WO2015046087A1 - Dispositif d'entraînement à moteur dans la roue - Google Patents

Dispositif d'entraînement à moteur dans la roue Download PDF

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Publication number
WO2015046087A1
WO2015046087A1 PCT/JP2014/074932 JP2014074932W WO2015046087A1 WO 2015046087 A1 WO2015046087 A1 WO 2015046087A1 JP 2014074932 W JP2014074932 W JP 2014074932W WO 2015046087 A1 WO2015046087 A1 WO 2015046087A1
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WO
WIPO (PCT)
Prior art keywords
speed reducer
lubricating oil
input shaft
rotation
wheel
Prior art date
Application number
PCT/JP2014/074932
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English (en)
Japanese (ja)
Inventor
鈴木　稔
朋久 魚住
Original Assignee
Ntn株式会社
鈴木　稔
朋久 魚住
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Filing date
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Application filed by Ntn株式会社, 鈴木　稔, 朋久 魚住 filed Critical Ntn株式会社
Publication of WO2015046087A1 publication Critical patent/WO2015046087A1/fr

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    • 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
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H1/00—Toothed gearings for conveying rotary motion
    • F16H1/28—Toothed gearings for conveying rotary motion with gears having orbital motion
    • F16H1/32—Toothed gearings for conveying rotary motion with gears having orbital motion in which the central axis of the gearing lies inside the periphery of an orbital gear
    • 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
    • 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
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16C—SHAFTS; FLEXIBLE SHAFTS; ELEMENTS OR CRANKSHAFT MECHANISMS; ROTARY BODIES OTHER THAN GEARING ELEMENTS; BEARINGS
    • F16C33/00—Parts of bearings; Special methods for making bearings or parts thereof
    • F16C33/30—Parts of ball or roller bearings
    • F16C33/58—Raceways; Race rings
    • F16C33/62—Selection of substances
    • H—ELECTRICITY
    • H02—GENERATION; CONVERSION OR DISTRIBUTION OF ELECTRIC POWER
    • H02K—DYNAMO-ELECTRIC MACHINES
    • H02K7/00—Arrangements for handling mechanical energy structurally associated with dynamo-electric machines, e.g. structural association with mechanical driving motors or auxiliary dynamo-electric machines
    • H02K7/10—Structural association with clutches, brakes, gears, pulleys or mechanical starters
    • H02K7/116—Structural association with clutches, brakes, gears, pulleys or mechanical starters with gears
    • 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
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L2220/00—Electrical machine types; Structures or applications thereof
    • B60L2220/40—Electrical machine applications
    • B60L2220/44—Wheel Hub motors, i.e. integrated in the wheel hub
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L2220/00—Electrical machine types; Structures or applications thereof
    • B60L2220/50—Structural details of electrical machines
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L2270/00—Problem solutions or means not otherwise provided for
    • B60L2270/10—Emission reduction
    • B60L2270/14—Emission reduction of noise
    • B60L2270/145—Structure borne vibrations
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60Y—INDEXING SCHEME RELATING TO ASPECTS CROSS-CUTTING VEHICLE TECHNOLOGY
    • B60Y2306/00—Other features of vehicle sub-units
    • B60Y2306/03—Lubrication
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16C—SHAFTS; FLEXIBLE SHAFTS; ELEMENTS OR CRANKSHAFT MECHANISMS; ROTARY BODIES OTHER THAN GEARING ELEMENTS; BEARINGS
    • F16C19/00—Bearings with rolling contact, for exclusively rotary movement
    • F16C19/22—Bearings with rolling contact, for exclusively rotary movement with bearing rollers essentially of the same size in one or more circular rows, e.g. needle bearings
    • F16C19/44—Needle bearings
    • F16C19/46—Needle bearings with one row or needles
    • F16C19/466—Needle bearings with one row or needles comprising needle rollers and an outer ring, i.e. subunit without inner ring
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16C—SHAFTS; FLEXIBLE SHAFTS; ELEMENTS OR CRANKSHAFT MECHANISMS; ROTARY BODIES OTHER THAN GEARING ELEMENTS; BEARINGS
    • F16C2361/00—Apparatus or articles in engineering in general
    • F16C2361/61—Toothed gear systems, e.g. support of pinion shafts
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16C—SHAFTS; FLEXIBLE SHAFTS; ELEMENTS OR CRANKSHAFT MECHANISMS; ROTARY BODIES OTHER THAN GEARING ELEMENTS; BEARINGS
    • F16C33/00—Parts of bearings; Special methods for making bearings or parts thereof
    • F16C33/30—Parts of ball or roller bearings
    • F16C33/34—Rollers; Needles
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16C—SHAFTS; FLEXIBLE SHAFTS; ELEMENTS OR CRANKSHAFT MECHANISMS; ROTARY BODIES OTHER THAN GEARING ELEMENTS; BEARINGS
    • F16C33/00—Parts of bearings; Special methods for making bearings or parts thereof
    • F16C33/30—Parts of ball or roller bearings
    • F16C33/66—Special parts or details in view of lubrication
    • F16C33/6637—Special parts or details in view of lubrication with liquid lubricant
    • F16C33/6659—Details of supply of the liquid to the bearing, e.g. passages or nozzles
    • F16C33/6677—Details of supply of the liquid to the bearing, e.g. passages or nozzles from radial inside, e.g. via a passage through the shaft and/or inner ring
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H57/00—General details of gearing
    • F16H57/04—Features relating to lubrication or cooling or heating
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/60—Other road transportation technologies with climate change mitigation effect
    • Y02T10/64—Electric machine technologies in electromobility

Definitions

  • the present invention relates to an in-wheel motor drive device in which, for example, an output shaft of an electric motor and a wheel bearing are connected via a speed reducer.
  • a conventional in-wheel motor drive device has a structure disclosed in Patent Document 1, for example.
