WO2014168032A1 - Unité de moteur roue pour véhicule - Google Patents

Unité de moteur roue pour véhicule Download PDF

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Publication number
WO2014168032A1
WO2014168032A1 PCT/JP2014/059261 JP2014059261W WO2014168032A1 WO 2014168032 A1 WO2014168032 A1 WO 2014168032A1 JP 2014059261 W JP2014059261 W JP 2014059261W WO 2014168032 A1 WO2014168032 A1 WO 2014168032A1
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WO
WIPO (PCT)
Prior art keywords
wheel motor
motor unit
vehicle
drive unit
drive
Prior art date
Application number
PCT/JP2014/059261
Other languages
English (en)
Japanese (ja)
Inventor
崇志 瀬尾
克憲 麻生川
Original Assignee
日産自動車株式会社
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by 日産自動車株式会社 filed Critical 日産自動車株式会社
Priority to JP2015511213A priority Critical patent/JP6011717B2/ja
Publication of WO2014168032A1 publication Critical patent/WO2014168032A1/fr

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Classifications

    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60B—VEHICLE WHEELS; CASTORS; AXLES FOR WHEELS OR CASTORS; INCREASING WHEEL ADHESION
    • B60B27/00—Hubs
    • B60B27/0015—Hubs for driven wheels
    • B60B27/0021—Hubs for driven wheels characterised by torque transmission means from drive axle
    • B60B27/0026—Hubs for driven wheels characterised by torque transmission means from drive axle of the radial type, e.g. splined key
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60B—VEHICLE WHEELS; CASTORS; AXLES FOR WHEELS OR CASTORS; INCREASING WHEEL ADHESION
    • B60B27/00—Hubs
    • B60B27/06—Hubs adapted to be fixed on axle
    • B60B27/065—Hubs adapted to be fixed on axle characterised by the fixation of the hub to the axle
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K17/00—Arrangement or mounting of transmissions in vehicles
    • B60K17/04—Arrangement or mounting of transmissions in vehicles characterised by arrangement, location, or kind of gearing
    • B60K17/043—Transmission unit disposed in on near the vehicle wheel, or between the differential gear unit and the wheel
    • B60K17/046—Transmission unit disposed in on near the vehicle wheel, or between the differential gear unit and the wheel with planetary gearing having orbital motion
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K7/00—Disposition of motor in, or adjacent to, traction wheel
    • B60K7/0007—Disposition of motor in, or adjacent to, traction wheel the motor being electric
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60B—VEHICLE WHEELS; CASTORS; AXLES FOR WHEELS OR CASTORS; INCREASING WHEEL ADHESION
    • B60B27/00—Hubs
    • B60B27/0005—Hubs with ball bearings
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60B—VEHICLE WHEELS; CASTORS; AXLES FOR WHEELS OR CASTORS; INCREASING WHEEL ADHESION
    • B60B2900/00—Purpose of invention
    • B60B2900/70—Adaptation for
    • B60B2900/731—Use in cases of damage, failure or emergency
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K7/00—Disposition of motor in, or adjacent to, traction wheel
    • B60K2007/0038—Disposition of motor in, or adjacent to, traction wheel the motor moving together with the wheel axle
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K7/00—Disposition of motor in, or adjacent to, traction wheel
    • B60K2007/0092—Disposition of motor in, or adjacent to, traction wheel the motor axle being coaxial to the wheel axle

