JP5807429B2 - Hub bearing, reduction mechanism and in-wheel motor - Google Patents

Description

  The present invention relates to a hub bearing connected to a wheel, a speed reduction mechanism, and an in-wheel motor for driving an electric vehicle.

  Among the electric vehicle driving devices, those that directly drive the wheels are called in-wheel motors. An in-wheel motor here is a drive device provided in the vicinity of the wheel with which an electric vehicle is equipped. Note that the in-wheel motor is not necessarily housed in the wheel. The in-wheel motor needs to be disposed inside the wheel or in the vicinity of the wheel. However, the interior of the wheel and the vicinity of the wheel are relatively narrow spaces. Therefore, the in-wheel motor is required to be downsized.

  Here, the in-wheel motor rotates the wheel by transmitting the generated driving force to the wheel. Patent Document 1 describes a mechanism for transmitting a rotational driving force generated in a motor body to a wheel using a transmission member. The transmission member includes a drive shaft that transmits the driving force of the motor body, and a hub that transmits the driving force transmitted to the drive shaft to the wheel. The hub is a bearing, the outer ring is connected to the drive shaft and the wheel, and the inner ring is fixed to the motor case.

JP 2009-292184 A

  As shown in Patent Document 1, the in-wheel motor uses a hub bearing and fixes the inner ring to the motor case, so that the drive shaft and the wheel can rotate about the rotation axis with respect to the motor case. And can support the wheel. Thereby, it is possible to reduce a load related to a connection portion between the drive shaft and the wheel, that is, a path through which power is transmitted. Here, the structure of the hub bearing described in Patent Document 1 is difficult to assemble because the device configuration is complicated.

  The present invention has been made in view of the above, and an object of the present invention is to provide a hub bearing, a speed reduction mechanism, and an in-wheel motor that are easy to assemble and can be easily attached to a transmission mechanism on the wheel and drive source side.

  In order to solve the above-described problems and achieve the object, the present invention provides a hub bearing that is connected to a wheel and a support mechanism and supports the wheel with respect to the support mechanism in a state of being rotatable about a rotation axis. An inner ring portion fixed to the support mechanism, an outer ring portion coupled to the wheel, and disposed between the inner ring portion and the outer ring portion, wherein the outer ring portion and the inner ring portion are connected to a rotating shaft. A rolling element that is rotatably supported around the outer ring portion, and the outer ring portion includes an outer ring member that contacts the rolling element, a wheel flange coupled to the wheel, and the outer ring member as the wheel flange. A fixing mechanism that fixes the first inner ring member to the support mechanism; a second inner ring member that is inserted into an outer peripheral surface of the first inner ring member; 1 Inner ring member A lock nut disposed on the wheel side of the second inner ring member on the outer peripheral surface and screwed into the first inner ring member, the lock nut from the wheel side in a direction parallel to the rotation axis. The position of the far end face is on the wheel side with respect to the contact surface of the outer ring member with the wheel flange.

  Here, the wheel flange further includes a plurality of fastening members that connect the wheel, and the wheel flange has a plurality of openings into which the fastening members are inserted, and each of the plurality of openings. It is preferable that a pitch circle diameter obtained by connecting the centers with a circle is smaller than a pitch circle diameter obtained by connecting the centers of the rolling elements in the radial direction perpendicular to the rotation axis with a circle.

  Moreover, it is preferable that the said fastening member is a stud bolt extended in the direction parallel to the said rotating shaft, and the head part exposed to the surface by the side of the said inner ring part of the said wheel flange.

  In order to solve the above-described problems and achieve the object, the present invention includes a hub bearing according to any of the above, a sun gear to which a driving force from a driving source is transmitted, and a pinion gear meshing with the sun gear. The wheel flange is a carrier that holds the pinion gear and rotates about the rotation axis together with the pinion gear, and the inner ring portion is a ring gear that meshes with the pinion gear. And

  In order to solve the above-described problems and achieve the object, the present invention is an in-wheel motor, the reduction mechanism described above, and a transmission mechanism that is connected to the sun gear of the reduction mechanism and rotates the sun gear. And a drive source having at least one motor for generating a driving force for rotating the transmission mechanism.

  The drive source includes a first motor and a second motor, and the transmission mechanism includes a first sun gear coupled to the first motor, a first pinion gear engaged with the first sun gear, A first carrier that holds the first pinion gear so that the first pinion gear can rotate and the first pinion gear can revolve around the first sun gear; and rotation of the first carrier. A clutch device that can be regulated, meshed with the first pinion gear, and coupled with the second motor, a second sun gear coupled with the first motor, and a second sun gear meshed with the second sun gear. A second pinion gear, a third pinion gear meshing with the second pinion gear, the second pinion gear, and the third pinion gear so that they can rotate, and A second carrier that holds the second pinion gear and the third pinion gear so that the second pinion gear and the third pinion gear can revolve around the second sun gear, and is connected to the first ring gear; And a second ring gear meshing with the third pinion gear and coupled to the sun gear of the speed reduction mechanism.

The drive source includes a first motor and a second motor, and the transmission mechanism includes a first sun gear coupled to the first motor, a first pinion gear engaged with the first sun gear, A first carrier that holds the first pinion gear so that the first pinion gear can rotate and the first pinion gear can revolve around the first sun gear;
A first ring gear meshing with the first pinion gear and coupled to the sun gear of the speed reduction mechanism; a second sun gear coupled to the first motor; and a second pinion gear meshing with the second sun gear. A third pinion gear meshing with the second pinion gear, the second pinion gear, and the third pinion gear can each rotate, and the second pinion gear and the third pinion gear are the second sun gear. A second carrier holding the second pinion gear and the third pinion gear so as to revolve around the center, a clutch device capable of restricting the rotation of the second carrier, meshing with the third pinion gear, and It is preferable to include a second ring gear connected to the first carrier and connected to the second motor.

  The present invention can provide a hub bearing, a speed reduction mechanism, and an in-wheel motor that are easy to assemble and can be easily mounted on a transmission mechanism on the wheel and drive source side.

FIG. 1 is a diagram illustrating a configuration of an electric vehicle driving apparatus according to the present embodiment. FIG. 2 is an explanatory diagram illustrating a path through which the rotational force is transmitted when the electric vehicle drive device according to the present embodiment is in the first speed change state. FIG. 3 is an explanatory diagram showing a path through which the rotational force is transmitted when the electric vehicle driving apparatus according to the present embodiment is in the second speed change state. FIG. 4 is an explanatory view showing the clutch device of the present embodiment. FIG. 5 is an explanatory view showing an enlarged cam of the clutch device of the first embodiment. FIG. 6 is a diagram showing an internal structure of the electric vehicle drive device according to the present embodiment. FIG. 7 is an explanatory view schematically showing the appearance of the wheel bearing of the first embodiment. 8 is a cross-sectional view taken along the line XX in FIG. FIG. 9 is a cross-sectional view schematically showing a schematic configuration of the first inner ring member. FIG. 10 is an explanatory view schematically showing the appearance of the schematic configuration of the lock nut. FIG. 11 is a cross-sectional view schematically showing a schematic configuration of the lock nut. FIG. 12 is an explanatory view schematically showing the appearance of the schematic configuration of the outer ring member. FIG. 13 is a cross-sectional view schematically showing a schematic configuration of the outer ring member. FIG. 14 is an enlarged cross-sectional view of the outer ring member. FIG. 15 is a perspective view schematically showing the appearance of the schematic configuration of the wheel flange. FIG. 16 is a perspective view schematically showing the appearance of the schematic configuration of the wheel flange from an angle different from that in FIG. 15. FIG. 17 is an explanatory view schematically showing the appearance of the schematic configuration of the wheel flange. FIG. 18 is a cross-sectional view schematically showing a schematic configuration of the wheel flange. FIG. 19A is a perspective view of the first magnetic pattern ring and the second magnetic pattern ring. 19-2 is a cross-sectional view taken along line AA of FIG. 19-1. FIG. 19-3 is a perspective view showing the arrangement of the magnetic detectors. FIG. 20 is a diagram showing the relationship between the rotational force (torque) required for the motor that drives the vehicle and the angular velocity (rotational speed). FIG. 21 is an explanatory diagram illustrating a configuration of an electric vehicle driving device according to a modification of the present embodiment.

  DESCRIPTION OF EMBODIMENTS Embodiments (embodiments) for carrying out the present invention will be described in detail with reference to the drawings. The present invention is not limited by the contents described in the following embodiments. The constituent elements described below include those that can be easily assumed by those skilled in the art, those that are substantially the same, and those that are equivalent. Furthermore, the constituent elements described below can be appropriately combined. In addition, various omissions, substitutions, or changes of components can be made without departing from the scope of the present invention.

  FIG. 1 is a diagram illustrating a configuration of an electric vehicle driving apparatus according to the present embodiment. The electric vehicle drive device 10 that is an in-wheel motor includes a casing G, a first motor 11, a second motor 12, a speed change mechanism 13, a speed reduction mechanism 40, and a wheel bearing (hub bearing) 50. The casing G houses the first motor 11, the second motor 12, the speed change mechanism 13, and the speed reduction mechanism 40.

  The first motor 11 can output the first rotational force TA. The second motor 12 can output the second rotational force TB. The speed change mechanism 13 is connected to the first motor 11. With such a structure, when the first motor 11 is operated, the transmission mechanism 13 receives (inputs) the first rotational force TA from the first motor 11. The transmission mechanism 13 is connected to the second motor 12. With this structure, the transmission mechanism 13 is transmitted (inputted) with the second rotational force TB when the second motor 12 is operated. The operation of the motor here means that electric power is supplied to the first motor 11 (second motor 12) and the input / output shaft of the first motor 11 (second motor 12) rotates.

  The transmission mechanism 13 can change the reduction ratio (definition). The speed change mechanism 13 includes a first planetary gear mechanism 20, a second planetary gear mechanism 30, and a clutch device 60. The first planetary gear mechanism 20 is a single pinion type planetary gear mechanism. The first planetary gear mechanism 20 includes a first sun gear 21, a first pinion gear 22, a first carrier 23, and a first ring gear 24. The second planetary gear mechanism 30 is a double pinion planetary gear mechanism. The second planetary gear mechanism 30 includes a second sun gear 31, a second pinion gear 32a, a third pinion gear 32b, a second carrier 33, and a second ring gear 34.

  The first sun gear 21 is supported in the casing G so as to be able to rotate (spin) about the rotation axis R. The first sun gear 21 is connected to the first motor 11. With such a structure, the first sun gear 21 receives the first rotational force TA when the first motor 11 is operated. The first sun gear 21 rotates about the rotation axis R when the first motor 11 is operated. The first pinion gear 22 meshes with the first sun gear 21. The first carrier 23 holds the first pinion gear 22 so that the first pinion gear 22 can rotate (rotate) about the first pinion rotation axis Rp1. The first pinion rotation axis Rp1 is, for example, parallel to the rotation axis R.

  The first carrier 23 is supported in the casing G so that it can rotate (rotate) about the rotation axis R. With such a structure, the first carrier 23 holds the first pinion gear 22 so that the first pinion gear 22 can revolve around the first sun gear 21, that is, around the rotation axis R. The first ring gear 24 can rotate (spin) about the rotation axis R. The first ring gear 24 meshes with the first pinion gear 22. The first ring gear 24 is connected to the second motor 12. With this structure, the first ring gear 24 transmits the second rotational force TB when the second motor 12 is operated. The first ring gear 24 rotates (rotates) about the rotation axis R when the second motor 12 is operated.