  • the in-wheel motor driving device 101 disclosed in Patent Document 1 includes a motor unit 103 that generates a driving force inside a casing 102 that is attached to a vehicle body via a suspension device (suspension);
  • the main part is composed of a wheel bearing portion 104 connected to the wheel and a speed reduction portion 105 that decelerates the rotation of the motor portion 103 and transmits it to the wheel bearing portion 104.
  • a low-torque, high-rotation type motor is employed for the motor unit 103 from the viewpoint of making the device compact.
  • the wheel bearing portion 104 requires a large torque to drive the wheel. Therefore, a cycloid reducer that is compact and can obtain a high reduction ratio is employed for the reduction unit 105.
  • the speed reducer 105 employing this cycloid speed reducer includes a speed reducer input shaft 106 having eccentric portions 106a and 106b, curved plates 107a and 107b disposed on the eccentric portions 106a and 106b of the speed reducer input shaft 106, and A plurality of outer pins 109 that engage with the outer peripheral surfaces of the curved plates 107a and 107b to cause the curved plates 107a and 107b to rotate, and needle roller bearings on the inner diameter surfaces of the through holes 115a and 115b of the curved plates 107a and 107b.
  • the main part is constituted by a plurality of inner pins 111 that are engaged through the transmission plate 114 and transmit the rotation of the curved plates 107 a and 107 b to the reduction gear output shaft 110.
  • the reduction gear input shaft 106 is rotatably supported by ball bearings 112a and 112b on the casing 102 and the reduction gear output shaft 110.
  • the curved plates 107a and 107b are rotatably supported by the eccentric portions 106a and 106b of the reduction gear input shaft 106 by ball bearings 108a and 108b.
  • Both ends of the plurality of outer pins 109 engaged with the outer peripheral surfaces of the curved plates 107a and 107b are rotatably supported by the casing 102 by needle roller bearings 113a and 113b.
  • the inner pin 111 held by the reduction gear output shaft 110 incorporates a needle roller bearing 114 of an outer ring and a needle roller and having no inner ring, and a curved plate is interposed via the needle roller bearing 114. 107a and 107b are in rolling contact.
  • the above-described conventional in-wheel motor drive device 101 needs to house the unit inside the wheel, needs to suppress the unsprung weight, and is further downsized to ensure a large cabin space. Is an essential requirement. Therefore, it is necessary to use a small motor unit 103, and high speed rotation of 15,000 min ⁇ 1 or more is required in order to obtain a necessary output from the small and low torque motor unit 103.
  • the harsh usage environment, the mechanical special characteristics of the cycloid reduction gear, and the characteristics of the in-wheel motor drive device 101 that becomes the unsprung weight are entangled, and the inner pin 111 incorporated in the reduction gear 105 is improved. I have left a point.
  • the present invention has been proposed in view of the above-mentioned improvements, and the object of the present invention is to drive an in-wheel motor that is durable, small and lightweight, and has good NVH (Noise Vibration Harshness) characteristics.
  • NVH Noise Vibration Harshness
  • the present invention has the following knowledge found about the inner pin incorporated in the speed reduction portion. Is based.
  • misalignment may occur in the inner pin held on the output shaft of the speed reducer and the needle roller bearing incorporated in the inner pin and in rolling contact with the curved plate.
  • a lubricating oil passage is formed inside the inner pin as a part of the lubricating mechanism provided in the speed reduction portion. Since the inner pin of such a speed reducing part receives a large load from the curved plate through the needle roller bearing, it is placed under a situation where a radial load or moment load is easily applied and an excessive stress is likely to occur. Turned out to be. Further, it has been found that in the speed reducing portion, vibration due to the swing of the curved plate, and sound and vibration due to the contact of the curved plate with the outer pin and the inner pin are generated.
  • the present invention comprises a casing for holding a motor part, a reduction part and a wheel bearing part, and the motor part rotationally drives a reduction gear input shaft having an eccentric part,
  • the speed reducer decelerates the rotation of the speed reducer input shaft and transmits it to the speed reducer output shaft, and the wheel bearing portion is connected to the speed reducer output shaft.
  • a shaft a revolving member that is rotatably held by an eccentric portion of the speed reducer input shaft, and performs a revolving motion around the rotation axis as the speed reducer input shaft rotates, and an outer peripheral portion of the revolving member
  • the outer pin that engages with the shaft and causes the rotation of the revolving member, and the motion conversion that converts the rotation of the revolving member into rotation about the rotation axis of the reducer input shaft and transmits it to the reducer output shaft Mechanism and reducer lubrication that supplies lubricant to the reducer
  • the motion conversion mechanism includes a structure in which an inner pin held by the output shaft of the speed reducer is inserted into a through hole formed in the revolution member and engaged with the revolution member via a roller bearing, The inner pin is subjected to carbonitriding and the amount of retained austenite in the surface layer portion is 20 to 35%.
  • the inner pin is subjected to carbonitriding and the amount of retained austenite in the surface layer portion is set to 20 to 35%, so that a radial load or a moment load is applied and an excessive stress is easily generated. Even if it exists, while being able to improve a rolling fatigue life, generation
  • the inner pin in the present invention has a lubricating oil passage for allowing the lubricating oil to flow therethrough and a hole for directly supplying oil to the rolling surface. If it does in this way, with the lubricating oil which distribute
  • the inner pin is subjected to carbonitriding and the amount of retained austenite in the surface layer portion is set to 20 to 35%, so that a radial load or a moment load is easily applied and an excessive stress is easily generated. Even underneath, the rolling fatigue life can be improved and the occurrence and development of cracks can be suppressed by retained austenite. As a result, it is possible to realize an in-wheel motor drive device that is small and lightweight and has good NVH characteristics while ensuring durability.
  • FIG. 2 is a cross-sectional view taken along the line OO in FIG. It is a principal part expanded sectional view which shows the deceleration part of FIG. It is sectional drawing which shows the needle roller bearing integrated in the inner pin of the deceleration part of FIG. It is explanatory drawing which shows the load which acts on the curve board of FIG.