Definitions

  • the present invention relates to a vehicle in-wheel motor unit in which a drive output shaft from a drive unit body and a wheel hub shaft supported by a hub bearing with respect to a case member are connected via a displacement absorbing mechanism.
  • a vehicle in-wheel motor in which a drive output shaft and a wheel hub shaft supported by a hub bearing with respect to a case member are connected via a displacement absorbing mechanism.
  • the displacement absorbing mechanism is a mechanism that prevents / suppresses the influence on the gear meshing portion and the motor by preventing / suppressing transmission of the displacement / inclination of the hub bearing to the gear train or motor provided in the drive unit main body. (See, for example, Patent Document 1).
  • the present invention has been made in view of the above problems, and it is an object of the present invention to provide an in-wheel motor unit for a vehicle which prevents a chain of damage when either the hub bearing or the drive unit body is damaged.
  • a drive output shaft from a drive unit body and a wheel hub shaft supported by a hub bearing with respect to a case member are connected via a displacement absorbing mechanism.
  • the 1st isolation structural member which isolates the drive unit main part and the hub bearing was provided.
  • the drive unit body and the hub bearing are separated by the first isolation structure member. That is, when either the hub bearing or the drive unit body is broken, the worn powder or broken pieces of the broken part are received by the first isolation structure member, and the worn powder or broken piece of the broken part reaches the unbroken portion
  • FIG. 5 is an overall cross sectional view showing an overall cross section of the in-wheel motor unit for a vehicle in the first embodiment.
  • FIG. 6 is an exploded cross-sectional view showing a configuration in which the in-wheel motor unit for vehicle in Embodiment 1 is divided into a drive unit main body, a displacement absorbing mechanism, and a wheel structure.
  • FIG. 5 is an enlarged cross-sectional view showing a displacement absorbing mechanism of the in-wheel motor unit for a vehicle in the first embodiment and the periphery thereof. It is a displacement-free operation explanatory view showing a displacement absorbing action of absorbing displacement / inclination of a hub bearing in a displacement absorbing mechanism.
  • Example 1 shown in the drawings.
  • the configuration of the in-wheel motor unit for a vehicle in the first embodiment is as follows: [Schematic Configuration of Entire System], [Detailed Configuration of Drive Unit Main Body], [Detailed Configuration of Displacement Absorbing Mechanism], [Detailed Configuration of Wheel Structure], [Drive The detailed separation of the unit main body and the hub bearing], the detailed separation of the drive unit main body and the displacement absorbing mechanism, and the detailed setting of the breather and the ABS sensor will be described.
  • FIG. 1 showing the overall cross section of the in-wheel motor unit for a vehicle.
  • the in-wheel motor unit for a vehicle is applied to the left and right rear wheels of an electric vehicle, and includes a drive unit body A, a displacement absorbing mechanism B, and a wheel structure C, as shown in FIG.
  • the drive unit body A has a function as a drive source set for each of the left and right rear wheels and the like, and has a motor generator MG and a gear train GT.
  • a motor generator MG for each of the left and right rear wheels and the like, and has a motor generator MG and a gear train GT.
  • the motor shaft 6 integrally having the rotor 8 is rotated to rotate the motor shaft 6 by the gear train GT. It decelerates and outputs from the drive output shaft 10.
  • the rotation input from drive output shaft 10 is accelerated by gear train GT to rotate motor shaft 6 and rotor 8, whereby a stator is disposed in rotor 8 via an air gap.
  • a three-phase alternating current is generated in the stator coil 9b.
  • the displacement absorbing mechanism B has a function of preventing / suppressing transmission of the displacement / inclination of the hub bearing 71 to the motor generator MG or the gear train GT of the drive unit main body A, and has a gear coupling shaft 50.
  • the gear coupling shaft 50 couples the drive output shaft 10 from the drive unit main body A with the wheel hub shaft 70 supported by the hub bearing 71 with respect to the axle case 72 (case member) so as to absorb displacement.
  • the wheel structure C has a function of attaching a tire of each wheel and a brake mechanism, and has a wheel hub shaft 70.
  • the wheel hub shaft 70 is rotatably supported by the hub bearing 71 having a double-row angular bearing structure with respect to the axle case 72, and the brake disc 73 and the tire wheel 74 are fixed to the flange portion 70a of the wheel hub shaft 70. Ru.
  • the wheel hub shaft 70 is connected to the drive output shaft 10 of the drive unit main body A via the displacement absorbing mechanism B.
  • FIG. 2 shows a configuration in which the in-wheel motor unit for vehicle is divided into a drive unit main body A, a displacement absorbing mechanism B, and a wheel structure C.
  • the in-wheel motor unit for vehicle is divided into a drive unit main body A, a displacement absorbing mechanism B, and a wheel structure C.
  • the drive unit main body A is configured by incorporating a motor generator MG having a three-phase AC embedded magnet synchronous motor structure and a gear train GT having a planetary gear type reduction gear mechanism in a unit case member.
  • the unit case member has a unit case 1, a unit cover 2, a motor shaft side cover 3, and an output shaft side cover 4.
  • the unit cover 2 is bolted to one end of the unit case 1, and the motor shaft side cover 3 is bolted to the unit cover 2 so as to close one end of the motor shaft 6.
  • the output shaft side cover 4 is bolted to the other end side of the unit case 1 so that a part of the drive output shaft 10 protrudes from the drive unit main body A.
  • the oil seal 5 is mounted at an end position of the output shaft side cover 4 and the seal portion of the oil seal 5 is brought into contact with the outer peripheral surface of the drive output shaft 10 at a predetermined sealing pressure. That is, the output shaft side cover 4 and the oil seal 5 are used as a first partition structure member for separating the drive unit main body A and the hub bearing 71.
  • the motor generator MG includes a motor shaft 6, a rotor flange 7, a rotor 8 and a stator 9.
  • One end of the motor shaft 6 is rotatably supported by the unit cover 2 via the first bearing 11, and the other end is rotatably supported by the drive output shaft 10 via the second bearing 12.
  • the rotor 8 is mounted on a rotor flange 7 fixed to the motor shaft 6 and is formed of laminated steel plates in which permanent magnets (not shown) are embedded.
  • the stator 9 is fixed to the inner surface of the unit case 1 and disposed via an air gap with respect to the rotor 8 and is configured by winding stator coils 9 b around each of stator teeth 9 a of stamped and laminated steel plates.
  • a harness is connected to the stator coil 9b via connection terminals 15 divided into U-phase, V-phase and W-phase. Further, on the motor shaft 6, there is formed an axial core oil passage 16 to which lubricating oil for lubricating necessary portions such as a gear meshing portion of the gear train GT and a bearing is supplied.