  The clutch device 60 is disposed between the casing G and the first carrier 23. The clutch device 60 can regulate the rotation of the first carrier 23. Specifically, the clutch device 60 can switch between restricting (braking) the rotation of the first carrier 23 around the rotation axis R and allowing the rotation. Hereinafter, in the clutch device 60, a state where the rotation is restricted (braking) is referred to as an engaged state, and a state where the rotation is allowed is referred to as a non-engaged state. Details of the clutch device 60 will be described later.

  Thus, the first carrier 23 can be engaged with and separated from the casing G by the clutch device 60. That is, the clutch device 60 can make the first carrier 23 rotatable with respect to the casing G, or make the first carrier 23 non-rotatable with respect to the casing G.

  The second sun gear 31 is supported in the casing G so as to rotate (spin) around the rotation axis R. The second sun gear 31 is connected to the first motor 11 via the first sun gear 21. Specifically, the first sun gear 21 and the second sun gear 31 are formed integrally with the sun gear shaft 14 so that each can rotate on the same axis (rotation axis R). The sun gear shaft 14 is connected to the first motor 11. With such a structure, the second sun gear 31 rotates around the rotation axis R when the first motor 11 is operated.

  The second pinion gear 32 a meshes with the second sun gear 31. The third pinion gear 32b meshes with the second pinion gear 32a. The second carrier 33 holds the second pinion gear 32a so that the second pinion gear 32a can rotate (spin) about the second pinion rotation axis Rp2. The second carrier 33 holds the third pinion gear 32b so that the third pinion gear 32b can rotate (rotate) about the third pinion rotation axis Rp3. The second pinion rotation axis Rp2 and the third pinion rotation axis Rp3 are parallel to the rotation axis R, for example.

  The second carrier 33 is supported in the casing G so that it can rotate (rotate) about the rotation axis R. With such a structure, the second carrier 33 has the second pinion gear 32a and the second pinion gear 32a and the third pinion gear 32b so that the second pinion gear 32a and the third pinion gear 32b can revolve around the second sun gear 31, that is, around the rotation axis R. The three pinion gear 32b is held. The second carrier 33 is connected to the first ring gear 24. With such a structure, the second carrier 33 rotates (spins) about the rotation axis R when the first ring gear 24 rotates (spins). The second ring gear 34 can rotate (rotate) about the rotation axis R. The second ring gear 34 meshes with the third pinion gear 32b. The second ring gear 34 is connected to the input / output shaft (transmission mechanism input / output shaft) 15 of the transmission mechanism 13. With this structure, when the second ring gear 34 rotates (spins), the transmission mechanism input / output shaft 15 rotates.

  Deceleration mechanism 40 is arranged between transmission mechanism 13 and wheels H of the electric vehicle. The reduction mechanism 40 decelerates the rotational speed of the transmission mechanism input / output shaft 15 and outputs it to the input / output shaft (deceleration mechanism input / output shaft) 16. The speed reduction mechanism input / output shaft 16 is connected to the wheel H of the electric vehicle, and transmits power between the speed reduction mechanism 40 and the wheel H. With such a structure, the power generated by at least one of the first motor 11 and the second motor 12 is transmitted to the wheel H via the speed change mechanism 13 and the speed reduction mechanism 40 to drive it. The input from the wheel H is transmitted to at least one of the first motor 11 and the second motor 12 via the speed reduction mechanism 40 and the speed change mechanism 13. In this case, at least one of the first motor 11 and the second motor 12 can be driven by the wheel H to generate electric power (regeneration).

  The speed reduction mechanism 40 includes a third sun gear 41, a fourth pinion gear 42, a third carrier 43, and a third ring gear 44. The transmission mechanism input / output shaft 15 is attached to the third sun gear 41. With such a structure, the third sun gear 41 and the second ring gear 34 of the transmission mechanism 13 are connected via the transmission mechanism input / output shaft 15. The fourth pinion gear 42 meshes with the third sun gear 41. The third carrier 43 has a fourth pinion gear 42 so that the fourth pinion gear 42 can rotate about the fourth pinion rotation axis Rp4 and so that the fourth pinion gear 42 can revolve about the third sun gear 41. Hold. The third ring gear 44 meshes with the fourth pinion gear 42 and is fixed to the stationary system (the casing G in the present embodiment). The third carrier 43 is connected to the wheel H via the speed reduction mechanism input / output shaft 16. The third carrier 43 is rotatably supported by the wheel bearing 50.

  The electric vehicle drive device 10 drives the wheels H by interposing a speed reduction mechanism 40 between the speed change mechanism 13 and the wheels H to reduce the rotational speed of the transmission purchase output shaft 15 of the speed change mechanism 13. For this reason, even if the 1st motor 11 and the 2nd motor 12 have a small maximum rotational force, the driving force required for an electric vehicle can be obtained. As a result, the drive currents of the first motor 11 and the second motor 12 can be reduced, and these can be reduced in size and weight. And the manufacturing cost reduction and weight reduction of the electric vehicle drive device 10 are realizable.

  The control device 1 controls the operation of the electric vehicle drive device 10. More specifically, the control device 1 controls the rotation speed, rotation direction, and output of the first motor 11 and the second motor 12. The control device 1 is, for example, a microcomputer. Next, the transmission path of the rotational force in the electric vehicle drive device 10 will be described.

  FIG. 2 is an explanatory diagram illustrating a path through which the rotational force is transmitted when the electric vehicle drive device according to the present embodiment is in the first speed change state. The electric vehicle drive device 10 can realize two shift states, a first shift state and a second shift state. First, the case where the electric vehicle drive device 10 realizes the first shift state will be described.

  The first speed change state is a so-called low gear state, and a large reduction ratio can be obtained. That is, the torque of the transmission mechanism input / output shaft 15 can be increased. The first speed change state is mainly used when the electric vehicle requires a large driving force when traveling, for example, when starting a slope or climbing (when climbing a slope). In the first speed change state, both the first motor 11 and the second motor 12 operate, but the magnitude of the generated torque is equal and the direction of the torque is opposite. The power of the first motor 11 is input to the first sun gear 21, and the power of the second motor 12 is input to the first ring gear 24. In the first speed change state, the clutch device 60 is in an engaged state. That is, in the first speed change state, the first pinion gear 22 cannot rotate with respect to the casing G.

  In the first speed change state, the rotational force output by the first motor 11 is defined as a first rotational force T1, and the rotational force output by the second motor 12 is defined as a second rotational force T5. Each rotational force of the first rotational force T1, the circulating rotational force T3, the combined rotational force T2, the first distributed rotational force T6, and the second distributed rotational force T4 shown in FIG. 2 indicates the torque acting on each part, and the unit is Nm.

  The first rotational force T <b> 1 output from the first motor 11 is input to the first sun gear 21. Then, the first rotational force T1 merges with the circulating rotational force T3 at the first sun gear 21 to become a combined rotational force T2. The combined rotational force T2 is output from the first sun gear 21. The circulating rotational force T3 is a rotational force transmitted from the first ring gear 24 to the first sun gear 21. Details of the circulating rotational force T3 will be described later.

  The first sun gear 21 and the second sun gear 31 are connected by the sun gear shaft 14. Therefore, in the first speed change state, the first rotational force T1 and the circulating rotational force T3 are combined, and the combined rotational force T2 output from the first sun gear 21 is transmitted to the second sun gear 32 via the sun gear shaft 14. It is done. The combined rotational force T2 is amplified by the second planetary gear mechanism 30. The combined rotational force T2 is distributed by the second planetary gear mechanism 30 to the first distributed rotational force T6 and the second distributed rotational force T4. The first distributed rotational force T6 is a rotational force obtained by distributing and amplifying the combined rotational force T2 to the second ring gear 34, and is output from the transmission mechanism input / output shaft 15. The second distributed rotational force T4 is a rotational force obtained by distributing and amplifying the combined rotational force T2 to the second carrier 33.

  The first distributed rotational force T6 is output from the speed change mechanism input / output shaft 15 to the speed reduction mechanism 40. Then, the first distributed rotational force T6 is amplified by the speed reduction mechanism 40 and is output to the wheel H via the speed reduction mechanism input / output shaft 16 shown in FIG. 1 to drive it. As a result, the electric vehicle travels.

  Since the second carrier 33 and the first ring gear 24 rotate together, the second distributed rotational force T4 distributed to the second carrier 33 becomes the circulating rotational force of the first ring gear 24. The second distributed rotational force T4 is combined with the second rotational force T5 of the second motor 12 by the first ring gear 24 and travels toward the first planetary gear mechanism 20. The second rotational force T5, that is, the direction of the rotational force of the second motor 12 is opposite to the direction of the rotational force of the first motor 11.

  The second distributed rotational force T4 and the second rotational force T5 in the first ring gear 24 returned to the first planetary gear mechanism 20 are reduced in magnitude by the first planetary gear mechanism 20, and the direction of the force is changed. By being reversely rotated, a circulating rotational force T3 in the first sun gear 21 is obtained. In this manner, since power (rotational force) is circulated between the first planetary gear mechanism 20 and the second planetary gear mechanism 30, the speed change mechanism 13 can increase the reduction ratio. That is, the electric vehicle drive device 10 can generate a large torque when in the first shift state. Next, an example of values of the combined rotational force T2, the circulating rotational force T3, the second distributed rotational force T4, and the first distributed rotational force T6 will be described.

  The number of teeth of the second sun gear 31 is Z1, the number of teeth of the second ring gear 34 is Z4, the number of teeth of the first sun gear 21 is Z5, and the number of teeth of the first ring gear 24 is Z7. From the formula (1) to the formula (4), the rotational force acting on each part of the electric vehicle drive device 10 (the combined rotational force T2, the circulating rotational force T3, the second distributed rotational force T4 and the first distributed rotational force shown in FIG. 2). T6). In addition, what becomes a negative value in the following formulas (1) to (4) is a rotational force in a direction opposite to the first rotational force T1.

一例として、歯数Ｚ１を４７、歯数Ｚ４を９７、歯数Ｚ５を２４、歯数Ｚ７を７６とする。また、第１回転力Ｔ１を５０Ｎｍとし、第２回転力Ｔ５を５０Ｎｍとする。すると、合成回転力Ｔ２は９９．１Ｎｍ、循環回転力Ｔ３は４９．１Ｎｍ、第２分配回転力Ｔ４は−１０５．４Ｎｍ、第１分配回転力Ｔ６は２０４．５Ｎｍとなる。このように、電動車両駆動装置１０は、一例として第１モータ１１が出力する第１回転力Ｔ１を約４倍に増幅して車輪Ｈに出力できる。次に、第２変速状態を電動車両駆動装置１０が実現する場合を説明する。

As an example, the number of teeth Z1 is 47, the number of teeth Z4 is 97, the number of teeth Z5 is 24, and the number of teeth Z7 is 76. Further, the first rotational force T1 is set to 50 Nm, and the second rotational force T5 is set to 50 Nm. Then, the combined rotational force T2 is 99.1 Nm, the circulating rotational force T3 is 49.1 Nm, the second distributed rotational force T4 is −105.4 Nm, and the first distributed rotational force T6 is 204.5 Nm. Thus, the electric vehicle drive apparatus 10 can amplify the 1st rotational force T1 which the 1st motor 11 outputs as an example, and can output it to the wheel H about 4 times. Next, the case where the electric vehicle drive device 10 realizes the second shift state will be described.