  • FIG. 2 is a cross-sectional view taken along the line PP in FIG. 1.
  • FIG. 2 is a cross-sectional view taken along line QQ in FIG. 1.
  • FIG. 2 is a cross-sectional view taken along the line RR in FIG. 1.
  • Embodiments of the in-wheel motor drive device 21 according to the present invention will be described in detail below with reference to FIGS.
  • FIG. 10 is a plan view showing a schematic configuration of the electric vehicle 11 on which the in-wheel motor drive device 21 is mounted
  • FIG. 11 is a view of the electric vehicle 11 from the rear.
  • the electric vehicle 11 includes a chassis 12, a front wheel 13 as a steering wheel, a rear wheel 14 as a drive wheel, and an in-wheel motor drive device 21 that transmits driving force to the rear wheel 14.
  • the rear wheel 14 is accommodated in the wheel housing 12a of the chassis 12, and is fixed to the lower part of the chassis 12 via a suspension device (suspension) 12b.
  • the suspension device 12b supports the rear wheel 14 by a suspension arm extending left and right, and suppresses vibration of the chassis 12 by absorbing vibration received by the rear wheel 14 from the ground by a strut including a coil spring and a shock absorber. Furthermore, a stabilizer that suppresses the inclination of the vehicle body when turning, etc., is provided at the connecting portion of the left and right suspension arms.
  • the suspension device 12b is an independent suspension type in which left and right wheels can be moved up and down independently in order to improve followability to road surface unevenness and efficiently transmit the driving force of the driving wheels to the road surface.
  • the electric vehicle 11 is provided with the in-wheel motor drive device 21 that drives the left and right rear wheels 14 inside the wheel housing 12a, thereby eliminating the need to provide a motor, a drive shaft, a differential gear mechanism, and the like on the chassis 12. Therefore, there is an advantage that a wide cabin space can be secured and the rotation of the left and right rear wheels 14 can be controlled.
  • the in-wheel motor drive device 21 is required to be downsized in order to secure a large cabin space.
  • FIGS. 1 to 9 the in-wheel motor drive device 21 having the structure shown in FIGS. 1 to 9 is employed.
  • 1 is a cross-sectional view showing a schematic configuration of the in-wheel motor drive device 21
  • FIG. 2 is a cross-sectional view taken along the line OO in FIG. 1
  • FIG. 3 is an enlarged cross-sectional view showing a speed reduction portion in FIG. 1 is a cross-sectional view showing a needle roller bearing incorporated in the inner pin of the speed reduction portion of FIG. 1
  • FIG. 5 is an explanatory view showing a load acting on a curved plate
  • FIG. 8 is a sectional view taken along line RR in FIG. 1
  • FIG. 9 is a sectional view showing the rotary pump in FIG.
  • the in-wheel motor drive device 21 includes a motor unit A that generates a driving force, a deceleration unit B that decelerates and outputs the rotation of the motor unit A, and an output from the deceleration unit B as driving wheels. 14 (see FIG. 10 and FIG. 11), and the motor part A and the speed reduction part B are housed in the casing 22, and as shown in FIG. 10, the wheel housing 12a of the electric vehicle 11 is provided. Installed inside.
  • the motor part A includes a stator 23a fixed to the casing 22, a rotor 23b disposed at a position facing the inner side of the stator 23a with a radial gap, and an inner side of the rotor 23b that is connected and fixed to be integrated with the rotor 23b. It is a radial gap motor provided with a rotating motor rotating shaft 24a.
  • the motor rotation shaft 24a having a hollow structure is fitted and fixed to the inner diameter surface of the rotor 23b and integrally rotates, and one end in the axial direction (right side in FIG. 1) in the motor portion A is axially moved to the rolling bearing 36a.
  • the other end (left side in FIG. 1) is rotatably supported by a rolling bearing 36b.
  • the reduction gear input shaft 25 has a substantially central portion on the one side in the axial direction (right side in FIG. 1) at the rolling bearing 37a and an end on the other side in the axial direction (left side in FIG. 1) as the rolling bearing 37b. Therefore, it is rotatably supported with respect to the reduction gear output shaft 28.
  • One rolling bearing 37a is fitted to the inner diameter surface of the cylindrical portion 31d of the stabilizer 31b connected and fixed to the shaft end portion of the inner pin 31 fixed to the reduction gear output shaft 28.
  • the other rolling bearing 37 b is fitted to the inner diameter surface of the flange portion 28 a of the reduction gear output shaft 28.
  • the reduction gear input shaft 25 has eccentric portions 25a and 25b in the reduction portion B.
  • the two eccentric portions 25a and 25b are provided with a 180 ° phase shift in order to cancel the centrifugal force due to the eccentric motion.
  • the reduction gear input shaft 25 is rotatably supported with respect to the reduction gear output shaft 28 by rolling bearings 37a and 37b.
  • the motor rotating shaft 24 a and the speed reducer input shaft 25 are connected by serration fitting, and the driving force of the motor part A is transmitted to the speed reducing part B.
  • the serration fitting portion is configured to suppress the influence on the motor rotation shaft 24a even if the speed reducer input shaft 25 is inclined to some extent.
  • the deceleration portion B is held at a fixed position on the casing 22 and curved plates 26a and 26b as revolving members that are rotatably held by the eccentric portions 25a and 25b, and engages with the outer peripheral portions of the curved plates 26a and 26b.
  • a plurality of outer pins 27, a motion conversion mechanism for transmitting the rotational motion of the curved plates 26a, 26b to the reduction gear output shaft 28, and a counterweight 29 at a position adjacent to the eccentric portions 25a, 25b are provided.
  • the speed reduction part B is provided with a speed reduction part lubrication mechanism for supplying lubricating oil.
  • the reduction gear output shaft 28 has a flange portion 28a and a shaft portion 28b.