  • the gear train GT is disposed in the right space of FIG. 1 across the rotor flange 7 and includes a sun gear 17, a large pinion 18, a small pinion 19, a pinion carrier 20, and a ring gear 21.
  • the planetary gear type reduction gear mechanism that decelerates and outputs the input rotation is configured as ring gear fixed, sun gear input, and pinion carrier output.
  • the sun gear 17 is integrally formed with the motor shaft 6 and meshes with the large pinion 18.
  • the large pinion 18 and the small pinion 19 are integrally formed adjacent to each other and rotatably supported on the pinion carrier 20.
  • the ring gear 21 is rotationally fixed to the unit case 1 by serration coupling and meshes with the small pinion 19.
  • a drive output shaft 10 is provided integrally with the pinion carrier 20.
  • the drive output shaft 10 is formed in the shape of a cylindrical sleeve extending axially until one end thereof extends to the inside of the small pinion 19 and the other end protrudes from the output shaft side cover 4.
  • the rotational support structure of the drive output shaft 10 is formed together with the pinion carrier 20, and supported rotatably relative to the motor shaft 6 via the third bearing 13, and the fourth bearing 14 relative to the output shaft side cover 4. It is rotatably supported via A partition seal member 22 is disposed on the inner surface of the drive output shaft 10 at a position separating the motor shaft 6 and the gear coupling shaft 50 in a closed state.
  • the partition seal member 22 is used as a second partition structure member for separating the drive unit main body A and the displacement absorbing mechanism B.
  • a resolver 23 for detecting the rotation angle of the motor and a park gear 24 for fixing the motor shaft 6 by engagement of a parking pole (not shown) are disposed in the left space of FIG. 1 sandwiching the rotor flange 7.
  • FIG. 2 shows a configuration in which the in-wheel motor unit for a vehicle is divided into a drive unit main body A, a displacement absorbing mechanism B and a wheel structure C, and FIG. 3 shows an enlarged sectional view of the displacement absorbing mechanism as a main part.
  • the detailed configuration of the displacement absorbing mechanism B will be described below with reference to FIGS. 1 to 3.
  • the displacement absorbing mechanism B is configured by fitting the independently replaceable gear coupling shaft 50 to the drive output shaft 10 and the wheel hub shaft 70 while absorbing displacement and enabling drive transmission.
  • the gear coupling shaft 50 is provided with a first external gear 52 and a first end 53, and a second external gear 54 and a second end 55, respectively, on both sides of the gear connection shaft 51. Be done.
  • the first external gear 52 is serrated to the first internal gear 56 of the drive output shaft 10 so as to be able to absorb displacement, and the first end 53 is capable of spherical contact with the partition seal member 22.
  • the second external gear 54 is serrated with the second internal gear 57 of the wheel hub axle 70 in a displaceable manner, and the second end 55 is capable of spherical contact with the end cap seal member 76. Be done.
  • the first internal teeth 56 formed on the drive output shaft 10 and the second internal teeth 57 formed on the wheel hub shaft 70 have a cylindrical shape that linearly extends in the axial direction the top and valley surfaces of the internal teeth.
  • the first external teeth 52 and the second external teeth 54 formed on the gear coupling shaft 50 make the top and bottom surfaces of the external teeth spherical.
  • a crowning shape is adopted in which the tooth thickness in the center part is made wider and the tooth thickness is made narrower toward both ends (see FIG. 3), and the inclination in all directions centered on the inclined center point D and the inclined center point E is absorbed.
  • the first end 53 and the second end 55 have a smooth spherical shape with the axial center position as the maximum projecting surface, and the displacement (stiffness) of the hub bearing 71 disposed between the inclined center point D and the inclined center point E It is configured to absorb the displacement occurring at the center point F. That is, the engagement between the first external gear 52 and the first internal gear 56 forms the output shaft side drive transmission fitting portion 58 between the gear coupling shaft 50 and the drive output shaft 10, and the second external gear 54 and the second external gear 54 The meshing of the internal gear portion 57 forms a hub shaft side drive transmission fitting portion 59 between the gear coupling shaft 50 and the wheel hub shaft 70 (see FIG. 3).
  • the gear coupling shaft 50 is mounted together with lubricating grease (not shown) in the coupling space whose entire circumference is sealed.
  • FIG. 2 shows a configuration in which the in-wheel motor unit for vehicle is divided into a drive unit body A, a displacement absorbing mechanism B and a wheel structure C
  • FIG. 3 shows an enlarged sectional view of the displacement absorbing mechanism and its periphery.
  • the detailed configuration of the wheel structure C will be described below based on FIGS. 1 to 3.
  • the wheel structure C is configured to include a wheel hub shaft 70, a hub bearing 71, an axle case 72, a brake disc 73, and a tire wheel 74.
  • the wheel hub shaft 70 is a rotating member connected to the drive output shaft 10 through the gear coupling shaft 50 and has an inner race function of the hub bearing 71.
  • a wheel bolt 75 for fixing the brake disc 73 and the tire wheel 74 together with a wheel nut (not shown) is fixed in advance to the flange portion 70 a of the wheel hub shaft 70.
  • the end cap seal member 76 in contact with the second end 55 of the gear coupling shaft 50 is fixed at the end position by the spring pin 77.
  • a tire not shown is mounted at the outer peripheral position of the tire wheel 74.
  • the hub bearing 71 is a bearing that supports the wheel hub shaft 70 with respect to the axle case 72, and is configured by arranging two rows of balls with a back-to-back contact angle.
  • the hub bearing 71 is a bearing in which the wheel hub shaft 70 is an inner race and the axle case 72 is an outer race. Therefore, carburizing and shot are performed on the ball rolling contact surface of the wheel hub shaft 70 and the axle case 72 Surface hardening treatment by peening etc. is applied.
  • the hub bearing 71 contains grease for lubrication.
  • the axle case 72 is a case member fixed to the unit case 1 and the output shaft side case 4 together by bolts 78 and has an outer race function of the hub bearing 71.
  • a wheel cylinder 79 is fixed to the axle case 72 as a brake component, and a brake caliper 81 supporting a pair of brake shoes 80 is integrally extended. Further, a splash guard 82 is fixed which covers the brake disc 73 and prevents the entry of mud water into the hub bearing 71. Further, by fixing the axle case 72 to the output shaft side cover 4, a closed space 90 having a liquid sealing property is formed between the drive unit main body A and the hub bearing 71, and the wheel speed is fixed to the closed space 90.
  • a breather 92 communicating with the outside air is connected to the closed space 90 (see FIG. 3).
  • FIG. 3 shows an enlarged cross-sectional view of the displacement absorbing mechanism and the periphery thereof.