  FIG. 3 is an explanatory diagram showing a path through which the rotational force is transmitted when the electric vehicle drive device according to the present embodiment is in the second speed change state. The second speed change state is a so-called high gear state, and the reduction ratio can be made small. That is, the torque of the transmission mechanism input / output shaft 15 is reduced, but the friction loss of the transmission mechanism 13 can be reduced. In the second speed change state, the first motor 11 and the second motor 12 operate together. The magnitude of torque generated by the first motor 11 and the second motor 12 is equal to the direction of the torque. In the second speed change state, the rotational force output by the first motor 11 is defined as a first rotational force T7, and the rotational force output by the second motor 12 is defined as a second rotational force T8.

  In the second speed change state, the power of the first motor 11 is input to the first sun gear 21, and the power of the second motor 12 is input to the first ring gear 24. In the second speed change state, the clutch device 60 is in a disengaged state. That is, in the second speed change state, the first carrier 23 can rotate with respect to the casing G. As a result, in the second speed change state, the circulation of the rotational force between the first planetary gear mechanism 20 and the second planetary gear mechanism 30 is interrupted. In the second speed change state, the first carrier 23 can freely revolve (rotate), so that the first sun gear 21 and the first ring gear 24 can relatively freely rotate (spin). The combined rotational force T9 shown in FIG. 3 indicates torque output from the transmission mechanism input / output shaft 15 and transmitted to the speed reduction mechanism 40, and its unit is Nm.

  In the second speed change state, the ratio between the first rotational force T7 and the second rotational force T8 is determined by the ratio between the number of teeth Z1 of the second sun gear 31 and the number of teeth Z4 of the second ring gear 34. The first rotational force T7 merges with the second rotational force T8 at the second carrier 33. As a result, the combined rotational force T9 is transmitted to the second ring gear 34. The first rotational force T7, the second rotational force T8, and the combined rotational force T9 satisfy the following formula (5).

変速機構入出力軸１５の角速度（回転速度）は、第１モータ１１によって駆動される第２サンギア３１の角速度と、第２モータ１２によって駆動される第２キャリア３３の角速度とによって決定される。したがって、変速機構入出力軸１５の角速度を一定としていても、第１モータ１１の角速度と第２モータ１２の角速度との組み合わせを変化させることができる。

The angular speed (rotational speed) of the transmission mechanism input / output shaft 15 is determined by the angular speed of the second sun gear 31 driven by the first motor 11 and the angular speed of the second carrier 33 driven by the second motor 12. Therefore, even if the angular velocity of the transmission mechanism input / output shaft 15 is constant, the combination of the angular velocity of the first motor 11 and the angular velocity of the second motor 12 can be changed.

  As described above, since the combination of the angular speed of the transmission mechanism input / output shaft 15, the angular speed of the first motor 11, and the angular speed of the second motor 12 is not uniquely determined, the first shift state to the second shift state described above, or The second shift state can be continuously shifted to the first shift state. Therefore, when the control device 1 continuously and smoothly controls the angular speed of the first motor 11, the angular speed of the second motor 12, and the rotational force, the speed change mechanism 13 is switched between the first speed change state and the second speed change state. Even when the state changes, so-called shift shock can be reduced.

  In the second speed change state, in the speed change mechanism 13, since the first sun gear 21 and the first ring gear 24 rotate (spin) in the same direction, the second sun gear 31 and the second carrier 33 are also in the same direction. Rotates (spins). When the angular velocity of the second sun gear 31 is constant, the angular velocity of the second ring gear 34 increases as the angular velocity of the second carrier 33 increases. Further, the angular velocity of the second ring gear 34 becomes slower as the angular velocity of the second carrier 33 becomes slower. As described above, the angular velocity of the second ring gear 34 continuously changes depending on the angular velocity of the second sun gear 31 and the angular velocity of the second carrier 33. That is, the electric vehicle drive device 10 can continuously change the gear ratio by changing the angular velocity of the second rotational force T8 output from the second motor 12.

  Further, when the electric vehicle drive device 10 tries to keep the angular velocity of the second ring gear 34 constant, the electric vehicle driving device 10 outputs the angular velocity of the first rotational force T7 output by the first motor 11 and the second velocity output by the second motor 12. There are a plurality of combinations with the angular velocity of the rotational force T8. That is, even if the angular velocity of the first rotational force T7 output from the first motor 11 changes due to the change in the angular velocity of the second rotational force T8 output from the second motor 12, the angular velocity of the second ring gear 34 is changed. Can be kept constant. For this reason, the electric vehicle drive device 10 can reduce the amount of change in the angular velocity of the second ring gear 34 when switching from the first shift state to the second shift state. As a result, the electric vehicle drive device 10 can reduce the shift shock.

  Next, the second rotational force T8 output from the second motor 12 will be described. The 2nd motor 12 needs to output the rotational force more than 2nd rotational force T8 which satisfy | fills Formula (6). In the formula (6), 1- (Z4 / Z1) represents a rotational force ratio between the second sun gear 31 and the second ring gear 34.

したがって、第１モータ１１が任意に回転する際に第２リングギア３４の回転力及び角速度を調節するためには、第１回転力ＴＡと、第２回転力ＴＢと、歯数Ｚ１と、歯数Ｚ４とは、下記の式（７）を満たせばよい。なお、第１回転力ＴＡは第１モータ１１の任意の角速度での回転力であり、第２回転力ＴＢは第２モータ１２の任意の角速度での回転力である。

Therefore, in order to adjust the rotational force and angular velocity of the second ring gear 34 when the first motor 11 rotates arbitrarily, the first rotational force TA, the second rotational force TB, the number of teeth Z1, the teeth The number Z4 may satisfy the following formula (7). The first rotational force TA is a rotational force at an arbitrary angular velocity of the first motor 11, and the second rotational force TB is a rotational force at an arbitrary angular velocity of the second motor 12.

次に、クラッチ装置６０について説明する。クラッチ装置６０は、例えば、ワンウェイクラッチ装置である。ワンウェイクラッチ装置は、第１方向の回転力のみを伝達し、第１方向とは逆方向である第２方向の回転力を伝達しない。すなわち、ワンウェイクラッチ装置は、図１から図３に示す第１キャリア２３が第１方向に回転しようとする際に係合状態となり、第１キャリア２３が第２方向に回転しようとする際に非係合状態となる。ワンウェイクラッチ装置は、例えば、カムクラッチ装置又はローラクラッチ装置である。以下において、クラッチ装置６０はカムクラッチ装置であるものとして、クラッチ装置６０の構成を説明する。

Next, the clutch device 60 will be described. The clutch device 60 is, for example, a one-way clutch device. The one-way clutch device transmits only the rotational force in the first direction, and does not transmit the rotational force in the second direction that is opposite to the first direction. That is, the one-way clutch device is engaged when the first carrier 23 shown in FIGS. 1 to 3 tries to rotate in the first direction, and is not used when the first carrier 23 tries to rotate in the second direction. The engaged state is established. The one-way clutch device is, for example, a cam clutch device or a roller clutch device. Hereinafter, the configuration of the clutch device 60 will be described assuming that the clutch device 60 is a cam clutch device.

  FIG. 4 is an explanatory view showing the clutch device of the present embodiment. FIG. 5 is an explanatory view showing an enlarged cam of the clutch device of the first embodiment. As shown in FIG. 4, the clutch device 60 includes an inner ring 61 as a second member, an outer ring 62 as a first member, and a cam 63 as an engaging member. The inner ring 61 may function as the first member, and the outer ring 62 may function as the second member. The inner ring 61 and the outer ring 62 are cylindrical members. The inner ring 61 is disposed inside the outer ring 62. One of the inner ring 61 and the outer ring 62 is connected to the first carrier 23, and the other is connected to the casing G. In the present embodiment, the inner ring 61 is connected to the first carrier 23 and the outer ring 62 is connected to the casing G. The cam 63 is a substantially cylindrical rod-shaped member. However, the cross-sectional shape of the cam 63 cut by a virtual plane orthogonal to the central axis of the rod-shaped member is not a perfect circle but a distorted shape. A plurality of cams 63 are provided along the circumferential direction of the inner ring 61 and the outer ring 62 between the outer peripheral part of the inner ring 61 and the inner peripheral part of the outer ring 62.

  As shown in FIG. 5, the clutch device 60 includes a wire gauge 64 and a garter spring 65. The wire gauge 64 is an elastic member. The wire gauge 64 is arranged so that the plurality of cams 63 are not dispersed. The garter spring 65 applies a force to the cam 63 so that the cam 63 always contacts the inner ring 61 and the outer ring 62. Thereby, when a rotational force acts on the inner ring 61 or the outer ring 62, the cam 63 can quickly mesh with the inner ring 61 and the outer ring 62. Therefore, the clutch device 60 can reduce the time required for switching from the disengaged state to the engaged state. In the disengaged state, no force is transmitted between the inner ring 61 and the outer ring 62. In the engaged state, force is transmitted between the inner ring 61 and the outer ring 62.

  In the clutch device 60, when a rotational force in the first direction acts on the inner ring 61, the cam 63 meshes with the inner ring 61 and the outer ring 62. Thereby, a rotational force is transmitted between the inner ring 61 and the outer ring 62, and the first carrier 23 receives a reaction force from the casing G. Therefore, the clutch device 60 can regulate the rotation of the first carrier 23. Further, in the clutch device 60, when the rotational force in the second direction acts on the inner ring 61, the cam 63 does not mesh with the inner ring 61 and the outer ring 62. Thereby, the rotational force is not transmitted between the inner ring 61 and the outer ring 62, and the first carrier 23 does not receive a reaction force from the casing G. Therefore, the clutch device 60 does not restrict the rotation of the first carrier 23. In this way, the clutch device 60 realizes a function as a one-way clutch device.

  In the case of this embodiment, the clutch device 60 is in the first speed change state, that is, the state in which the first motor 11 and the second motor 12 are operating, and the first motor 11 has a rotational force so as to advance the electric vehicle. When the inner ring 61 rotates in the direction in which the first carrier 23 shown in FIG. 1 rotates (spins), the engagement state is established. That is, in the first direction described above, the first motor 11 outputs a rotational force so as to move the electric vehicle forward, and the inner ring 61 as the second member rotates when the second motor 12 is not operating. Direction. In this state, when the second motor 12 rotates in a direction opposite to the rotation direction of the first motor 11 and outputs a rotation force in the direction opposite to the rotation force of the first motor 11, the speed change mechanism 13. Is in the first shift state.

  In addition, the second motor 12 operates in a state where the first motor 11 outputs a rotational force so as to move the electric vehicle forward, and rotates in the same direction as the rotation direction of the first motor 11. When the rotational force in the same direction as the rotational force of the motor 11 is output, the rotational direction of the second carrier 33 is reversed. As a result, when the clutch device 60 is in the second speed change state, that is, the first motor 11 and the second motor 12 are operated to output the rotational force in the same direction, and the first motor is moved forward. When the motor 11 and the second motor 12 output a rotational force, they are disengaged. Thus, the clutch device 60 can passively switch between the engaged state and the non-engaged state depending on the direction of the rotational force of the first motor 11 and the direction of the rotational force of the second motor 12.

  The clutch device 60 may be a roller clutch device. However, the cam clutch device has a larger rotational force (torque) capacity than the roller clutch device. That is, the magnitude of the force that can be transmitted between the inner ring 61 and the outer ring 62 is greater in the cam clutch device than in the roller clutch device. For this reason, the clutch device 60 can transmit a larger rotational force when it is a cam clutch device. Further, when the clutch device 60 is a cam clutch device, idling friction when the cam 63 is separated from the inner ring 61 and the outer ring 62 can be made smaller than that of the roller clutch device. For this reason. The friction loss of the entire electric vehicle driving device 10 can be reduced and the efficiency can be improved.