  • a plurality of inner pins 31 are fixed to the flange portion 28a at equal intervals on a circumference centered on the rotational axis of the reduction gear output shaft 28. Further, the shaft portion 28 b is fitted and connected to the hub wheel 32 and transmits the output of the speed reduction portion B to the wheel 14.
  • the curved plates 26 a and 26 b have a plurality of corrugations composed of trochoidal curves such as epitrochoids on the outer periphery, and through holes that penetrate from one end face to the other end face 30a and 30b.
  • a plurality of through holes 30a are provided at equal intervals on the circumference centering on the rotation axis of the curved plates 26a, 26b, and receive the inner pins 31.
  • the through hole 30b is provided at the center of the curved plates 26a and 26b and is fitted to the eccentric portions 25a and 25b.
  • the curved plates 26a and 26b are supported by the rolling bearing 41 so as to be rotatable with respect to the eccentric portions 25a and 25b.
  • the rolling bearing 41 is directly formed on the inner ring 42 having an inner raceway surface 42a on the outer diameter surface thereof and the inner diameter surface of the through holes 30b of the curved plates 26a and 26b.
  • the cylindrical roller bearing includes an outer raceway surface 43, a plurality of cylindrical rollers 44 disposed between the inner raceway surface 42 a and the outer raceway surface 43, and a cage 45 that holds the cylindrical rollers 44.
  • the inner ring 42 has flange portions 42b that protrude radially outward from both axial end portions of the inner raceway surface 42a.
  • the rolling bearing 41 is exemplified by the inner ring 42 formed separately.
  • the present invention is not limited to this, and the inner raceway surface is directly formed on the outer diameter surface of the eccentric portion 25a, similarly to the outer raceway surface 43. May be.
  • the outer pins 27 are provided at equal intervals on the circumference around the rotation axis of the speed reducer input shaft 25.
  • the outer pin 27 is rotatably held by an outer pin housing 60 via a needle roller bearing 27a, and the outer pin housing 60 is attached to the casing 22 (see FIG. 1) in a non-rotating state (not shown). .
  • the outer pin 27 may be directly held on the casing 22 via the needle roller bearing 27a.
  • the counterweight 29 is substantially fan-shaped and has a through hole that engages with the speed reducer input shaft 25.
  • the counterweights 29a and 25b The eccentric portions 25a and 25b are arranged 180 ° out of phase with each other at adjacent positions. As shown in FIG. 3, when the center point in the direction of the rotational axis between the two curved plates 26a and 26b is G, the distance between the central point G and the center of the curved plate 26a is the right side of the central point G.
  • L 1 , the sum of the masses of the curved plate 26 a, the rolling bearing 41, and the eccentric portion 25 a is m 1
  • the eccentric amount of the center of gravity of the curved plate 26 a from the rotational axis is ⁇ 1
  • the mass of the counterweight 29 is m 2
  • the eccentric amount of the center of gravity of the counterweight 29 from the rotational axis is ⁇ 2
  • L 1 ⁇ m 1 ⁇ ⁇ 1 L 2 ⁇ m 2 ⁇ ⁇ 2 It is a satisfying relationship.
  • a similar relationship is established between the curved plate 26 b on the left side of the center point G and the counterweight 29.
  • the inner pin 31 held by the speed reducer output shaft 28 is inserted into a through hole 30a provided in the curved plates 26a and 26b, and the curved plate 26a is inserted through a needle roller bearing 31a as a roller bearing. , 26b.
  • the needle roller bearing 31a is illustrated, but other roller bearings such as a cylindrical roller bearing may be used.
  • the through hole 30a is provided at a position corresponding to each of the plurality of inner pins 31, and the inner diameter dimension of the through hole 30a is larger than the outer diameter dimension of the inner pin 31 (the maximum outer diameter including the needle roller bearing 31a) by a predetermined dimension. Is set.
  • the inner pins 31 are provided at equal intervals on a circumference centered on the rotational axis of the speed reducer output shaft 28, and one axial end thereof is fixed to the speed reducer output shaft 28. Since the speed reducer output shaft 28 is arranged coaxially with the speed reducer input shaft 25, the rotational motion of the curved plates 26a and 26b is converted into rotational motion about the rotational axis of the speed reducer input shaft 25. This is transmitted to the reduction gear output shaft 28.
  • the needle roller bearing 31a incorporated in the inner pin 31 abuts against the inner wall surface of the through hole 30a of the curved plates 26a, 26b, thereby reducing the frictional resistance with the curved plates 26a, 26b.
  • the stabilizer 31b is provided in the axial direction other side edge part of the inner pin 31. As shown in FIG.
  • the stabilizer 31b includes an annular ring portion 31c and a cylindrical portion 31d extending in the axial direction from the inner diameter surface of the annular portion 31c.
  • the ends on the other axial side of the plurality of inner pins 31 are fixed to the annular portion 31c of the stabilizer 31b. Since the load applied to some of the inner pins 31 from the curved plates 26a, 26b is supported by all the inner pins 31 via the stabilizer 31b, the stress acting on the inner pins 31 is reduced and the durability is improved. be able to. In addition, since the one end portion in the axial direction of the inner pin 31 is held by the reduction gear output shaft 28 and the other end portion in the axial direction is held by the stabilizer 31b, the rigidity is improved. The moment load can be reduced.
  • the needle roller bearing 31a incorporated in the inner pin 31 engages with the inner wall surface of the through hole 30a (see FIG. 3) of the curved plates 26a and 26b, and the outer raceway surface on the inner diameter surface. 38a, an inner raceway surface 38c formed directly on the outer diameter surface of the inner pin 31, and a plurality of needle rollers 39 disposed between the inner raceway surface 38c and the outer raceway surface 38a. ing.
  • the plurality of needle rollers 39 are arranged in a so-called single row full roller state without a cage.
  • the two needle roller bearings 31a arranged side by side along the axial direction of the inner pin 31 have spacers 40a and 40b between the flange portion 28a of the reduction gear output shaft 28 and the annular portion 31c of the stabilizer 31b. By interposing, the axial position with respect to the inner pin 31 is regulated.