  • FIG. 3 shows an enlarged cross-sectional view of the displacement absorbing mechanism and the periphery thereof.
  • an output shaft side cover 4 and an oil seal 5 (first partition seal member) are provided to separate them from each other, and the output shaft side cover 4 and the oil seal 5 1) It is an isolated structural member.
  • the output shaft side cover 4 is fixed to an end of the case member of the drive unit main body A on the drive output shaft 10 side.
  • the oil seal 5 is provided at the annular inner end of the output shaft side cover 4 and seals with the outer peripheral surface of the drive output shaft 10. That is, when the drive unit main body A is removed from the in-wheel motor unit, the drive unit main body A is an independent structure in a closed state (see FIG. 2).
  • the drive unit main body A includes a motor generator MG and a gear train GT, and the drive output shaft 10 is fixed to the pinion carrier 20 of the gear train GT, and the pinion carrier 20 is provided between the output shaft side cover 4 It is rotatably supported by the fourth bearing 14. As described above, by supporting the drive output shaft 10 rotatably with respect to the output shaft side cover 4 by the fourth bearing 14, the support strength of the drive output shaft 10 is secured even if the drive unit main body A is detached and made independent. Be done.
  • the hub bearing 71 is provided with a first bearing seal 83 and a second bearing seal 84 at both end positions.
  • a closed space 90 is disposed at a position between the output shaft side cover 4 and the oil seal 5 (first isolation structural member) and the first bearing seal 83. That is, the closed space 90 is set as an isolated space between the drive unit main body A and the hub bearing 71, and is set at a position adjacent to the first isolated structural member by the output shaft side cover 4 and the oil seal 5.
  • FIG. 3 shows an enlarged cross-sectional view of the displacement absorbing mechanism and the periphery thereof.
  • the detailed isolation configuration of the drive unit main body A and the displacement absorbing mechanism B will be described.
  • a second partition seal member 22 (second isolation structure member) for isolating the two is provided.
  • the second partition sealing member 22 is fixed to the inner surface position of the axial center opening of the drive output shaft 10 by an O-ring 26 in an oil tight seal. That is, when the drive unit main body A is removed from the in-wheel motor unit, the drive unit main body A is a closed structure and an independent structure (see FIG. 2).
  • the displacement absorbing mechanism B has a separately replaceable gear coupling shaft 50 by removing the spring pin 77 and the end cap seal member 76 and removing it from the coupling space.
  • the gear coupling shaft 50 is set to have the smallest strength with respect to torque input. That is, when broken due to a large torque input, the gear coupling shaft 50 is preferentially broken to protect other drive transmission mechanisms such as the gear train GT from breakage.
  • the first external teeth 52 (external teeth) and the second external teeth 54 (external teeth) of the gear coupling shaft 50 make the top and bottom surfaces of the external teeth spherical and crowning the tooth surfaces With a displacement absorbing structure. This is to absorb any displacement of the wheel hub shaft 70 in any of the parallel displacement, inclination displacement and axial displacement in the displacement absorbing mechanism B, and to prevent damage to the drive gear of the gear train GT. It is.
  • the meshing portion of the first external gear 52 and the first internal gear 56 in the output shaft drive transmission fitting portion 58 and the hub shaft drive transmission fitting 59 The meshing portion between the second external tooth portion 54 and the second internal tooth portion 57 is positively defined as a broken portion.
  • FIG. 3 shows an enlarged cross-sectional view of the displacement absorbing mechanism and the periphery thereof.
  • FIG. 3 shows an enlarged cross-sectional view of the displacement absorbing mechanism and the periphery thereof.
  • the setting detailed structure of a breather and an ABS sensor is demonstrated.
  • a space is formed between the drive unit body A and the hub bearing 71, and this space is a closed space having a liquid sealing property between the drive unit body A, the hub bearing 71, the displacement absorbing mechanism B, and the outside. It is 90.
  • the liquid sealability with the drive unit main body A using a lubricating oil as a lubricant is ensured by the oil seal 5.
  • the first bearing seal 83 secures the liquid sealing property with the hub bearing 71 using lubricating grease as a lubricant. Lubricating grease is enclosed in a bearing space surrounded by the first bearing seal 83 and the second bearing seal 84.
  • the liquid sealability with the displacement absorbing mechanism B using lubricating grease as a lubricant is secured by a grease seal 93 integrally bonded to the sensing target component 91 b of the ABS sensor 91.
  • the liquid sealability with the outside is ensured by an O-ring 25 interposed on the step fitting surface of the output shaft side cover 4 and the axle case 72.
  • a breather 92 Connected to the closed space 90 is a breather 92 having a flexible pipe structure communicating with the outside air.
  • the drive unit body A is provided with a unit breather 94 having a flexible pipe structure for communicating the unit body internal space with the outside air, and the outside air opening 94a of the unit breather 94 is used as a vehicle member 95 (cross member, side member, etc.) Is located in the interior space of Then, by connecting the breather 92 to an intermediate position of the unit breather 94, the open air opening of the breather 92 is shared with the open air opening 94 a of the unit breather 94.
  • an ABS sensor 91 for detecting a wheel speed is disposed in the closed space 90. That is, in the ABS sensor 91, the sensing component 91a is provided at the vehicle upper position of the axle case 72 so as to penetrate the closed space 90, and the sensing component 91b is press-fitted and fixed to the wheel hub shaft 70.
  • the sensing component 91b is provided with irregularities, grooves, magnetic bodies, and the like for generating a fluctuating wave of magnetic force at a position on the outer periphery where the sensing component 91a approaches.
  • a sensing component 91 a of an ABS sensor 91 (sensor) for detecting the wheel speed is provided on an axle case 72. Then, the sensing component 91 b of the ABS sensor 91 is press-fitted and fixed to the wheel hub shaft 70 (rotary component side) rotatably supported by the hub bearing 71.
  • the grease seal 93 (lubricant sealing seal) of the displacement absorbing mechanism B is integrally provided on the sensing component 91b of the ABS sensor 91.
  • the grease seal 93 has a lip seal structure made of an elastic material, and the tip end of the seal is in contact with the end face position of the drive output shaft 10 of the drive unit main body A.
  • the end face of the drive output shaft 10 has a step surface with the inner side projecting toward the sensed component 91b and the outer side spaced from the sensed component 91b, and the seal tip of the grease seal 93 is in contact with the stepped surface portion. I am getting in touch.