  Further, the clutch device 60 is not a one-way clutch device, but is a type of engaging two rotating members by moving a piston in a cylinder with a working fluid or engaging two rotating members by an electromagnetic actuator. A clutch device may be used. However, such a clutch device requires a mechanism for moving the piston or requires electric power for operating the electromagnetic actuator. However, if the clutch device 60 is a one-way clutch device, it does not require a mechanism for moving the piston, and does not require electric power for operating the electromagnetic actuator. If the clutch device 60 is a one-way clutch device, the direction of the rotational force acting on the inner ring 61 or the outer ring 62 (in this embodiment, the inner ring 61) can be switched to switch between the engaged state and the non-engaged state. Therefore, if the clutch device 60 is a one-way clutch device, the number of parts can be reduced, and the size of the clutch device 60 (the clutch device 60) can be reduced. Next, an example of the structure of the electric vehicle drive device 10 will be described.

  FIG. 6 is a diagram showing an internal structure of the electric vehicle drive device according to the present embodiment. In the following description, overlapping description of the above-described components is omitted, and the same reference numerals are used in the drawings. As shown in FIG. 6, the casing G includes a first casing G1, a second casing G2, a third casing G3, and a fourth casing G4. The first casing G1, the second casing G2, and the fourth casing G4 are cylindrical members. The second casing G2 is provided closer to the wheel H than the first casing G1. The first casing G1 and the second casing G2 are fastened with, for example, a plurality of bolts.

  The third casing G3 is provided at the opening end opposite to the second casing G2 of the two opening ends of the first casing G1, that is, the opening end of the first casing G1 on the vehicle body side of the electric vehicle. The first casing G1 and the third casing G3 are fastened by a plurality of bolts 52, for example. In this way, the third casing G3 closes the opening of the first casing G1. The fourth casing G4 is provided inside the first casing G1. The first casing G1 and the fourth casing G4 are fastened with, for example, a plurality of bolts.

  As shown in FIG. 6, the first motor 11 includes a first stator core 11a, a first coil 11b, a first rotor 11c, a first magnetic pattern ring 11d, and a first motor output shaft 11e. The first stator core 11a is a cylindrical member. As shown in FIG. 6, the first stator core 11a is fitted into the first casing G1, and is positioned (fixed) by being sandwiched between the first casing G1 and the third casing G3. The first coil 11b is provided at a plurality of locations of the first stator core 11a. The first coil 11b is wound around the first stator core 11a via an insulator.

  The first rotor 11c is disposed on the radially inner side of the first stator core 11a. The first rotor 11c includes a first rotor core 11c1 and a first magnet 11c2. The first rotor core 11c1 is a cylindrical member. A plurality of first magnets 11c2 are provided inside or on the outer periphery of the first rotor core 11c1. The first motor output shaft 11e is a rod-shaped member. The first motor output shaft 11e is connected to the first rotor core 11c1. The first magnetic pattern ring 11d is provided on the first rotor core 11c1 and rotates coaxially with the first rotor core 11c1. The first magnetic pattern ring 11d is used when detecting the rotation angle of the first rotor core 11c1.

  The second motor 12 includes a second stator core 12a, a second coil 12b, a second rotor 12c, and a second magnetic pattern ring 12d. The second stator core 12a is a cylindrical member. The second stator core 12a is sandwiched and positioned (fixed) between the first casing G1 and the second casing G2. The second coil 12b is provided at a plurality of locations of the second stator core 12a. The second coil 12b is wound around the second stator core 12a via an insulator.

  The second rotor 12c is provided on the radially inner side of the second stator core 12a. The second rotor 12c is supported by the fourth casing G4 so as to be able to rotate around the rotation axis R together with the clutch device 60. The second rotor 12c includes a second rotor core 12c1 and a second magnet 12c2. The second rotor core 12c1 is a cylindrical member. A plurality of second magnets 12c2 are provided inside or on the outer periphery of the second rotor core 12c1. The second magnetic pattern ring 12d is provided on the second rotor core 12c1 and rotates coaxially with the second rotor core 12c1. The second magnetic pattern ring 12d is used when detecting the rotation angle of the second rotor core 12c1.

  As illustrated in FIG. 6, the speed reduction mechanism 40 is fastened and attached to the second casing G <b> 2 with a plurality of bolts 54, for example. In the present embodiment, the third ring gear 44 included in the speed reduction mechanism 40 is attached to the second casing G2. An outer ring member (described later) of the wheel bearing 50 is attached to one end portion of the third carrier 43 of the speed reduction mechanism 40. A rolling element of the wheel bearing 50 is interposed between the outer ring member and the third ring gear 44. The in-wheel motor 10 of the present embodiment has a configuration in which the speed reduction mechanism 40 and the wheel bearing 50 are integrated, and some members are both members of the speed reduction mechanism 40 and the wheel bearing 50. The wheel bearing 50 rotatably supports the third carrier 43 on the outer periphery of the third ring gear 44 by a structure that holds the third carrier 43 and the third ring gear 44 via the rolling elements. The wheel bearing 50 will be described later.

  The wheel Hw of the wheel H is attached to the third carrier 43. The wheel Hw is fastened to a surface orthogonal to the rotation axis of the third carrier 43 by the stud bolt 104 and the nut 106. A tire Ht is attached to the wheel Hw. The wheel H of the electric vehicle includes a wheel Hw and a tire Ht. In this example, the wheel H is directly attached to the third carrier 43. For this reason, the third carrier 43 also serves as the speed reduction mechanism input / output shaft 16 shown in FIG.

  The suspension device attachment portion 53 is provided in the second casing G2. Specifically, the suspension device attachment portion 53 is provided in portions of the second casing G2 that are on the upper side and the lower side in the vertical direction when the electric vehicle drive device 10 is attached to the vehicle body of the electric vehicle. The vertically upper suspension device attachment portion 53 includes an upper joint 53Na, and the vertically lower suspension device attachment portion 53 includes a lower joint 53Nb. An arm of a suspension device is attached to the upper joint 53Na and the lower joint 53Nb, and the electric vehicle driving device 10 is supported by the vehicle body of the electric vehicle.

  The first motor output shaft 11e and the sun gear shaft 14 are connected by a first fitting portion 56A. With such a structure, power is transmitted between the first motor 11 and the sun gear shaft 14. 56 A of 1st fitting parts are formed in the edge part in the 1st motor 11 side of the sun gear shaft 14 and the spline formed in the internal peripheral surface of the 1st motor output shaft 11e, for example, and it fits with the said spline. It consists of splines. With such a structure, thermal elongation or the like between the first motor output shaft 11e and the sun gear shaft 14 in the direction of the rotation axis R is absorbed.

  The transmission mechanism input / output shaft 15 connects the second ring gear 34 included in the transmission mechanism 13 and the shaft (third sun gear shaft) 41 </ b> S of the third sun gear 41 included in the speed reduction mechanism 40. With such a structure, power is transmitted between the second planetary gear mechanism 30 of the speed change mechanism 13 and the third sun gear shaft 41S of the speed reduction mechanism 40. The transmission mechanism input / output shaft 15 and the third sun gear shaft 41S are connected by a second fitting portion 56B. The second fitting portion 56B is formed at, for example, a spline formed on the inner peripheral surface of the transmission mechanism input / output shaft 15 and an end portion of the third sun gear shaft 41S on the second motor 12 side, and is fitted with the spline. Consists of splines that match. With such a structure, thermal expansion or the like between the transmission mechanism input / output shaft 15 and the third sun gear shaft 41S in the direction of the rotation axis R is absorbed.

  With the above-described structure, the electric vehicle drive device 10 holds the wheel H and transmits the rotational force output from the first motor 11 and the second motor 12 to the wheel H, thereby causing the electric vehicle to travel. Can do. In the present embodiment, the first motor 11, the second motor 12, the first sun gear 21, the first carrier 23, the first ring gear 24, the second sun gear 31, the second carrier 33, The second ring gear 34, the third sun gear 41, the third carrier 43, and the third ring gear 44 are all arranged coaxially. However, in the electric vehicle drive device 10, these components are not necessarily coaxial. It does not have to be placed on top. Next, the wheel bearing (hub bearing) 50 will be described.

  FIG. 7 is an explanatory view schematically showing the appearance of the wheel bearing of the first embodiment. 8 is a cross-sectional view taken along the line XX in FIG. FIG. 9 is a cross-sectional view schematically showing a schematic configuration of the first inner ring member. FIG. 10 is an explanatory view schematically showing the appearance of the schematic configuration of the lock nut. FIG. 11 is a cross-sectional view schematically showing a schematic configuration of the lock nut. FIG. 12 is an explanatory view schematically showing the appearance of the schematic configuration of the outer ring member. FIG. 13 is a cross-sectional view schematically showing a schematic configuration of the outer ring member. FIG. 14 is an enlarged cross-sectional view of the outer ring member. FIG. 15 is a perspective view schematically showing the appearance of the schematic configuration of the wheel flange. FIG. 16 is a perspective view schematically showing the appearance of the schematic configuration of the wheel flange from an angle different from that in FIG. 15. FIG. 17 is an explanatory view schematically showing the appearance of the schematic configuration of the wheel flange. FIG. 18 is a cross-sectional view schematically showing a schematic configuration of the wheel flange.

  As shown in FIGS. 7 and 8, the wheel bearing 50 is provided integrally with the speed reduction mechanism 40. As described above, the speed reduction mechanism 40 includes the third sun gear 41, the fourth pinion 42, the third carrier 43, and the third ring gear 44. As shown in FIG. 8, the speed reduction mechanism 40 has a bearing 45 disposed at one end of the third sun gear 41 in the axial direction and a bearing 46 disposed at the other end. The bearing 45 and the bearing 46 support the third sun gear 41 and the third carrier 43 in a relatively rotatable state.

  As shown in FIGS. 7 and 8, the wheel bearing 50 includes an inner ring portion 101 fastened to the second casing G2, an outer ring portion 102 attached to the wheel Hw, the inner ring portion 101, the outer ring portion 102, and the rotation axis R. The above-described stud bolt 104 and nut 106 that connect the outer ring portion 102 and the wheel Hw to the rolling elements 103 that are connected in a relatively rotatable state (a state in which the inner ring portion 101 is fixed and the outer ring portion 102 rotates). (See FIG. 6). Here, a part of the inner ring portion 101 becomes the third ring gear 44. Further, a part of the outer ring portion 102 becomes the third carrier 43. The stud bolt 104 and the nut 106 may not be included in the wheel bearing 50.

  The inner ring portion 101 includes a first inner ring member 111, a second inner ring member 112, and a lock nut 113. The first inner ring member 111 is also the third ring gear 44, and is fixed to the second casing G2. As shown in FIGS. 8 and 9, the first inner ring member 111 is a cylindrical upper member, the tooth groove 131 is formed on the inner peripheral surface, and the concave surface 132, the bolt hole 133, and the male screw 134 are formed on the outer peripheral surface. ing. The concave surface 132, the bolt hole 133, and the male screw 134 are formed in the order of the male screw 134, the concave surface 132, and the bolt hole 133 from the side close to the stat bolt 104. The tooth groove 131 is a groove formed of teeth engaged with the fourth pinion gear 42. The first inner ring member 111 realizes the function as the third ring gear 44 by engaging with the fourth pinion gear 42 at the tooth groove 131. The concave surface 132 is a region in contact with the rolling element 103, and is a curved surface that is concave on the inner diameter side. The concave surface 132 extends in the circumferential direction of the rotation axis R. In the direction parallel to the rotation axis R, the concave surface 132 protrudes more radially outward at the bolt hole 133 side end, and the end at the male screw 134 side smoothly connects to a line parallel to the rotation axis R (that is, protrudes). Not) shape. The bolt hole 133 is formed in a portion protruding radially outward from the cylindrical shape of the first inner ring member 111. A bolt that engages with the second casing G <b> 2 is inserted into the bolt hole 133. Thereby, the 1st inner ring member 111 is fixed to the 2nd casing G2. The male thread 134 is a thread groove, and is formed in a certain region starting from the end of the first inner ring member 111 on the stat bolt 104 side. Further, in the first inner ring member 111, a step is formed between the concave surface 132 and the male screw 134 so that the diameter increases in the middle from the male screw 134 toward the concave surface 132.