  • the roller bearing 31a as the roller bearing, the roller bearing itself incorporated in the inner pin 31 can be reduced in size, which contributes to the reduction in size and weight of the in-wheel motor drive device 21. Further, by adopting a type in which the needle roller bearing 31a does not have an inner ring, the needle roller bearing 31a itself can be further reduced in size, which is more suitable for downsizing and weight reduction of the in-wheel motor drive device 21.
  • Axis O 2 of the eccentric portion 25a is eccentric by the eccentricity e from the axis O of the reduction gear input shaft 25.
  • the outer periphery of the eccentric portion 25a is attached is curved plates 26a, the eccentric part 25a is so rotatably supports the curve plate 26a, the axial center O 2 is also the axis of the curved plate 26a.
  • the outer periphery of the curved plate 26a is formed by a corrugated curve, and has corrugated recesses 33 that are depressed in the radial direction at equal intervals in the circumferential direction.
  • a plurality of outer pins 27 that engage with the recesses 33 are arranged in the circumferential direction with the axis O as the center.
  • the curved plates 26a through hole 30a has a plurality circumferentially disposed about the axis O 2.
  • An inner pin 31 that is coupled to the reduction gear output shaft 28 that is disposed coaxially with the axis O is inserted through each through hole 30a. Since the inner diameter of the through-hole 30a is larger than the outer diameter of the inner pin 31, the inner pin 31 does not hinder the revolving motion of the curved plate 26a, and the inner pin 31 extracts the rotational motion of the curved plate 26a.
  • the reduction gear output shaft 28 is rotated.
  • the speed reducer output shaft 28 has a higher torque and a lower rotational speed than the speed reducer input shaft 25, and the curved plate 26a receives the load Fj from the plurality of inner pins 31 as indicated by arrows in FIG. .
  • a resultant force Fs of the plurality of loads Fi and Fj is applied to the reduction gear input shaft 25.
  • the direction of the resultant force Fs changes depending on geometrical conditions such as the waveform shape of the curved plate 26a, the number of the concave portions 33, and the centrifugal force. Specifically, the angle ⁇ between the reference line X perpendicular to the straight line Y connecting the rotation axis O 2 and the axis O and passing through the rotation axis O 2 and the resultant force Fs is approximately 30 ° to 60 °. Fluctuates.
  • the load directions and magnitudes of the plurality of loads Fi and Fj change during one rotation (360 °) of the speed reducer input shaft 25. As a result, the resultant force Fs acting on the speed reducer input shaft 25 is also reduced. Direction and size vary. Then, when the speed reducer input shaft 25 rotates once, the corrugated concave portion 33 of the curved plate 26a is decelerated and rotated clockwise by one pitch, resulting in the state of FIG. 5, and this is repeated.
  • the inner pin 31 is loaded with a radial load and a moment load whose load direction and magnitude vary. As a result, it was verified that the bearing temperature increased and the temperature difference between the inner raceway surface and the outer raceway surface was larger than expected. Therefore, in terms of the material and heat treatment of the inner pin 31, the inner pin 31 is made of bearing steel or carburized steel, and the inner pin 31 is subjected to carbonitriding, and nitrogen is diffused into the surface layer portion to stabilize the austenite. By improving (property of martensite transformation), 20 to 35% of retained austenite is retained after quenching.
  • the inner pin 31 has a lubricating oil passage 31f for allowing the lubricating oil to flow therethrough and has a hole 31g for directly supplying oil to the rolling surface (see FIG. 3).
  • the carbonitriding process and setting the amount of retained austenite in the surface layer portion to 20 to 35% it is possible to suppress the generation and propagation of cracks starting from the periphery of the lubricating oil passage 31f and the hole 31g. Note that if the amount of retained austenite in the surface layer portion of the inner pin 31 is less than 20%, the effect of suppressing the occurrence and development of cracks becomes insufficient, and if the amount of retained austenite is more than 35%, the hardness decreases. The rolling fatigue life becomes unsatisfactory.
  • the needle roller bearing 31a incorporated in the inner pin 31 also receives a large load from the curved plates 26a and 26b. For this reason, not only the inner pin 31 but also the needle roller bearing 31a is subjected to a situation where a radial load or a moment load is applied and an excessive stress is easily generated. Therefore, in terms of the material and heat treatment of the constituent members of the needle roller bearing 31a, the outer ring 38 is made of bearing steel or carburized steel, the needle roller 39 is used as bearing steel, and the outer ring 38 and the needle roller 39 are further formed. Carbonitriding is performed, and nitrogen is diffused in the surface layer portion to improve the stability of austenite, thereby retaining 20 to 35% of retained austenite after quenching.
  • the needle roller bearing 31a is subjected to carbonitriding and the amount of retained austenite in the surface layer portion is set to 20 to 35%, thereby improving the rolling fatigue life.
  • the retained austenite can suppress the generation and progress of cracks, improve the modified rated life (ISO281), and increase the life.
  • the needle roller bearing 31a having the same life can be reduced in size, and the durable small and light in-wheel motor drive device 21 can be realized.
  • the amount of retained austenite in the surface layer portion of the needle roller bearing 31a is less than 20%, the effect of suppressing the occurrence and development of cracks is insufficient, and if the amount of retained austenite is more than 35%, the hardness decreases. As a result, the rolling fatigue life cannot be satisfied.
  • the wheel bearing portion C includes a hub wheel 32 connected to the speed reducer output shaft 28 and a wheel bearing 33 that rotatably supports the hub wheel 32 with respect to the casing 22.
  • the hub wheel 32 has a cylindrical hollow portion 32a and a flange portion 32b.
  • the driving wheel 14 (see FIGS. 10 and 11) is connected and fixed to the flange portion 32b by a bolt 32c.