  • the actions of the in-wheel motor unit for the vehicle of the first embodiment can be compared with [displacement absorbing action by the displacement absorbing mechanism], [isolating action of the drive unit main body and the hub bearing], [isolating action of the driving unit body and the displacement absorbing mechanism], [Strength setting action of displacement absorbing mechanism], [Closed space setting action], [Bleezer setting action], [ABS sensor hub side setting action], [ABS sensor closed space setting action] will be described separately.
  • this axial displacement can be output shaft side drive transmission fitting portion 58 and hub It can be absorbed by the sliding action of at least one of the shaft-side drive transmission fitting portions 59.
  • the axial displacement of the wheel hub shaft 70 does not affect the drive output shaft 10 to displace it.
  • the wheel hub shaft 70 is configured by arranging the displacement center point F of the displacement absorbing mechanism B (the ball center position of the two rows of the hub bearing 71) at a position between the inclination center points D and E. Even if any displacement of parallel displacement, inclination displacement, and axial displacement occurs, the output shaft side drive transmission fitting portion 58 and the hub shaft side drive transmission fitting portion 59 can reliably absorb these displacements. . That is, the displacement of the wheel hub shaft 70 does not extend to the drive output shaft 10 to displace it in the corresponding direction.
  • the in-wheel motor unit for a vehicle can prevent the displacement of the wheel hub shaft 70 from being transmitted from the drive output shaft 10 to the gear train GT and the motor generator MG by the displacement absorbing mechanism B. As a result, none of the problems (1) to (4) are caused.
  • the drive unit main body A and the hub bearing 71 are separated by the first separation structure member (the output shaft side cover 4 and the oil seal 5).
  • the first separation structure member the output shaft side cover 4 and the oil seal 5.
  • the broken powder of the hub bearing 71 adheres to the gear to accelerate the wear of the drive gear tooth surface or adheres to the motor generator MG, thereby reducing the motor output or adhering to the sensor portion False detection etc. due to
  • the drive unit main body A can be made into a closed independent unit structure in a state where the damaged parts are removed, partial parts replacement is easy. Therefore, when some parts (drive unit body A or hub bearing 71) are damaged in the use process of drive unit body A, large-scale disassembly becomes unnecessary, so in the market (dealer, maintenance factory, etc.) Parts can be replaced / repaired, ensuring reliability and reducing repair costs. In addition, foreign objects can be prevented from entering the drive unit main body A at the time of repair / assembly, and reliability after repair / assembly can be secured. Further, since the internal parts can be prevented from being exposed, it is possible to prevent the trouble in the operation due to the contact with the electric parts.
  • the gear train GT is oil lubricated and the hub bearing 71 is grease lubricated.
  • the operation confirmation test of the drive unit main body A becomes possible regardless of whether the hub bearing 71 or the displacement absorbing mechanism B is assembled. That is, the confirmation test is possible regardless of the restriction of the assembly process.
  • Example 1 the structure which isolate
  • the drive unit main body A motor generator MG, gear train GT, etc.
  • the displacement absorbing mechanism B are separated, when any one breaks, the wear powder or broken pieces of the damaged parts are the partition sealing members.
  • the broken powder of the displacement absorbing mechanism B adheres to the gear to accelerate the wear of the drive gear tooth surface or adheres to the motor generator MG to reduce the motor output or to the sensor portion. False detection or the like due to adhesion is prevented.
  • the drive unit main body A can be made into a closed independent unit structure in a state where the damaged parts are removed, partial parts replacement is easy. Therefore, when some parts (drive unit body A or hub bearing 71) are damaged in the use process of drive unit body A, large-scale disassembly becomes unnecessary, so in the market (dealer, maintenance factory, etc.) Parts can be replaced / repaired, ensuring reliability and reducing repair costs. In addition, foreign objects can be prevented from entering the drive unit main body A at the time of repair / assembly, and reliability after repair / assembly can be secured. Further, since the internal parts can be prevented from being exposed, it is possible to prevent the trouble in the operation due to the contact with the electric parts.
  • the gear train GT is an oil lubrication system
  • the displacement absorbing mechanism B is a grease lubrication system
  • the displacement absorbing mechanism B can be easily disposed or separated at a position separated from the drive unit main body A (motor generator MG, gear train GT, electronic component etc.), in which case the displacement absorbing mechanism B is broken. It is possible to prevent the wear powder or broken pieces of the damaged parts from reaching the motor generator MG, the gear train GT, etc., and preventing the chain of damage from occurring. Therefore, when applied together with the isolation structure of the drive unit main body A and the displacement absorbing mechanism B, even if an excessive input is applied, displacement is reliably made without causing a damage chain to the drive unit main body A. It is possible to break the absorption mechanism B alone. As a result, it is possible to further secure the safety as a drive device or a vehicle.
  • the damage site is limited, even after the damage is repaired, it can be repaired by partial repair, and the repair cost can be reduced. This effect is further improved by making the gear coupling shaft 50 of the displacement absorbing mechanism B independently replaceable with respect to the drive unit main body A.
  • the displacement absorbing mechanism B can be prioritized and confirmed also at the time of inspection, it is possible to find a symptom of a failure, and thus the reliability is improved.
  • the space formed between the drive unit body A and the hub bearing 71 is a closed space 90.
  • a closed space 90 formed between the drive unit body A and the hub bearing 71 exerts an isolation space function to isolate the drive unit body A and the hub bearing 71, and either the hub bearing 71 or the drive unit body A is damaged. When done, the chain of damage is prevented.
  • the closed space 90 has a liquid-sealing property with the outside, thereby preventing the entry of muddy water from the outside which causes the seals provided inside to be damaged. Therefore, it is possible to prevent seal damage due to muddy water adhesion to the oil seal 5 for sealing the drive output shaft 10 of the drive unit main body A, the first bearing seal 83 and the like.
  • the breather 92 (the communication portion with the outside air) is connected to the closed space 90 between the drive unit main body A and the hub bearing 71.
