may be mounted on the jig base 100 of the centering jig G, and the motor shaft side assembly A1 may be gradually lowered and assembled thereon (upside down reverse assembly pattern).

That is, when the drive unit body A is assembled, the centering jig G is used, and the positioning projection 22a is provided on the drive output shaft side assembly A2. For this reason, the rotor 8 and the stator of the motor generator MG are simply assembled to the motor shaft side assembly A1 and the drive output shaft side assembly A2 while fitting the positioning projection 22a to the positioning recess 102a of the centering jig G. The assembly work is completed in an orderly manner with 9 air gaps secured.
As a result, the assemblability of the drive unit main body A can be improved, and the motor generator MG can be prevented from being damaged during the assembly.

  In the first embodiment, the position of the shaft hole of the drive output shaft 10 is the position facing the shaft hole insertion pin portion 102 of the centering jig G protruding from the shaft oil passage 16 of the motor shaft 6. Is provided with a positioning projection 22a. For this reason, it becomes possible to make the drive unit main body A into a closed structure.

Furthermore, in the first embodiment, the first inner tooth portion 56 that fits the first outer tooth portion 52 of the gear coupling shaft 50 of the displacement absorbing mechanism B is formed in the shaft core hole of the drive output shaft 10, and the drive output In the shaft 10, a part of the shaft core hole excluding the first internal tooth portion 56 is used as a partition wall sealing member 22 made of a separate part.
For this reason, the fitting part workability of the displacement absorbing mechanism B is improved. Thereby, cost reduction and processing accuracy are improved by shortening the processing time. For example, when the first internal gear portion 56 is formed in the output shaft side drive transmission fitting portion 58 between the gear coupling shaft 50 and the drive output shaft 10, a processing tooth such as a broaching machine is driven and output during tooth surface processing. By being able to penetrate the shaft 10, cost reduction and machining accuracy accompanying a reduction in machining time are improved. Further, the positioning projection 22a is provided on the partition wall seal member 22 made of a separate part, so that the centering positioning function for aligning the axis CL1 of the motor shaft 6 and the axis CL2 of the drive output shaft 10 to the partition seal member 22 is achieved. The partition wall function for isolating the drive unit main body A from the displacement absorbing mechanism B can also be used.

Next, the effect will be described.
In the vehicle in-wheel motor unit according to the first embodiment, the effects listed below can be obtained.

(1) A vehicle in-wheel in which a drive output shaft 10 from the drive unit main body A and a wheel hub shaft 70 supported by a hub bearing 71 with respect to a case member (axle case 72) are connected via a displacement absorbing mechanism B. In the motor unit,
The drive unit main body A includes a motor (motor generator MG) having a motor shaft 6, and a gear train GT having the drive output shaft 10.
The drive unit main body A is assembled by attaching a centering jig G to a motor shaft side assembly A1 in which the rotor 8 of the motor (motor generator MG) is incorporated, and to the stator of the motor (motor generator MG). 9 is performed by combining the drive output shaft side assembly A2 incorporating 9
A positioning structure (centering positioning of the motor shaft 6 and the drive output shaft 10 is carried out by fitting the drive output body 10 on the drive output shaft side assembly A2 with the centering jig G when the drive unit body A is assembled. Positioning protrusions 22a) were provided (FIG. 5).
Therefore, it is possible to improve the assemblability of the drive unit main body A and to prevent the motor (motor generator MG) from being damaged during the assembly.

(2) The motor shaft 6 and the drive output shaft 10 are hollow shafts having shaft core holes,
The positioning structure (positioning protrusion 22a) is a position of the shaft core hole of the drive output shaft 10, and the centering jig G protruding from the shaft core hole (shaft core oil passage 16) of the motor shaft 6 is provided. It was provided at the position to face (FIG. 3).
For this reason, in addition to the effect of (1), it is possible to make the drive unit main body A a closed structure by closing the shaft hole of the drive output shaft 10 with the positioning structure (positioning protrusion 22a).

(3) Forming in the shaft hole of the drive output shaft 10 a first internal tooth portion 56 that fits with the first external tooth portion 52 of the gear coupling shaft 50 of the displacement absorbing mechanism B;
In the drive output shaft 10, a part of the shaft core hole excluding the first internal tooth portion 56 is used as a separate part (partition wall seal member 22) (FIG. 3).
For this reason, in addition to the effect of (2), the workability of the first internal tooth portion 56 (the output shaft side drive transmission fitting portion 58 of the displacement absorbing mechanism B) formed on the drive output shaft 10 is improved. Costs can be reduced and machining accuracy can be improved by shortening the machining time.