  • a spline is formed on the outer diameter surface of the shaft portion 28b of the reduction gear output shaft 28. The spline is fitted into a spline hole formed on the inner diameter surface of the hollow portion 32a of the hub wheel 32 so that torque can be transmitted. It is connected.
  • the wheel bearing 33 includes an inner bearing member 33 formed of a hub wheel 32 and an inner ring 33a fitted to a small-diameter step portion of the hub wheel 32, an outer bearing member 33b fitted and fixed to the inner diameter surface of the casing 22, and a hub.
  • a plurality of rolling elements disposed between the inner raceway surfaces 33f and 33g formed on the outer diameter surfaces of the ring 32 and the inner ring 33a and the outer raceway surfaces 33h and 33i formed on the inner diameter surface of the outer bearing member 33b.
  • This is a double-row angular contact ball bearing including a ball 33c, a retainer 33d that holds a gap between adjacent balls 33c, and a seal member 33e that seals both axial ends of the wheel bearing 33.
  • the speed reduction part lubrication mechanism supplies lubricating oil to the speed reduction part B, and includes a lubricating oil path 25c, lubricating oil supply ports 25d, 25e, and 25f, and a lubricating oil path 31e in the stabilizer 31b shown in FIGS.
  • the lubricating oil passage 31f in the inner pin 31, the lubricating oil discharge port 22b, the lubricating oil storage portion 22d, the lubricating oil passage 22e, the rotary pump 51, and the circulating oil passage 45 constitute the main part.
  • subjected in the deceleration part lubrication mechanism shows the direction through which lubricating oil flows.
  • the lubricating oil passage 25c extends along the axial direction inside the reduction gear input shaft 25.
  • the lubricating oil supply ports 25d and 25e extend from the lubricating oil passage 25c toward the outer diameter surface of the speed reducer input shaft 25, and the lubricating oil supply port 25f extends from the shaft end of the speed reducer input shaft 25 in the direction of the rotational axis. It extends toward the shaft end face.
  • At least one location of the casing 22 at the position of the speed reduction portion B is provided with a lubricating oil discharge port 22b for discharging the lubricating oil inside the speed reduction portion B.
  • a circulating oil passage 45 that connects the lubricating oil discharge port 22 b and the lubricating oil passage 25 c is provided inside the casing 22.
  • the lubricating oil discharged from the lubricating oil discharge port 22 b returns to the lubricating oil path 25 c via the circulating oil path 45.
  • the circulating oil passage 45 includes an axial oil passage 45a extending in the axial direction inside the casing 22, and one axial end portion of the axial oil passage 45a (on the right side in FIG. 1). ) And a radial oil passage 45c extending in the radial direction, and a radial oil passage 45b extending in the radial direction connected to the other axial end of the axial oil passage 45a (left side in FIG. 1).
  • the radial oil passage 45b supplies the lubricating oil pumped from the rotary pump 51 to the axial oil passage 45a, and supplies the lubricating oil from the axial oil passage 45a to the lubricating oil passage 25c via the radial oil passage 45c.
  • a rotary pump 51 is provided between the lubricating oil passage 22e connected to the lubricating oil reservoir 22d and the circulating oil passage 45, and the lubricating oil is forcibly circulated.
  • the rotary pump 51 includes an inner rotor 52 that rotates using the rotation of the speed reducer output shaft 28 (see FIG. 1), and an outer rotor 53 that rotates following the rotation of the inner rotor 52.
  • the cycloid pump includes a pump chamber 54, a suction port 55 that communicates with the lubricating oil passage 22e, and a discharge port 56 that communicates with the radial oil passage 45b of the circulation oil passage 45.
  • the inner rotor 52 has a tooth profile formed of a cycloid curve on the outer diameter surface. Specifically, the shape of the tooth tip portion 52a is an epicycloid curve, and the shape of the tooth gap portion 52b is a hypocycloid curve.
  • the inner rotor 52 is fitted to the outer diameter surface of the cylindrical portion 31d (see FIGS. 1 and 3) of the stabilizer 31b and rotates integrally with the inner pin 31 (reduction gear output shaft 28).
  • the outer rotor 53 has a tooth profile constituted by a cycloid curve on the inner diameter surface. Specifically, the shape of the tooth tip portion 53a is a hypocycloid curve, and the shape of the tooth gap portion 53b is an epicycloid curve.
  • the outer rotor 53 is rotatably supported by the casing 22.
  • the inner rotor 52 is rotated about the rotation center c 1.
  • the outer rotor 53 rotates around a rotation center c 2 different from the rotation center c 1 of the inner rotor 52.
  • the number of teeth of the inner rotor 52 is n
  • a plurality of pump chambers 54 are provided in the space between the inner rotor 52 and the outer rotor 53.
  • the outer rotor 53 rotates in a driven manner.
  • the volume of the pump chamber 54 changes continuously.
  • the lubricating oil flowing in from the suction port 55 is pumped from the discharge port 56 to the radial oil passage 45b.
  • the inner rotor 52 is provided with a stepped portion 52 c.
  • the stepped portion 52 c has an outer diameter surface (guide surface) that abuts against the inner diameter surface of the casing 22, and prevents the inner rotor 52 from being inclined by a radial load from the wheel 14.
  • a lubricating oil storage part 22d for temporarily storing the lubricating oil is provided.
  • the lubricating oil that cannot be pumped by the rotary pump 51 can be temporarily stored in the lubricating oil storage portion 22d.
  • an increase in torque loss of the deceleration unit B can be prevented.
  • the lubricating oil stored in the lubricating oil reservoir 22d can be returned to the lubricating oil passage 25c even if the amount of lubricating oil reaching the lubricating oil discharge port 22b decreases.
  • the lubricating oil can be stably supplied to the deceleration unit B.
  • the lubricating oil inside the deceleration part B moves outside by gravity in addition to the centrifugal force. Therefore, it is desirable to attach to the electric vehicle 11 so that the lubricating oil reservoir 22d is positioned below the in-wheel motor drive device 21.