  The second inner ring member 112 is a ring-shaped member, and the inner peripheral surface abuts on a portion between the concave surface 132 of the first inner ring member 111 and the male screw 134. In the second inner ring member 112, the end surface on the concave surface 132 side of the first inner ring member 111 is in contact with the step of the first inner ring member 111. Further, the second inner ring member 112 has a concave surface that is a region in contact with the rolling element 103 on the outer peripheral surface. The concave surface of the second inner ring member 112 is a curved surface that extends in the circumferential direction of the rotation axis R and is concave on the inner diameter side. In the concave surface, the end on the male screw 134 side protrudes more radially outward in the direction parallel to the rotation axis R, and the end on the bolt hole 133 side smoothly connects with a line parallel to the rotation axis R (that is, does not protrude). ) Shape.

  As shown in FIGS. 8, 10 and 11, the lock nut 113 is a ring-shaped member, and an internal thread 141 is formed on the inner peripheral surface, and a concave surface 142 is formed on a part of the outer peripheral surface. . Further, the lock nut 113 has holes 143 formed at three locations at regular intervals in the circumferential direction of the ring. In the lock nut 113, the female screw 141 is screwed with the male screw 134 of the first inner ring member 111. The lock nut 113 has a pin or the like inserted in the hole 143 and is fixed so that the lock nut 113 does not rotate with respect to the first inner ring member 111. Thereby, the lock nut 113 is fixed to the first inner ring member 111. Moreover, the lock nut 113 can rotate the lock nut 113 by rotating a tool in the state which inserted the tool in the concave surface 142 formed in the outer peripheral surface. Thereby, the lock nut 113 can be easily rotated during assembly. The diameter of the outer peripheral surface of the lock nut 113 is larger than the diameter of the outer peripheral surface between the concave surface 132 of the first inner ring member 111 and the male screw 134. Thereby, the end surface of the lock nut 113 on the concave surface 132 side contacts the second inner ring member 112. As described above, the inner ring portion 101 can clamp the second inner ring member 112 between the first inner ring member 111 and the lock nut 113 by fixing the lock nut 113 to the first inner ring member 111. The radial position of 112 can also be fixed.

  The outer ring portion 102 includes an outer ring member 116, a wheel flange 117, and a fixing bolt 118. As shown in FIGS. 8, 12, and 13, the outer ring member 116 is a ring-shaped member, and an end surface on the stud bolt 104 side is opposed to the wheel flange 117 and becomes a contact surface 151 that contacts the wheel flange 117. . The outer ring member 116 has a plurality of (eight in the present embodiment) bolt holes 152 formed on the contact surface 151 at regular intervals in the circumferential direction. In the outer ring member 116, the portion surrounding the outer periphery of the bolt hole 152 protrudes radially outward from the other portions. The bolt hole 152 is a hole that extends in a direction parallel to the rotation axis R and has a thread groove formed on the inner peripheral surface, and extends from the contact surface 151 to the middle of the outer ring member 116 (a depth that does not penetrate). . The contact surface 151 of the outer ring member 116 has a shape in which the position in the rotation axis R direction is different between the radially inner side and the radially outer side. That is, the outer ring member 116 has a step 153 formed at a predetermined position in the radial direction of the contact surface 151. The contact surface 151 has an outer diameter side contact surface 151 a radially outside the step 153 and an inner diameter contact surface 151 b radially inward of the step 153. The step 153 has a shape in which the inner diameter side contact surface 151b is recessed from the outer diameter side contact surface 151a. The step 153 is a surface in which the boundary surface between the outer diameter side contact surface 151a and the inner diameter side contact surface 151b is directed radially inward.

  The outer ring member 116 has a concave surface 154 and a concave surface 155 formed on the inner peripheral surface. The concave surface 154 and the concave surface 155 are formed such that the concave surface 155 is close to the contact surface 151. The concave surface 154 is a region in contact with the rolling element 103, and is a curved surface that is concave on the outer diameter side. The concave surface 154 extends in the circumferential direction of the rotation axis R. In the concave surface 154, the end on the contact surface 151 side protrudes radially inward from the opposite end in the direction parallel to the rotation axis R. The concave surface 155 is also a region in contact with the rolling element 103, and is a curved surface that is concave on the outer diameter side. The concave surface 155 extends in the circumferential direction of the rotation axis R. The concave surface 155 has an end on the opposite side to the contact surface 151 in a direction parallel to the rotation axis R and protrudes radially inward from the end on the contact surface 151 side.

  As shown in FIGS. 7, 8, 15, and 18, the wheel flange 117 is a cylindrical member, and includes a main body 161, a flange 162, and a cylindrical portion 163. A flange 162 having a larger outer diameter than the main body 161 is formed on one end surface of the cylindrical main body 161. The flange 162 is a disk-shaped member, and a cylindrical cylindrical portion 163 centering on the rotation axis R is formed on the inner diameter side of the main body 161. The cylindrical portion 163 has one cylindrical end surface connected to the flange 162, and the other end surface protrudes in a direction away from the flange 162 from the end surface of the main body 161 on the side where the flange 162 is not provided.

  In the wheel flange 117, the end surface of the main body 161 on the side where the flange 162 is not provided is a contact surface 171 that contacts the contact surface 151 of the outer ring member 116. The main body 161 has a plurality of (eight in the present embodiment) bolt holes 172 formed on the contact surface 171 at regular intervals in the circumferential direction. Further, in the main body 161, a portion surrounding the outer periphery of the bolt hole 172 protrudes outward in the radial direction from other portions. The bolt hole 172 is a hole extending in a direction parallel to the rotation axis R and penetrating in the direction of the rotation axis R. As shown in FIGS. 8 and 18, the opening diameter of the hole is partially formed on the side away from the contact surface 171. The step which spreads is formed. Further, the contact surface 171 of the main body 161 has a shape in which the position in the rotation axis R direction is different between the radially inner side and the radially outer side. That is, the wheel flange 117 has a step 173 formed at a predetermined position in the radial direction of the contact surface 171. The contact surface 171 has an outer diameter side contact surface 171a on the radially outer side than the step 173, and an inner diameter side contact surface 171b on the radially inner side of the step 173. The step 173 has a shape in which the inner diameter side contact surface 171b protrudes from the outer diameter side contact surface 171a. The step 173 is a surface in which the boundary surface between the outer diameter side contact surface 171a and the inner diameter side contact surface 171b faces the radially outer side. As described above, the contact surface 171 has a shape corresponding to the contact surface 151. That is, the contact surface 171 protrudes from the portion facing the portion recessed by the contact surface 151.

  The flange 162 has a plurality (five in the present embodiment) of bolt holes 174 formed at regular intervals in the circumferential direction at a portion on the inner diameter side of the main body 161. The bolt hole 174 is a hole into which the stud bolt 104 is inserted. The bolt hole 174 is a hole extending in a direction parallel to the rotation axis R and penetrating in the direction of the rotation axis R. As shown in FIGS. The level | step difference which narrows is formed.

  The flange 162 has a plurality (four in this embodiment) of recesses 175 formed at regular intervals in the circumferential direction at a portion on the inner diameter side of the cylindrical portion 163. The end of the shaft of the fourth pinion gear 42 is abutted against the recess 175. In addition, the cylindrical portion 163 has a hole 176 at a position facing the position where the concave portion 175 is formed at the end opposite to the flange 162. The hole 176 is a hole into which the shaft of the fourth pinion gear 42 is inserted. The wheel flange 117 is configured as described above. The fourth pinion gear 42 is disposed inside the cylindrical portion 163, the shaft is abutted against the recess 175, and is inserted into the hole 176. Accordingly, when the fourth pinion gear 42 rotates (revolves) around the rotation axis R, the wheel flange 117 also rotates. Thereby, the wheel flange 117 also becomes the third carrier 43 of the speed reduction mechanism 40.

  The fixing bolt 118 is inserted into the bolt hole 172 and the bolt hole 152 from the stud bolt 104 side (wheel Hw side) of the wheel flange 117 and screwed into the screw groove, thereby fastening the outer ring member 116 and the wheel flange 117. The head of the fixing bolt 118 contacts the step of the bolt hole 172 of the wheel flange 117.

  The outer ring portion 102 has the above-described configuration, and the outer ring member 116 and the wheel flange 117 rotate integrally with each other by fixing the outer ring member 116 and the wheel flange 117 with the fixing bolt 118.

  The rolling element 103 includes a unit composed of a cage 114a and a large number of steel balls 115a, and a unit composed of a cage 114b and a large number of steel balls 115b. The cage 114a and the many steel balls 115a are disposed in a space surrounded by the concave surface 132 of the first inner ring member 111 and the concave part 154 of the outer ring member 116. The cage 114a is a ring-shaped member, and supports a large number of steel balls 115a in a rotatable state while maintaining a constant distance from the adjacent steel balls 115a. Many steel balls 115a are in contact with the concave surface 132 of the first inner ring member 111 and the concave surface 154 of the outer ring member 116, and are in contact with each other when the first inner ring member 111 and the outer ring member 116 are relatively rotated. Rotates as the surface moves. The cage 114b and the many steel balls 115b are arranged in a space surrounded by the concave surface of the second inner ring member 112 and the concave surface 155 of the outer ring member 116. That is, the unit constituted by the cage 114b and the many steel balls 115b is arranged closer to the stud bolt 104 than the unit constituted by the cage 114a and the many steel balls 115a. The cage 114b is a ring-shaped member and supports a large number of steel balls 115b in a rotatable state while maintaining a constant distance from the adjacent steel balls 115b. A number of steel balls 115b are in contact with the concave surface of the second inner ring member 112 and the concave surface 155 of the outer ring member 116, and are in contact with each other when the second inner ring member 112 and the outer ring member 116 rotate relatively. Rotate according to movement. The rolling element 103 is disposed between the inner ring portion 101 and the outer ring portion 102, and by rotating the large number of steel balls 115a and the large number of steel balls 115b in accordance with the relative rotation of the both, the relative rotation of both of them is smoothly performed. Can be made. Further, by disposing a large number of steel balls 115a and a large number of steel balls 115b adjacent to each other in the circumferential direction, it is possible to suppress the inner ring portion 101 and the outer ring portion 102 from being displaced from the rotation axis R. Further, the rolling element 103 is provided with two units, a unit constituted by a cage 114a and a large number of steel balls 115a, and a unit constituted by a cage 114b and a large number of steel balls 115b. That is, by supporting the inner ring portion 101 and the outer ring portion 102 at two positions in a direction parallel to the rotation axis R, it is possible to suppress occurrence of blurring with respect to the rotation axis R.

  The stud bolt 104 is inserted into the bolt hole 174 of the wheel flange 117 as described above. Here, the stud bolt 104 has a bolt hole in a direction in which the head portion is disposed on the cylindrical portion 163 side of the wheel flange 117, that is, in a direction in which the shaft portion (portion where the thread groove is formed) projects toward the wheel Hw side. 174 is inserted. The nut 106 is screwed with the stud bolt 104 as described above, and fastens the wheel flange 117 and the wheel Hw. The wheel bearing (hub bearing) 50 is configured as described above.