(4) The separate part (partition wall seal member 22) is provided with a positioning structure (positioning protrusion 22a) for positioning with the centering jig G (FIG. 3).
For this reason, in addition to the effect of (3), a separate part (partition wall seal member 22) can be provided with a centering positioning function for matching the axis CL1 of the motor shaft 6 and the axis CL2 of the drive output shaft 10. it can.

(5) The separate component is a partition wall seal member 22 that isolates the drive unit main body A from the displacement absorbing mechanism B, and the positioning structure is formed on the partition wall seal member 22, and the centering jig G This is a positioning protrusion 22a that fits into the positioning recess 102a formed in the inner surface (FIG. 3).
Therefore, in addition to the effect (4), the centering positioning function for aligning the axis CL1 of the motor shaft 6 and the axis CL2 of the drive output shaft 10 to the partition wall seal member 22, and the drive unit main body A as a displacement absorbing mechanism The partition function of separating from B can also be used.

  As described above, the in-wheel motor unit for a vehicle according to the present invention has been described based on the first embodiment. However, the specific configuration is not limited to the first embodiment, and the claims relate to each claim. Design changes and additions are allowed without departing from the scope of the invention.

  In the first embodiment, as the positioning structure, the positioning projection 22a is provided on the partition seal member 22 fixed to the drive output shaft 10 in the drive output shaft side assembly A2. However, the positioning structure may be provided at any part position of the drive output shaft side assembly, or may be provided at a part to be removed after the drive unit body is assembled.

  In the first embodiment, an example of a member having a partition function for isolating the drive unit main body A from the displacement absorbing mechanism B is shown as the partition seal member 22 provided with the positioning protrusions 22a. However, the drive unit main body and the displacement absorbing mechanism may be lubricated by forming a slit hole or the like in the partition wall seal member provided with the positioning protrusion and communicating the lubricating oil.

  In Example 1, the example which applies the in-wheel motor unit for vehicles of this invention to the right-and-left rear wheel of an electric vehicle was shown. However, the vehicle in-wheel motor unit of the present invention can be applied to the left and right front wheels of an electric vehicle, and can also be applied to all the wheels of an electric vehicle.

A Drive unit body
MG Motor generator 6 Motor shaft 8 Rotor 9 Stator
GT gear train 10 Drive output shaft 16 Shaft core oil passage (shaft core hole)
A1 Motor shaft side assembly
A2 Drive output shaft side assembly 22 Bulkhead seal member 22a Positioning protrusion (positioning structure)
CL1 Motor shaft 6 axis
CL2 Axis B of drive output shaft 10 Displacement absorbing mechanism 50 Gear coupling shaft 52 First outer tooth portion 56 First inner tooth portion C Wheel structure 70 Wheel hub shaft 71 Hub bearing 72 Axle case (case member)
G Centering jig 100 Jig base 101 Motor shaft end mounting portion 102 Shaft core hole insertion pin portion 102a Positioning recess

Claims (5)

In a vehicle in-wheel motor unit in which a drive output shaft from a drive unit main body and a wheel hub shaft supported by a hub bearing with respect to a case member are connected via a displacement absorbing mechanism,
The drive unit body includes a motor having a motor shaft, and a gear train having the drive output shaft,
The drive unit body is assembled by attaching a centering jig to the motor shaft assembly assembled with the rotor of the motor and combining it with the drive output shaft assembly assembled with the stator of the motor. ,
The drive output shaft side assembly is provided with a positioning structure for performing centering positioning of the motor shaft and the drive output shaft by fitting with the centering jig when the drive unit body is assembled. In-wheel motor unit for vehicles. In the vehicle in-wheel motor unit according to claim 1,
The motor shaft and the drive output shaft are hollow shafts having shaft core holes,
The in-wheel motor for vehicles, wherein the positioning structure is provided at a position of a shaft core hole of the drive output shaft and facing the centering jig protruding from the shaft core hole of the motor shaft. unit. In the vehicle in-wheel motor unit according to claim 2,
Forming a first internal tooth portion that fits into a first external tooth portion of the gear coupling shaft of the displacement absorbing mechanism in the shaft core hole of the drive output shaft;
The in-wheel motor unit for vehicles, wherein the drive output shaft has a part of a shaft core hole excluding the first internal tooth portion as a separate part. In the vehicle in-wheel motor unit according to claim 3,
An in-wheel motor unit for vehicles, wherein the separate part is provided with a positioning structure for positioning with the centering jig. In the vehicle in-wheel motor unit according to claim 4,
The separate part is a partition wall seal member that isolates the drive unit main body from the displacement absorbing mechanism, and the positioning structure is formed on the partition wall seal member and is fitted with a positioning recess formed in the centering jig. An in-wheel motor unit for a vehicle, characterized by being a positioning protrusion.