  • the flow of the lubricating oil in the deceleration portion B having the above-described configuration will be described.
  • the lubricating oil flowing through the lubricating oil passage 25c flows out from the lubricating oil supply ports 25d, 25e, and 25f to the speed reducing unit B due to the centrifugal force and pressure accompanying the rotation of the speed reducer input shaft 25.
  • the lubricating oil flows to the rolling bearings in the deceleration portion B as follows.
  • Lubricating oil flowing out from the lubricating oil supply ports 25e and 25f is supplied to rolling bearings (deep groove ball bearings) 37a and 37b that support the reduction gear input shaft 25 by the action of centrifugal force. Further, the lubricating oil flowing out from the lubricating oil supply port 25e is led to the lubricating oil passage 31e in the stabilizer 31b and reaches the lubricating oil passage 31f in the inner pin 31, and from this lubricating oil passage 31f to the needle roller bearing 31a. Supplied.
  • the lubricating oil is a needle roller bearing that supports the outer pin 27 and the contact portion between the curved plates 26a and 26b and the inner pin 31, the contact portion between the curved plates 26a and 26b and the outer pin 27, and the outer pin 27 by centrifugal force. 27a, and moves to the outside in the radial direction while lubricating the rolling bearing 46 and the like that support the reduction gear output shaft 28 (stabilizer 31b).
  • the lubricating oil flowing out from the lubricating oil supply port 25d is supplied into the bearing from a supply hole 42c (see FIG. 3) provided in the inner ring 42 of the rolling bearing (cylindrical roller bearing) 41 that supports the curved plates 26a and 26b.
  • the cylindrical roller 44, the inner raceway surface 42a, and the outer raceway surface 43 are lubricated.
  • the lubricating oil is brought into contact with the curved plates 26a and 26b and the inner pin 31 and the curved plates 26a and 26b and the outer pin 27 by centrifugal force. It moves radially outward while lubricating the abutting part and the like.
  • Each rolling bearing in the speed reduction part B is lubricated by the flow of the lubricating oil as described above.
  • the lubricating oil that has reached the inner wall surface of the casing 22 is discharged from the lubricating oil discharge port 22b and stored in the lubricating oil storage portion 22d.
  • the lubricating oil stored in the lubricating oil reservoir 22d is supplied from the suction port 55 to the rotary pump 51 through the lubricating oil passage 22e, and is pumped from the discharge port 56 to the circulating oil passage 45.
  • the lubricating oil returns from the radial oil passage 45b of the circulating oil passage 45 to the lubricating oil passage 25c via the axial oil passage 45a and the radial oil passage 45c.
  • Part of the lubricating oil flowing through the circulating oil passage 45 lubricates the rolling bearing 36a from between the casing 22 and the motor rotating shaft 24a.
  • the rolling bearing 36 b is lubricated by lubricating oil from between the stepped portion 52 c of the rotary pump 51 and the casing 22.
  • the amount of lubricating oil discharged from the lubricating oil discharge port 22b increases in proportion to the rotational speed of the speed reducer input shaft 25.
  • the discharge amount of the rotary pump 51 increases in proportion to the rotational speed of the speed reducer output shaft 28.
  • the amount of lubricating oil supplied from the lubricating oil discharge port 22 b to the speed reduction unit B increases in proportion to the discharge amount of the rotary pump 51. That is, since both the supply amount and the discharge amount of the lubricating oil to the speed reduction unit B change depending on the rotational speed of the in-wheel motor drive device 21, the lubricating oil can be circulated smoothly and constantly.
  • the motor unit A receives, for example, an electromagnetic force generated by supplying an alternating current to the coil of the stator 23a, and the rotor 23b made of a permanent magnet or a magnetic material rotates.
  • the reduction gear input shaft 25 connected to the motor rotation shaft 24a rotates
  • the curved plates 26a and 26b revolve around the rotation axis of the reduction gear input shaft 25.
  • the outer pin 27 engages with the curved waveform of the curved plates 26 a and 26 b to rotate the curved plates 26 a and 26 b in the direction opposite to the rotation of the speed reducer input shaft 25.
  • the inner pin 31 inserted through the through hole 30a comes into contact with the inner wall surface of the through hole 30a as the curved plates 26a and 26b rotate.
  • the revolving motion of the curved plates 26 a and 26 b is not transmitted to the inner pin 31, and only the rotational motion of the curved plates 26 a and 26 b is transmitted to the wheel bearing portion C via the reduction gear output shaft 28.
  • the rotation of the speed reducer input shaft 25 is decelerated by the speed reducer B and is transmitted to the speed reducer output shaft 28, it is necessary for the drive wheel 14 even when the low torque, high speed motor part A is adopted. It is possible to transmit an appropriate torque.
  • the reduction ratio of the reduction part B is calculated as (Z A ⁇ Z B ) / Z B where Z A is the number of outer pins 27 and Z B is the number of waveforms of the curved plates 26a and 26b.
  • a very large reduction ratio of 1/11 can be obtained.
  • the in-wheel motor drive device 21 having a compact and high speed reduction ratio can be obtained.
  • the outer roller 27 and the inner pin 31 are provided with the needle roller bearings 27a and 31a (see FIG. 3), the frictional resistance between the curved plates 26a and 26b is reduced. Efficiency is improved.
  • the lubricating oil supply port 25d is provided in the eccentric portions 25a and 25b and the lubricating oil supply ports 25e and 25f are provided in the middle position and the shaft end of the speed reducer input shaft 25 is shown. Without limitation, it can be provided at any position of the speed reducer input shaft 25. However, from the viewpoint of stably supplying lubricating oil to the rolling bearings 41, 37a, and 37b, the lubricating oil supply port 25d is connected to the eccentric portions 25a and 25b, and the lubricating oil supply ports 25e and 25f are connected to the speed reducer input shaft 25. It is desirable to provide in the middle position and shaft end.
  • the rotary pump 51 can also be driven using the rotation of the speed reducer input shaft 25.