  The wheel bearing 50 has a configuration in which the outer ring portion 102 is divided into an outer ring member 116 that contacts the rolling element 103 and a wheel flange 117 that is connected to the wheel Hw, and the outer ring member 116 and the wheel flange 117 are fixed by fixing bolts 118. Thus, the outer ring portion 102 can be assembled by fastening the fixing bolt 118. Further, the wheel flange 117 is formed such that the end surface in the direction away from the outer ring member 116 in the direction parallel to the rotation axis R extends to the rotation axis R side from the inner ring portion 101 in the radial direction of the rotation axis R. The wheel flange 117 and the wheel Hw can be appropriately connected. Specifically, the outer ring member 116 and the inner ring portion 101 can be connected to each other via the rolling element 103 and then connected to the outer ring member 116 and the wheel flange 117. Thereby, the bearing part (each member which contacts the rolling element 103) of the wheel bearing 50 can be made easy to assemble. Moreover, the wheel bearing 50 can be manufactured by using different materials for the outer ring member 116 and the wheel flange 117 by dividing the outer ring member 116 and the wheel flange 117. For example, the outer ring member 116 can be made of carbon steel, and the wheel flange 117 can be made of an aluminum alloy. Thereby, since the balance of required intensity | strength and weight can be appropriately adjusted with the position of the outer ring | wheel part 102, the wheel bearing 50 can be reduced in weight.

Further, as shown in FIG. 8, the wheel bearing 50 has a pitch circle diameter (hub bolt PCD) D in which the centers of a plurality of bolt holes (openings) 174 of the wheel flange 117 into which the stud bolt 104 is inserted are connected by a circle. ₁ is made smaller than a pitch circle diameter (ball PCD (Pitch Circle Diameter)) D _{2 in} which the radial centers (the centers of the steel balls 115a and 115b) perpendicular to the rotation axis R of the rolling element 103 are connected by a circle. Thus, various wheels can be used as the wheel connected to the wheel bearing 50. Moreover, the wheel used for the vehicle driven with a gasoline engine as a wheel, and a hybrid vehicle can also be used. Moreover, since the wheel flange 117 can be reduced in weight when the wheel flange 117 is manufactured with an aluminum alloy, the hub bolt PCD can be further reduced.

  Further, as a fastening member that fastens the wheel Hw and the wheel flange 117, the stud bolt 104 that extends in a direction parallel to the rotation axis R and whose head is exposed on the inner ring portion side surface of the wheel flange 117 is used. Thus, the wheel Hw and the wheel bearing 50 can be fastened by screwing the nut 106 from the wheel side when the wheel is mounted. In addition, as in the present embodiment, the stud bolt 104 can be easily replaced by making the outer ring member 116 and the wheel flange 117 separable. Note that a fastening member other than the stat bolt 104 can be used as the fastening member. For example, it is good also as a structure (lug bolt system) which forms a bolt hole in a wheel flange and inserts a bolt from the wheel side.

  Further, the wheel bearing 50 uses a fixing bolt 118 having a shaft portion extending in a direction parallel to the rotation axis R as a fixing mechanism that fixes the outer ring member 116 and the wheel flange 117, thereby easily fixing both of them. be able to.

  The wheel bearing 50 is configured such that the head of the fixing bolt 118 is accommodated in the outer ring portion 103, so that the fixing bolt 118 can be inserted from the outer ring portion 103 side. That is, before the wheel Hw is mounted, the fixing bolt 118 can be inserted into the bolt hole from the open region. Thereby, the outer ring member 116 and the wheel flange 117 can be more easily fixed.

  Further, in the wheel bearing 50, the contact surface 151 of the outer ring member 116 and the contact surface 171 of the wheel flange 117 are uneven (the wheel flange 117 is on the contact surface 171 and the contact surface with the outer ring member 116 on the outer ring member 116 side). By adopting a so-called inlay structure that is a convex projecting portion), it is possible to simplify the axial alignment of the outer ring member 116 and the wheel flange 117 during assembly. In addition, the outer ring member 116 and the wheel flange 117 can be prevented from being displaced with respect to the rotation axis R.

  In the wheel bearing 50, the wheel flange 117 is formed of a material having a higher linear expansion coefficient than the outer ring member 116, and the protruding portion 173 of the contact surface 171 of the wheel flange 117 is perpendicular to the rotation axis R of the contact surface 151. It is preferable to have a structure formed on the inner side than the end of the. In other words, it is preferable that the wheel flange 117 is made of a material having a higher linear expansion coefficient than the outer ring member 116, and the boundary surface of the step 173 of the contact surface 171 of the wheel flange 117 has a radially outer shape. As a result, even if the outer ring portion 102 expands due to heat or the like, the protruding portion of the wheel flange 117 on the radially inner side presses the contact surface 151 of the outer ring member 116. It can suppress that it arises.

  Further, the wheel bearing 50 preferably has a shape in which the lock nut 113 is exposed to the stud bolt (wheel) side of the contact surface 151 of the outer ring member 116 as in the present embodiment. That is, as shown in FIG. 8, in the direction parallel to the rotation axis R, the end surface 181 far from the stud bolt (wheel) side of the lock nut 113 is the stud bolt (wheel) side of the contact surface 151 of the outer ring member 116. It is preferable to be on the stud bolt (wheel) side with respect to the end face 182. As a result, when the lock nut 113 is screwed into the first inner ring member 111, the outer peripheral surface of the lock nut 113 can be exposed. As a result, the lock nut 113 can be screwed into the first inner ring member 111 more easily. In the present embodiment, the inner ring portion has a structure in which the first inner ring member and the second inner ring member are combined, but the present invention is not limited to this. The inner ring portion may be provided with a plurality of second inner ring members. Regardless of the number of inner ring members, the inner ring member can be fixed at a predetermined position by fixing with a lock nut.

  In the wheel bearing 50, after inserting a unit composed of the cage 114 a of the rolling element 103 and a large number of steel balls 115 a into the first inner ring member 111, the outer ring member 116 is inserted and the cage of the rolling element 103 is inserted. A unit constituted by 114b and a large number of steel balls 115b is inserted, the second inner ring member 112 is inserted, and the lock nut 113 and the first inner ring member 111 are fastened. Thereafter, the outer ring member 116 and the wheel flange 117 are fixed with fixing bolts 118. The wheel flange 117 has a stud bolt 104 inserted therein. Thereafter, the wheel Hw is inserted into the stud bolt 104 and then screwed with the nut 106, whereby the wheel bearing 50 can be assembled and the wheel Hw can be attached to the wheel bearing 50. Thus, the wheel bearing 50 can be assembled by sequentially inserting components from the wheel Hw side. Thereby, assembly can be performed easily and removal can also be performed easily.

  Further, the wheel bearing 50 is configured integrally with the speed reduction mechanism 40, and specifically, the wheel flange 117 and the third carrier 43 are integrated, and the inner ring portion 101 and the third ring gear 44 are integrated. Therefore, it is possible to reduce the size and weight. Next, a structure for detecting the rotation angles of the first motor 11 and the second motor 12 will be described.

  The first magnetic pattern ring 11d and the second magnetic pattern ring 12d are arranged to face each other with a partition wall G1W of the casing G1 interposed between the first motor 11 and the second motor 12 interposed therebetween. That is, the first magnetic pattern ring 11d and the second magnetic pattern ring 12d are opposed to the partition wall G1W, respectively.

  FIG. 19A is a perspective view of the first magnetic pattern ring and the second magnetic pattern ring. 19-2 is a cross-sectional view taken along line AA of FIG. 19-1. FIG. 19-3 is a perspective view showing the arrangement of the magnetic detectors. As shown in FIG. 19A, the first magnetic pattern ring 11d and the second magnetic pattern ring 12d are annular members, and have an opening MH at the center. The sun gear shaft 14 shown in FIG. 6 passes through the opening MH.

  The electric vehicle drive device 10 shown in FIGS. 1 and 6 includes a first planetary gear mechanism 20 and a second planetary gear mechanism that are radially inward of the first rotor 11 c of the first motor 11 and the second rotor 12 c of the second motor 12. 30 is arranged. For this reason, it is difficult to use a small-diameter resolver as the rotation angle detection sensor particularly for the motor on the wheel H side (second motor 12). Use of a large-diameter resolver is not preferable because the mass increases.

  As shown in FIG. 19-2, the first magnetic pattern ring 11d and the second magnetic pattern ring 12d are obtained by forming a thin magnet layer MP on the surface of an annular thin metal plate BM. The metal plate BM is, for example, carbon steel. The magnet layer MP is, for example, a resin such as plastic or rubber mixed with magnetic powder. A magnetic pattern is magnetized on the magnet layer MP. With such a structure, even if the first magnetic pattern ring 11d and the second magnetic pattern ring 12d have a large diameter, they can be significantly reduced in weight compared to the resolver.

  19-3, one magnetic detector (magnetic pickup sensor) 2 is prepared for each of the first magnetic pattern ring 11d and the second magnetic pattern ring 12d, and the inside of the first casing G1 of the casing G is provided. Attached to. The magnetic detector 2 is disposed on both sides of the partition wall G1W of the first casing G1 and outside the through hole GH of the partition wall G1W. The sun gear shaft 14 shown in FIG. 6 passes through the through hole GH. With such a structure, each magnetic detector 2 is disposed to face the first magnetic pattern ring 11d and the second magnetic pattern ring 12d. FIG. 19-3 shows only one magnetic detector 2, but another magnetic detector 2 is arranged on the back side of the partition wall G1W.

  Each magnetic detector 2 detects the magnetic flux between the first magnetic pattern ring 11d and the second magnetic pattern ring 12d, and calculates the absolute angle between the first rotor 11c and the second rotor 12c of the first motor 11. . For example, the first magnetic pattern ring 11d and the second magnetic pattern ring 12d are magnetized so that the magnetic flux density changes sinusoidally. In the first magnetic pattern ring 11d and the second magnetic pattern ring 12d, the number of sine waves in one turn is equal to the number of pole pairs of the first motor 11 and the second motor 12, respectively. That is, one cycle of the sine wave pattern corresponds to one pole pair.

  In the magnetic detector 2, for example, two linear Hall sensors are provided, and each linear Hall sensor is disposed at a position that is 90 degrees out of phase with respect to one cycle of the sine wave pattern. . By detecting and calculating the magnetic flux density of the first magnetic pattern ring 11d or the second magnetic pattern ring 12d with two linear Hall sensors, the absolute angle in one cycle of the sine wave pattern can be detected. The control device 1 shown in FIG. 1 is based on the absolute angle (the absolute electrical angle in one pole pair) of the first rotor 11c of the first motor 11 and the second rotor 12c of the second motor 12 detected by the magnetic detector 2. The current flowing through the first coil 11b and the second coil 12b is controlled.

  In order to reduce the influence of leakage magnetic flux from the first motor 11 and the second motor 12, the following method may be used. In the first magnetic pattern ring 11d and the second magnetic pattern ring 12d, a magnetized pattern having a rectangular wave-shaped magnetic flux density distribution is formed separately from the continuous magnetic pattern. The period of the rectangular wave-like magnetized pattern is sufficiently fine. In addition to the linear Hall sensor, the magnetic detector 2 includes a magnetic sensor that detects a magnetic pole direction of a rectangular wave pattern and outputs a pulse.