  • the breather opening is disposed in the vehicle body in which the entry of water and mud is guarded. Therefore, by providing the breather 92 (communication part with the outside air), functional failure (leakage) of the oil seal 5 provided on the drive output shaft 10 and the first bearing seal 83 of the hub bearing 71 can be prevented.
  • a configuration is adopted in which the outside air opening of the breather 92 (the communication part with the outside air) is shared with the outside air opening 94 a of the unit breather 94 (the communication part with the outside air).
  • the breather mechanism components are reduced as compared with the structure in which the open air opening is independently provided, and the cost is reduced. It is possible to reduce the weight.
  • the sensing component 91b of the ABS sensor 91 is press-fitted and fixed not to the drive output shaft 10 but to the wheel hub shaft 70 which is a rotating component supported by the hub bearing 71. . Therefore, there is no need to improve the strength of the drive unit main body A side (support bearing etc.) so as not to be damaged by the press-in reaction force when performing press-fitting for fixing parts. Costing is possible. This is because the hub bearing 71 has a function of supporting the weight of the vehicle body and generally has sufficient strength, so that it is not necessary to take measures to improve the strength according to the press-in reaction force. Further, in the case where the failure of the drive transmission path is detected by the ABS sensor 91, the ABS sensor 91 can be installed on the side of the hub bearing 71 which is the end of the drive transmission path. As a result, the reliability of the drive system is improved.
  • the sensing target component 91 b of the ABS sensor 91 and the grease seal 93 which is a lubricant sealing seal of the displacement absorbing mechanism B are integrated. Therefore, it becomes possible to supply components in an assembled state in which the grease seal 93 is assembled on the hub bearing 71 side, so that it is possible to improve the component transportation efficiency and prevent damage to the sensing component 91b of the ABS sensor 91. Become. Further, by integrating the sealing function into the sensed part 91b, it is possible to miniaturize, reduce the weight, and reduce the cost of the part. Furthermore, since the fixing portion can be provided only at one place, it is easy to arrange in a limited space. Therefore, the in-wheel motor unit can be miniaturized.
  • the assembling workability can be improved, the working time can be shortened. Furthermore, since the sensing part 91b of the ABS sensor 91 and the grease seal 93 can be assembled in one attachment process, the assembly process can be made more efficient / time-shortened. In addition, since the grease seal 93 of the displacement absorbing mechanism B can be replaced together with the replacement of the hub bearing 71 during hub bearing replacement maintenance in the market, it is possible to easily improve the reliability and improve the maintainability and maintenance work time. Can be shortened.
  • ABS sensor [Closed space setting action of ABS sensor] For example, when the ABS sensor can not be installed in an independent space, functional loss of the ABS sensor may occur due to the wear powder or the like generated from the hub bearing or the drive unit main body adhering to the ABS sensor.
  • the configuration in which the ABS sensor 91 is disposed in the independent closed space 90 is adopted. Therefore, the installation locations of the drive unit body A (motor generator MG, gear train GT, etc.), the displacement absorbing mechanism B, and the ABS sensor 91 are isolated. Therefore, when the drive transmission portion (gear train GT / displacement absorbing mechanism B) is broken, the wear powder or broken pieces of the broken parts reach the ABS sensor 91 through the communication portion, and the performance / function of the ABS sensor 91 It is possible to prevent loss.
  • the loss of performance / function of the ABS sensor 91 refers to, for example, erroneous detection or the like due to the broken powder of the displacement absorbing mechanism B adhering to the detection portion of the ABS sensor 91.
  • the detection reliability can be obtained when the ABS sensor 91 is used for detection of breakage / breakage of the drive transmission unit. I can secure the sex.
  • the configuration in which the sensing component 91a is installed at the upper position of the vehicle is adopted. Therefore, if the lubricating oil of the drive unit body A or the like flows out to the closed space 90 where the ABS sensor 91 is installed, the sensing component 91a is installed at the upper position of the vehicle.
  • the adhesion can be prevented to a minimum, and the function deterioration / deterioration of the ABS sensor 91 can be prevented. Further, since the adhesion of lubricating oil to the sensing part 91a of the ABS sensor 91 can be minimized, it is possible to prevent the material strength reduction / damage of the sensing part 91a.
  • a first isolation structural member (output shaft side cover 4 and oil seal 5) for separating the drive unit main body A and the hub bearing 71 is provided (FIG. 3).
  • the drive unit body A is provided with the first isolation structure members (the output shaft side cover 4 and the oil seal 5) on the drive unit body A side and the drive unit body A is removed from the in-wheel motor unit.
  • the closed state was an independent structure (FIG. 3). Because of this, in addition to the effect of (1), -Ensuring reliability in parts replacement / repair and reducing repair costs-Ensuring reliability after repair / assembly-Preventing troubles in work due to contact with electric parts-Drive unit body An optimum lubrication system can be applied to each of A and the hub bearing 71, and an effect that a confirmation test can be performed regardless of the restriction of the assembly process is obtained.
  • the first isolation structure member is provided on the output shaft side cover 4 fixed to the end on the drive output shaft 10 side of the case member of the drive unit main body A, and the output shaft side cover 4
  • the first partition seal member (oil seal 5) is configured to seal with the outer peripheral surface of the drive output shaft 10 (FIG. 3).
  • the drive unit body A includes a motor (motor generator MG) and a gear train GT.
  • the drive output shaft 10 is fixed to a pinion carrier 20 of the gear train GT,
  • the pinion carrier 20 was rotatably supported by a bearing (fourth bearing 14) provided between the pinion carrier 20 and the output shaft side cover 4 (FIG. 3).
  • the hub bearing 71 is provided with a first bearing seal 83 and a second bearing seal 84 at both end positions, A closed space 90 is disposed at a position between the first isolation structural member (the output shaft side cover 4 and the oil seal 5) and the first bearing seal 83 (FIG. 3). Therefore, in addition to the effects of (1) to (4), the hub bearing 71 and the drive unit main body are provided by the double isolation configuration of the first isolation structural member (the output shaft side cover 4 and the oil seal 5) and the closed space 90. When any of A is broken, the chain of breakage can be reliably prevented.
  • a second separating structure member (second partition sealing member 22) for separating the drive unit main body A and the displacement absorbing mechanism B is provided (FIG. 3). Therefore, in addition to the effects of (1) to (5), when either the displacement absorbing mechanism B or the drive unit main body A is broken, the chain of breakage can be prevented.