  First, when the first motor 11 and the second motor 12 are not energized (for example, when the electric vehicle is started), the magnetic detector 2 determines the absolute angles of the first rotor 11c and the second rotor 12c by a continuous magnetic pattern. To detect. Thereafter, the magnetic detector 2 calculates the absolute angle of the first rotor 11c and the second rotor 12c by accumulating the relative rotations of the first rotor 11c and the second rotor 12c detected from the rectangular wave-shaped magnetization pattern. To do. The detection of the relative angle of the first rotor 11c and the second rotor 12c by the rectangular wave-shaped magnetization pattern is more reliable with respect to magnetic noise than the measurement of the absolute angle using a linear Hall sensor. For this reason, if the method mentioned above is used, the reliability at the time of the magnetic detector 2 detecting the absolute angle of the 1st rotor 11c and the 2nd rotor 12c can be improved. Next, control when the electric vehicle drive device 10 is used in an electric vehicle will be described.

  FIG. 20 is a diagram showing the relationship between the rotational force (torque) required for the motor that drives the vehicle and the angular velocity (rotational speed). In general, the relationship between the rotational force (torque) and the angular velocity (rotational speed) of the motor is such that the ratio between the upper limit rotational speed and the maximum rotational speed in a constant rotational force region is about 1: 2. The ratio between the maximum rotational force and the maximum rotational force at the maximum rotational speed is about 2: 1. On the other hand, when the vehicle is driven, the ratio between the upper limit rotation speed and the maximum rotation speed in the constant torque region is about 1: 4 from the vehicle running characteristic curve Ca shown by the solid line in FIG. When the vehicle is driven, the ratio between the maximum rotational force and the maximum rotational force at the maximum rotational speed is about 4: 1.

  Therefore, when the vehicle is driven by a motor, it is preferable to perform a shift in which the ratio (difference between steps) between the first gear ratio and the second gear ratio is about two. By doing in this way, it is possible to cover the running characteristic curve Ca of the vehicle without excess or deficiency in all areas of the NT characteristic (relationship between rotational speed and rotational force) of the motor, and a motor having the minimum necessary output. Thus, the power performance necessary for the vehicle can be secured.

  The NT characteristic curve CL indicated by the dotted line in FIG. 20 is the first speed change state (low gear) of the electric vehicle drive device 10, and the NT characteristic curve CH indicated by the alternate long and short dash line is the second speed change state (high gear) of the electric vehicle drive device 10. ). Thus, by using the first shift state and the second shift state, it is possible to cover the running characteristic curve Ca of the vehicle without excess or deficiency. An NT characteristic curve Cb indicated by a two-dot chain line indicates an NT characteristic that is necessary when an attempt is made to cover the running characteristic curve Ca of the vehicle without shifting. In general, a motor has a ratio of an upper limit rotational speed to a maximum rotational speed in a constant rotational force region, which is about 1: 2, and therefore, when a single motor covers the travel characteristic curve Ca, the motor has an NT characteristic curve. Characteristics such as Cb are required. As a result, excessive performance is required for the motor, resulting in increased waste and increased cost and mass.

  When attention is paid to the motor efficiency, the regions where the motor efficiency is high are the intermediate portions AL, AH of the constant output region (the curve portion of the NT characteristic curve CL or the NT characteristic curve CH) that changes from the maximum rotational force toward the maximum rotational speed. It is in. The electric vehicle drive device 10 can improve efficiency by actively utilizing the intermediate portions AL and AH by shifting. When shifting is not performed, a motor such as the NT characteristic curve Cb is required. In this case, a low-use area in the running characteristic curve Ca (for example, a low speed and high rotational force required area or near the maximum speed). In the area), the motor efficiency becomes the highest. For this reason, from the viewpoint of efficiently using the motor, it is preferable to change the reduction ratio as in the electric vehicle drive device 10.

  When both the first motor 11 and the second motor 12 operate in the electric vehicle drive device 10, the overall reduction ratio R = (α + β−1) / (α−β−1) of the transmission mechanism 13. This is only the first speed change state, and R = 1 in the second speed change state. α is the planetary ratio of the second planetary gear mechanism 30, and β is the planetary ratio of the first planetary gear mechanism 20. The planetary ratio is a value obtained by dividing the number of teeth of the ring gear by the number of teeth of the sun gear. Therefore, the planetary ratio α of the second planetary gear mechanism 30 is the number of teeth of the second ring gear 34 / the number of teeth of the second sun gear 31, and the planetary ratio β of the first planetary gear mechanism 20 is the first ring gear 24. The number of teeth / the number of teeth of the first sun gear 21. In order to realize the interstage difference 2 in the electric vehicle drive device 10 shown in FIG. 1, the planetary ratio α (> 1) of the second planetary gear mechanism 30 is set in the range of 1.90 to 2.10, It is preferable that the planetary ratio β (> 1) of the single planetary gear mechanism 20 is in the range of 2.80 to 3.20.

  Since the electric vehicle drive device 10 is disposed under the spring of the electric vehicle, it is preferably as light as possible. In order to reduce the weight of the electric vehicle drive device 10, there is a method of using aluminum (including an aluminum alloy) for windings (the first coil 11 b and the second coil 12 b) of the first motor 11 and the second motor 12. Since the specific gravity of aluminum is about 30% of the specific gravity of copper, replacing the winding of the first motor 11 and the second motor 12 from copper to aluminum can reduce the mass of the winding by 70%. For this reason, the 1st motor 11, the 2nd motor 12, and the electric vehicle drive device 10 can be reduced in weight. However, since the electrical conductivity of aluminum is generally about 60% of the electrical conductivity of copper used for windings, simply replacing the copper wire with an aluminum wire may lead to a decrease in performance and an increase in heat generation.

  The electric vehicle drive device 10 uses the speed reduction mechanism 40 and changes the speed reduction ratio by the speed change mechanism 13. For this reason, since the rotational force required for the 1st motor 11 and the 2nd motor 12 may be comparatively small, the electric current which flows into the 1st motor 11 and the 2nd motor 12 also becomes comparatively small. For this reason, in this embodiment, even if an aluminum wire is used instead of the copper wire for the first coil 11b of the first motor 11 and the second coil 12b of the second motor 12, the performance deterioration and the heat generation amount increase. It hardly occurs. Therefore, in this embodiment, the electric vehicle drive device 10 is lightened by using aluminum (including an aluminum alloy) for the windings (the first coil 11b and the second coil 12b) of the first motor 11 and the second motor 12. To realize.

  When using aluminum for the windings of the first motor 11 and the second motor 12, it is preferable to use a copper clad aluminum wire. The copper clad aluminum wire is obtained by uniformly coating copper on the outside of an aluminum wire and firmly bonding the boundary between copper and aluminum. The copper clad aluminum wire is easier to solder than the aluminum wire, and the reliability of the connection portion with the terminal is high. Since the specific gravity of copper clad aluminum is about 40% of the specific gravity of copper, replacing the winding of the first motor 11 and the second motor 12 from copper to aluminum can reduce the mass of the winding by 60%. As a result, the first motor 11, the second motor 12, and the electric vehicle drive device 10 can be reduced in weight.

  FIG. 21 is an explanatory diagram illustrating a configuration of an electric vehicle driving device according to a modification of the present embodiment. The electric vehicle drive device 10a shown in FIG. 21 differs from the electric vehicle drive device 10 of the above-described embodiment in the configuration of the speed change mechanism. In the following, the same components as those of the electric vehicle drive device 10 are denoted by the same reference numerals, and the description thereof is omitted. Electric vehicle drive device 10a includes a speed change mechanism 13a. The speed change mechanism 13a is connected to the first motor 11 to transmit (input) the rotational force output from the first motor 11. The speed change mechanism 13a is connected to the second motor 12 to transmit (input) the rotational force output by the second motor 12. The speed change mechanism 13 a is connected to the speed reduction mechanism 40 by the speed change mechanism input / output shaft 15, and transmits (outputs) the shifted rotational force to the speed reduction mechanism 40. The deceleration mechanism 40 is the same as that of the electric vehicle drive device 10.

  The speed change mechanism 13 a includes a first planetary gear mechanism 70, a second planetary gear mechanism 80, and a clutch device 90. The first planetary gear mechanism 70 is a single pinion type planetary gear mechanism. The first planetary gear mechanism 70 includes a first sun gear 71, a first pinion gear 72, a first carrier 73, and a first ring gear 74. The second planetary gear mechanism 80 is a double pinion planetary gear mechanism. The second planetary gear mechanism 80 includes a second sun gear 81, a second pinion gear 82a, a third pinion gear 82b, a second carrier 83, and a second ring gear 84. The second planetary gear mechanism 80 is disposed closer to the first motor 11 and the second motor 12 than the first planetary gear mechanism 70.

  The second sun gear 81 is supported in the casing G so as to be able to rotate (spin) about the rotation axis R. The second sun gear 81 is connected to the first motor 11. Therefore, when the first motor 11 is operated, the second sun gear 81 is transmitted with the first rotational force TA. Thereby, the second sun gear 81 rotates around the rotation axis R when the first motor 11 is operated. The second pinion gear 82 a meshes with the second sun gear 81. The third pinion gear 82b meshes with the second pinion gear 82a. The second carrier 83 holds the second pinion gear 82a so that the second pinion gear 82a can rotate (rotate) about the second pinion rotation axis Rp2. The second carrier 83 holds the third pinion gear 82b so that the third pinion gear 82b can rotate (spin) about the third pinion rotation axis Rp3. For example, the second pinion rotation axis Rp2 is parallel to the rotation axis R. The third pinion rotation axis Rp3 is parallel to the rotation axis R, for example.

  The second carrier 83 is supported in the casing G so as to be able to rotate around the rotation axis R. As a result, the second carrier 83 includes the second pinion gear 82a and the third pinion gear 82a so that the second pinion gear 82a and the third pinion gear 82b can revolve around the second sun gear 81, that is, around the rotation axis R. 82b is held. The second ring gear 84 can rotate (spin) about the rotation axis R. The second ring gear 84 meshes with the third pinion gear 82b. The second ring gear 84 is connected to the second motor 12. Therefore, when the second motor 12 is operated, the second ring gear 84 is transmitted with the second rotational force TB. Thus, the second ring gear 84 rotates (spins) about the rotation axis R when the second motor 12 is operated.

  The first sun gear 71 is supported in the casing G so as to be able to rotate (rotate) about the rotation axis R. The first sun gear 71 is connected to the first motor 11 via the second sun gear 81. Specifically, the first sun gear 71 and the second sun gear 81 are formed integrally with the sun gear shaft 69 so as to be rotatable on the same axis (rotation axis R). The sun gear shaft 69 is connected to the first motor 11. As a result, the first sun gear 71 rotates about the rotation axis R when the second motor 12 is operated.

  The first pinion gear 72 meshes with the first sun gear 71. The first carrier 73 holds the first pinion gear 72 so that the first pinion gear 72 can rotate (rotate) about the first pinion rotation axis Rp1. The first pinion rotation axis Rp1 is, for example, parallel to the rotation axis R. The first carrier 73 is supported in the casing G so as to be able to rotate around the rotation axis R. Thus, the first carrier 73 holds the first pinion gear 72 so that the first pinion gear 72 can revolve around the first sun gear 71, that is, around the rotation axis R.