  • the displacement absorbing mechanism B has the independently replaceable gear coupling shaft 50,
  • the external teeth of the gear coupling shaft 50 make the top and bottom surfaces of the external teeth spherical, and provide crowning on the teeth. It has a structure (FIG. 3). For this reason, in addition to the effect of (7), the gear coupling shaft 50 can be reliably broken alone, and the parts replacement / repairing operation is easily performed after the gear coupling shaft 50 is broken. be able to.
  • the second isolation structure member is configured by the second partition seal member 22 which is fixed to the inner surface position of the axial center opening of the drive output shaft 10 and isolates the drive unit main body A and the displacement absorbing mechanism B. It was done ( Figure 3). Therefore, in addition to the effects of (6) to (8), the drive unit main body A and the displacement absorbing mechanism B can be provided only by fixing the second partition seal member 22 at the inner surface position of the axial center opening of the drive output shaft 10. It can be isolated.
  • the drive unit body A is provided with a unit breather 94 for communicating the unit body internal space with the outside air,
  • the outdoor air opening of the breather 92 was shared with the outdoor air opening 94a of the unit breather 94 (FIG. 3). For this reason, in addition to the effect of (11), cost reduction and weight reduction can be achieved by sharing the breather functional components with respect to the structure in which the breather 92 and the unit breather 94 are independently provided with the outside air opening.
  • a sensing component 91a of a sensor (ABS sensor 91) for detecting a wheel speed is provided on the case member (axle case 72),
  • the sensing component 91b of the sensor (ABS sensor 91) was press-fitted and fixed on the side of the rotating component (wheel hub shaft 70) rotatably supported by the hub bearing 71 (FIG. 3). Therefore, in addition to the effects of (1) to (12), when installing the sensor (ABS sensor 91) for detecting the wheel speed, the drive unit main body A can be reduced in size, weight and cost. .
  • the lubricant sealing seal (grease seal 93) of the displacement absorbing mechanism B is integrated with the sensing component 91b of the sensor (ABS sensor 91) (FIG. 3). For this reason, in addition to the effect of (13), by integrating the sealing function into the sensed part 91b, it is possible to reduce the size, weight and cost of the part, as well as assembling workability and maintenance workability. It can improve.
  • the lubricant seal seal (grease seal 93) has a lip seal structure made of an elastic material, and the seal tip is brought into contact with the drive output shaft 10 of the drive unit main body A (FIG. 3). Therefore, in addition to the effect of (14), the lubricant sealing function can be maintained while the lubricant sealing seal (grease seal 93) has a simple lip sealing structure. This is because there is no relative rotation between the rotating part (the wheel hub shaft 70) to which the sensed part 91b is press-fitted and fixed and the drive output shaft 10 of the drive unit body A, the lubricant sealing seal (grease seal) 93) because no wear occurs.
  • the sensing component 91b of the sensor (ABS sensor 91) is press-fitted and fixed to the wheel hub shaft 70 rotatably supported by the hub bearing 71 (FIG. 3). For this reason, in addition to the effects of (13) to (15), the sensing target component 91b is press-fixed to the wheel hub shaft 70 by press-fitting to the wheel hub shaft 70 having sufficient supporting strength. In this case, it is not necessary to take measures to improve the strength according to the press-in reaction force.
  • a closed space 90 is formed between the drive unit body A and the hub bearing 71, A sensor (ABS sensor 91) for detecting a wheel speed is disposed in the closed space 90 (FIG. 3). For this reason, in addition to the effects of (13) to (16), by arranging the sensor (ABS sensor 91) in the isolated closed space 90, the influence generated outside the closed space 90 is eliminated, and the sensor (ABS (ABS) It is possible to prevent the detection performance and the detection function of the sensor 91) from being degraded.
  • the sensing component 91a of the sensor (ABS sensor 91) is disposed at the vehicle upper position of the closed space 90 (FIG. 3). Therefore, in addition to the effect of (17), even if the lubricating oil flows into the closed space 90, it is possible to minimize the adhesion of the lubricating oil to the sensing component 91a of the sensor (ABS sensor 91).
  • Example 1 As mentioned above, although the in-wheel motor unit for vehicles of this invention was demonstrated based on Example 1, about a specific structure, it is not restricted to this Example 1, The invention which concerns on each claim of a claim Changes and additions to the design are permitted without departing from the scope of the invention.
  • Example 1 the example which uses the output-shaft side cover 4 and the oil seal 5 was shown as a 1st isolation structural member.
  • first isolation structural member a structural member other than the first embodiment may be used as long as it is a structural member that isolates the drive unit main body A and the hub bearing 71.
  • Example 1 the example which uses the 2nd partition seal member 22 fixed to the inner surface position of the axial center hole of the drive output shaft 10 was shown as a 2nd isolation structural member.
  • the second isolation structural member as long as it is a structural member that isolates the drive unit main body A and the displacement absorbing mechanism B, a structural member other than the first embodiment may be used.
  • an example of the ABS sensor 91 used for brake ABS control is shown as a sensor for detecting the wheel speed.
  • a wheel speed sensor may be used not only for brake ABS control but also for left and right driving power difference control of an in-wheel motor vehicle. It may be a wheel speed sensor (ABS sensor) that provides wheel speed information for both left and right driving power difference control.
  • the wheel hub shaft 70 is used as a rotating part for press-fitting and fixing the sensing part 91b of the ABS sensor 91 .
  • a rotating part for press-fitting and fixing the sensed part of the sensor that detects the wheel speed it is not limited to the wheel hub shaft as long as it is a rotating part supported rotatably by a hub bearing.
  • the press-fit fixing position is also not limited to the inner surface position of the wheel hub shaft.
  • an example of the ABS sensor 91 used for brake ABS control is shown as a sensor for detecting the wheel speed.
  • a wheel speed sensor may be used not only for brake ABS control but also for left and right driving power difference control of an in-wheel motor vehicle. It may be a wheel speed sensor (ABS sensor) that provides wheel speed information for both left and right driving power difference control.
  • Example 1 the example which applies the in-wheel motor unit for vehicles of this invention to the right-and-left rear wheel of an electric vehicle was shown.
  • the in-wheel motor unit for vehicles of the present invention can be applied to the left and right front wheels of an electric vehicle, and can also be applied to all the wheels of the electric vehicle.