  Further, the first carrier 73 is connected to the second ring gear 84. As a result, the first carrier 73 rotates (spins) about the rotation axis R when the second ring gear 84 rotates (spins). The first ring gear 74 meshes with the first pinion gear 72. The first ring gear 74 is connected to the third sun gear 41 (see FIG. 1) of the speed reduction mechanism 40. With such a structure, when the first ring gear 74 rotates (spins), the third sun gear 41 of the speed reduction mechanism 40 rotates. The clutch device 90 can regulate the rotation of the second carrier 83 in the same manner as the clutch device 60 included in the electric vehicle drive device 10 shown in FIG. Specifically, the clutch device 90 can switch between restricting (braking) the rotation of the second carrier 83 around the rotation axis R and allowing the rotation. The electric vehicle driving device 10a has the same effect as the electric vehicle driving device 10 based on the same principle as the electric vehicle driving device 10 described above.

10, 10a Electric vehicle drive device 11, M1 first motor 11a first stator core 11b first coil 11c first rotor 11c1 first rotor core 11c2 first magnet 11d first magnetic patterning 11e first motor output shaft 12, M2 second Motor 12a Second stator core 12b Second coil 12c Second rotor 12c1 Second rotor core 12c2 Second magnet 12d Second magnetic pattern ring 13 Transmission mechanism 14, 69 Sun gear shaft 20, 70 First planetary gear mechanism 21, 71 First sun gear 22 72 First pinion gear 23, 73 First carrier 24, 74 First ring gear 30, 80 Second planetary gear mechanism 31, 81 Second sun gear 32a, 82a Second pinion gear 32b, 82b Third pinion gear 33, 83 Second carrier 34, 84 Second ring gear 40 Reduction mechanism (final gear)
41 Third sun gear 42 Fourth pinion 43 Third carrier 44 Third ring gear 45, 46 Bearing 50 Wheel bearing (hub bearing)
60, 90 Clutch device 101 Inner ring portion 102 Outer ring portion 103 Rolling element 104 Stud bolt 106 Nut 111 First inner ring member 112 Second inner ring member 113 Lock nut 114a, 114b Cage 115a, 115b Steel ball 116 Outer ring member 117 Wheel flange 118 Fixed Bolt 131 Tooth groove 132, 142, 154, 155 Concave surface 133, 152, 172, 174 Bolt hole 134 Male screw 141 Female screw 143, 176 Hole 151, 171 Contact surface 151a, 171a Outer diameter side contact surface 151b, 171b Inner diameter side contact surface 153 , 173 Step 161 Main body 162 Flange 163 Cylindrical portion 175 Concavity G Casing G1 First casing G2 Second casing G3 Third casing G4 Fourth casing H Wheel Hw Wheel R Rotating shaft p1 1st pinion rotation axis Rp2 2nd pinion rotation axis Rp3 3rd pinion rotation axis Rp4 4th pinion rotation axis T1, T7, TA 1st rotation force T2 Combined rotation force T3 Circulating rotation force T4 2nd distributed rotation force T5, T8 , TB Second rotational force T6 First distributed rotational force T9 Combined rotational force Z1, Z4, Z5, Z7 Number of teeth

Claims (8)

A hub bearing coupled to the wheel and the support mechanism and supporting the wheel with respect to the support mechanism in a state of being rotatable about a rotation axis;
An inner ring portion fixed to the support mechanism;
An outer ring connected to the wheel;
A rolling element that is disposed between the inner ring part and the outer ring part and supports the outer ring part and the inner ring part so as to be relatively rotatable about a rotation axis;
The outer ring portion includes an outer ring member that contacts the rolling element, a wheel flange that is coupled to the wheel, and a fixing mechanism that fixes the outer ring member to the wheel flange,
The inner ring portion includes a first inner ring member fixed to the support mechanism, a second inner ring member inserted into the outer peripheral surface of the first inner ring member, and the second inner ring on the outer peripheral surface of the first inner ring member. A lock nut disposed on the wheel side of the member and screwed into the first inner ring member,
The lock nut, the position of the end face remote from the wheel-side in a direction parallel to the axis of rotation, Ri the wheel side der than the contact surface between the wheel flange of the outer ring member,
A plurality of fastening members for connecting the wheel flange and the wheel;
The wheel flange has a plurality of openings into which the fastening members are inserted, and a pitch circle diameter obtained by connecting the centers of the plurality of openings with a circle is a diameter orthogonal to the rotation axis of the rolling element. Hub bearing characterized in that it is smaller than the diameter of the pitch circle connecting the center of the direction with a circle . 2. The stud bolt according to claim 1 , wherein the fastening member is a stud bolt extending in a direction parallel to the rotation axis and having a head portion exposed on a surface of the wheel flange on the inner ring portion side. Hub bearing. The hub bearing according to claim 1 or 2 ,
A sun gear to which the driving force from the driving source is transmitted;
A pinion gear meshing with the sun gear,
The wheel flange is a carrier that holds the pinion gear and rotates about the rotation axis together with the pinion gear;
The speed reducing mechanism, wherein the inner ring portion is a ring gear that meshes with the pinion gear. The speed reduction mechanism according to claim 3 ;
A transmission mechanism connected to the sun gear of the speed reduction mechanism and rotating the sun gear;
An in-wheel motor comprising: a driving source including at least one motor that generates a driving force for rotating the transmission mechanism. The drive source includes a first motor and a second motor,
The transmission mechanism includes a first sun gear coupled to the first motor;
A first pinion gear meshing with the first sun gear;
A first carrier that holds the first pinion gear so that the first pinion gear can rotate and the first pinion gear can revolve around the first sun gear;
A clutch device capable of regulating rotation of the first carrier;
A first ring gear meshing with the first pinion gear and coupled to the second motor;
A second sun gear coupled to the first motor;
A second pinion gear meshing with the second sun gear;
A third pinion gear meshing with the second pinion gear;
The second pinion gear and the third pinion gear can rotate around the second pinion gear and the third pinion gear so that the second pinion gear and the third pinion gear can revolve around the second sun gear, respectively. A second carrier that holds the third pinion gear and is coupled to the first ring gear;
The in-wheel motor according to claim 4 , further comprising: a second ring gear that meshes with the third pinion gear and that is coupled to the sun gear of the speed reduction mechanism. The drive source includes a first motor and a second motor,
The transmission mechanism includes a first sun gear coupled to the first motor;
A first pinion gear meshing with the first sun gear;
A first carrier that holds the first pinion gear so that the first pinion gear can rotate and the first pinion gear can revolve around the first sun gear;
A first ring gear meshing with the first pinion gear and coupled to the sun gear of the speed reduction mechanism;
A second sun gear coupled to the first motor;
A second pinion gear meshing with the second sun gear;
A third pinion gear meshing with the second pinion gear;
The second pinion gear and the third pinion gear can rotate around the second pinion gear and the third pinion gear so that the second pinion gear and the third pinion gear can revolve around the second sun gear, respectively. A second carrier holding a third pinion gear;
A clutch device capable of regulating rotation of the second carrier;
A second ring gear meshing with the third pinion gear, coupled to the first carrier, and coupled to the second motor;
The in-wheel motor according to claim 4 , comprising: A speed reduction mechanism including a hub bearing connected to the wheel and the support mechanism and supporting the wheel with respect to the support mechanism in a state of being rotatable around a rotation axis;
A transmission mechanism connected to the sun gear of the speed reduction mechanism and rotating the sun gear;
A drive source including at least one motor that generates a driving force for rotating the transmission mechanism;
The speed reduction mechanism includes the sun gear to which a driving force from the driving source is transmitted, and a pinion gear that meshes with the sun gear,
The hub bearing is disposed between an inner ring part fixed to the support mechanism, an outer ring part connected to the wheel, the inner ring part and the outer ring part, and the outer ring part and the inner ring part are connected to each other. A rolling element that rotatably supports a rotation axis as a center,
The outer ring portion includes an outer ring member that contacts the rolling element, a wheel flange that is coupled to the wheel, and a fixing mechanism that fixes the outer ring member to the wheel flange,
The inner ring portion includes a first inner ring member fixed to the support mechanism, a second inner ring member inserted into the outer peripheral surface of the first inner ring member, and the second inner ring on the outer peripheral surface of the first inner ring member. A lock nut disposed on the wheel side of the member and screwed into the first inner ring member,
The position of the end face on the side farther from the wheel side in the direction parallel to the rotation axis of the lock nut is on the wheel side than the contact surface with the wheel flange of the outer ring member,
The wheel flange is a carrier that holds the pinion gear and rotates about the rotation axis together with the pinion gear;
The inner ring portion is a ring gear that meshes with the pinion gear;
The drive source includes a first motor and a second motor,
The transmission mechanism includes a first sun gear coupled to the first motor;
A first pinion gear meshing with the first sun gear;
A first carrier that holds the first pinion gear so that the first pinion gear can rotate and the first pinion gear can revolve around the first sun gear;
A clutch device capable of regulating rotation of the first carrier;
A first ring gear meshing with the first pinion gear and coupled to the second motor;
A second sun gear coupled to the first motor;
A second pinion gear meshing with the second sun gear;
A third pinion gear meshing with the second pinion gear;
The second pinion gear and the third pinion gear can rotate around the second pinion gear and the third pinion gear so that the second pinion gear and the third pinion gear can revolve around the second sun gear, respectively. A second carrier that holds the third pinion gear and is coupled to the first ring gear;
An in-wheel motor comprising: a second ring gear meshing with the third pinion gear and coupled to the sun gear of the speed reduction mechanism. A speed reduction mechanism including a hub bearing connected to the wheel and the support mechanism and supporting the wheel with respect to the support mechanism in a state of being rotatable around a rotation axis;
A transmission mechanism connected to the sun gear of the speed reduction mechanism and rotating the sun gear;
A drive source including at least one motor that generates a driving force for rotating the transmission mechanism;
The speed reduction mechanism includes the sun gear to which a driving force from the driving source is transmitted, and a pinion gear that meshes with the sun gear,
The hub bearing is disposed between an inner ring part fixed to the support mechanism, an outer ring part connected to the wheel, the inner ring part and the outer ring part, and the outer ring part and the inner ring part are connected to each other. A rolling element that rotatably supports a rotation axis as a center,
The outer ring portion includes an outer ring member that contacts the rolling element, a wheel flange that is coupled to the wheel, and a fixing mechanism that fixes the outer ring member to the wheel flange,
The inner ring portion includes a first inner ring member fixed to the support mechanism, a second inner ring member inserted into the outer peripheral surface of the first inner ring member, and the second inner ring on the outer peripheral surface of the first inner ring member. A lock nut disposed on the wheel side of the member and screwed into the first inner ring member,
The position of the end face on the side farther from the wheel side in the direction parallel to the rotation axis of the lock nut is on the wheel side than the contact surface with the wheel flange of the outer ring member,
The wheel flange is a carrier that holds the pinion gear and rotates about the rotation axis together with the pinion gear;
The inner ring portion is a ring gear that meshes with the pinion gear;
The drive source includes a first motor and a second motor,
The transmission mechanism includes a first sun gear coupled to the first motor;
A first pinion gear meshing with the first sun gear;
A first carrier that holds the first pinion gear so that the first pinion gear can rotate and the first pinion gear can revolve around the first sun gear;
A first ring gear meshing with the first pinion gear and coupled to the sun gear of the speed reduction mechanism;
A second sun gear coupled to the first motor;
A second pinion gear meshing with the second sun gear;
A third pinion gear meshing with the second pinion gear;
The second pinion gear and the third pinion gear can rotate around the second pinion gear and the third pinion gear so that the second pinion gear and the third pinion gear can revolve around the second sun gear, respectively. A second carrier holding a third pinion gear;
A clutch device capable of regulating rotation of the second carrier;
A second ring gear meshing with the third pinion gear, coupled to the first carrier, and coupled to the second motor;
An in-wheel motor comprising:

Images