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  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Transportation (AREA)
  • Arrangement Or Mounting Of Propulsion Units For Vehicles (AREA)
  • Sealing Devices (AREA)
  • Motor Power Transmission Devices (AREA)

Abstract

La présente invention concerne une unité de moteur roue pour véhicule destinée à empêcher une chaîne de défaillance en cas de défaillance d'un roulement de moyeu ou d'une unité d'entraînement principale. Un arbre de sortie d'entraînement (10) provenant d'une unité d'entraînement principale (A) et un arbre de moyeu de roue (70) soutenu par rapport à un logement d'axe (72) par un roulement de moyeu (71) sont couplés par un mécanisme à absorption de déplacement (B). Cette unité de moteur roue pour véhicule est pourvue d'un premier élément de structure d'isolation, consistant en une protection latérale d'arbre de sortie (4) et d'un joint d'huile (5), qui isolent l'unité d'entraînement principale (A) et le roulement de moyeu (71).
PCT/JP2014/059261 2013-04-11 2014-03-28 Unité de moteur roue pour véhicule WO2014168032A1 (fr)

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Cited By (2)

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Publication number Priority date Publication date Assignee Title
WO2019091162A1 (fr) * 2017-11-09 2019-05-16 舍弗勒技术股份两合公司 Système d'entraînement de moyeu
US11708885B2 (en) 2020-04-16 2023-07-25 Toyota Jidosha Kabushiki Kaisha Drive device

Families Citing this family (1)

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JP6836974B2 (ja) * 2017-09-19 2021-03-03 Ntn株式会社 車輪速検出装置およびインホイールモータ駆動装置

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JPS62147123A (ja) * 1985-12-19 1987-07-01 Mitsubishi Electric Corp 車両の駆動電動機用継手
WO2002083446A1 (fr) * 2001-04-16 2002-10-24 Kabushiki Kaisha Bridgestone Procede pour fixer un moteur de type integre dans la roue et systeme de moteur de type integre dans la roue
JP2005329757A (ja) * 2004-05-18 2005-12-02 Toyota Motor Corp 電動輪
JP2006188153A (ja) * 2005-01-06 2006-07-20 Toyota Motor Corp インホイールモータ
JP2007045385A (ja) * 2005-07-13 2007-02-22 Kanzaki Kokyukoki Mfg Co Ltd ホイールモータ装置
WO2007083800A1 (fr) * 2006-01-23 2007-07-26 Kabushiki Kaisha Bridgestone Système de moteur-roue
JP2007238092A (ja) * 2007-03-28 2007-09-20 Ntn Corp インホイールモータ駆動装置
JP2010269665A (ja) * 2009-05-20 2010-12-02 Aisin Seiki Co Ltd 車輪支持装置
JP2013032139A (ja) * 2011-06-28 2013-02-14 Nissan Motor Co Ltd インホイールモータ
JP2013053642A (ja) * 2011-09-01 2013-03-21 Nissan Motor Co Ltd 車輪用軸受
WO2013047695A1 (fr) * 2011-09-28 2013-04-04 Ntn株式会社 Dispositif de palier pour roue doté d'un moteur intégré dans la roue
WO2014038290A1 (fr) * 2012-09-10 2014-03-13 日産自動車株式会社 Unité d'entraînement de moteur

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Publication number Priority date Publication date Assignee Title
JPS62147123A (ja) * 1985-12-19 1987-07-01 Mitsubishi Electric Corp 車両の駆動電動機用継手
WO2002083446A1 (fr) * 2001-04-16 2002-10-24 Kabushiki Kaisha Bridgestone Procede pour fixer un moteur de type integre dans la roue et systeme de moteur de type integre dans la roue
JP2005329757A (ja) * 2004-05-18 2005-12-02 Toyota Motor Corp 電動輪
JP2006188153A (ja) * 2005-01-06 2006-07-20 Toyota Motor Corp インホイールモータ
JP2007045385A (ja) * 2005-07-13 2007-02-22 Kanzaki Kokyukoki Mfg Co Ltd ホイールモータ装置
WO2007083800A1 (fr) * 2006-01-23 2007-07-26 Kabushiki Kaisha Bridgestone Système de moteur-roue
JP2007238092A (ja) * 2007-03-28 2007-09-20 Ntn Corp インホイールモータ駆動装置
JP2010269665A (ja) * 2009-05-20 2010-12-02 Aisin Seiki Co Ltd 車輪支持装置
JP2013032139A (ja) * 2011-06-28 2013-02-14 Nissan Motor Co Ltd インホイールモータ
JP2013053642A (ja) * 2011-09-01 2013-03-21 Nissan Motor Co Ltd 車輪用軸受
WO2013047695A1 (fr) * 2011-09-28 2013-04-04 Ntn株式会社 Dispositif de palier pour roue doté d'un moteur intégré dans la roue
WO2014038290A1 (fr) * 2012-09-10 2014-03-13 日産自動車株式会社 Unité d'entraînement de moteur

Cited By (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
WO2019091162A1 (fr) * 2017-11-09 2019-05-16 舍弗勒技术股份两合公司 Système d'entraînement de moyeu
US11708885B2 (en) 2020-04-16 2023-07-25 Toyota Jidosha Kabushiki Kaisha Drive device

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JP6011717B2 (ja) 2016-10-19

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