  • the rotational speed of the speed reducer input shaft 25 is larger than the speed reducer output shaft 28 (11 times in this embodiment)
  • the durability of the rotary pump 51 may be reduced.
  • a sufficient discharge amount can be ensured even when connected to the decelerator output shaft 28 that has been decelerated.
  • the rotary pump 51 is preferably driven by utilizing the rotation of the speed reducer output shaft 28.
  • the rotary pump 51 Although the example of the cycloid pump was shown as the rotary pump 51, not only this but the rotary pump driven using the rotation of the reduction gear output shaft 28 is employable. Furthermore, the rotary pump 51 may be omitted, and the lubricating oil may be circulated only by centrifugal force.
  • the example in which two curved plates 26a and 26b of the deceleration unit B are provided with a 180 ° phase shift is shown, but the number of curved plates can be arbitrarily set. For example, when three curved plates are provided, , And 120 ° out of phase.
  • the motion conversion mechanism has shown the example comprised by the inner pin 31 fixed to the reduction gear output shaft 28, and the through-hole 30a provided in the curve board 26a, 26b, it is not restricted to this,
  • the reduction part It is possible to adopt an arbitrary configuration that can transmit the rotation of B to the hub wheel 32.
  • it may be a motion conversion mechanism constituted by an inner pin fixed to the curved plates 26a and 26b and a hole formed in the reduction gear output shaft 28.
  • a brake can be added to the configuration of this embodiment.
  • the casing 22 is extended in the axial direction to form a space on the right side of the rotor 23 b in the drawing, a rotating member that rotates integrally with the rotor 23 b, and the casing 22 is not rotatable and axially
  • a parking brake which arrange
  • interposes the flange formed in a part of rotary member which rotates integrally with the rotor 23b, and the friction plate installed in the casing 22 side with the cylinder installed in the casing 22 side may be sufficient.
  • a drum brake can be used in which a drum is formed on a part of the rotating member, a brake shoe is fixed to the casing 22 side, and the rotating member is locked by friction engagement and self-engagement.
  • a radial gap motor is adopted as the motor part A, but the present invention is not limited to this, and a motor having an arbitrary configuration can be applied.
  • it may be an axial gap motor including a stator fixed to the casing and a rotor disposed at a position facing the stator with an axial gap inside the stator.
  • the electric vehicle 11 shown in FIG. 10 and FIG. 11 shows an example in which the rear wheel 14 is a drive wheel
  • the present invention is not limited to this, and the front wheel 13 may be a drive wheel and is a four-wheel drive vehicle. May be.
  • “electric vehicle” is a concept including all vehicles that obtain driving force from electric power, and should be understood as including, for example, a hybrid vehicle.

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  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Transportation (AREA)
  • General Engineering & Computer Science (AREA)
  • Power Engineering (AREA)
  • Retarders (AREA)
  • Arrangement Or Mounting Of Propulsion Units For Vehicles (AREA)
  • General Details Of Gearings (AREA)
  • Rolling Contact Bearings (AREA)

Abstract

L'invention porte sur un dispositif (21) d'entraînement à moteur dans la roue, lequel dispositif entraîne en rotation un arbre d'entrée de décélérateur (25) ayant des sections excentriques (25a, 25b), à l'aide d'une unité de moteur (A), décélère la rotation de l'arbre d'entrée de décélérateur (25) à l'aide d'une unité de décélération (B), et transmet ladite rotation à un arbre de sortie de décélérateur (28). L'unité de décélération (B) comprend : l'arbre d'entrée de décélérateur (25) ; des plaques incurvées (26a, 26b) qui tournent autour du centre de l'arbre de rotation en association avec la rotation de l'arbre d'entrée de décélérateur (25) ; une broche externe (27) qui provoque un mouvement d'auto-rotation des plaques incurvées (26a, 26b) ; et un mécanisme de conversion de mouvement, qui convertit le mouvement d'auto-rotation des plaques incurvées (26a, 26b) en un mouvement de rotation autour du centre d'arbre de rotation de l'arbre d'entrée de décélérateur (25), et qui transmet ledit mouvement à l'arbre de sortie de décélérateur (28), par l'insertion d'une broche interne (31) maintenue par l'arbre de sortie de décélérateur (28) dans un trou traversant (30a) dans les plaques incurvées (26a, 26b), et par le fait de faire réunir par celle-ci les plaques incurvées (26a, 26b) par l'intermédiaire d'un palier à rouleaux en forme de broche (31a). La broche interne (31a) a subi une nitrocarburation et l'austénite résiduelle dans une section de couche de surface est de 20 % à 35 %.
PCT/JP2014/074932 2013-09-30 2014-09-19 Dispositif d'entraînement à moteur dans la roue WO2015046087A1 (fr)

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JP2013-204317 2013-09-30
JP2014037902A JP2015092099A (ja) 2013-09-30 2014-02-28 インホイールモータ駆動装置
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WO2017211793A1 (fr) * 2016-06-08 2017-12-14 Punch Powertrain N.V. Groupe motopropulseur électrique, transmission et véhicule
CN107791823A (zh) * 2016-08-29 2018-03-13 丰田自动车株式会社 轮毂电动机单元
US10620549B2 (en) 2015-10-08 2020-04-14 Asml Netherlands B.V. Method of controlling a lithographic apparatus and device manufacturing method, control system for a lithographic apparatus and lithographic apparatus
WO2021058105A1 (fr) * 2019-09-26 2021-04-01 Volvo Truck Corporation Agencement d'extrémité de roue de véhicule

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JPH11101247A (ja) * 1997-09-29 1999-04-13 Ntn Corp 転がり軸受部品
JP2004060015A (ja) * 2002-07-30 2004-02-26 Koyo Seiko Co Ltd 摺動部品およびその製造方法
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Publication number Priority date Publication date Assignee Title
US10620549B2 (en) 2015-10-08 2020-04-14 Asml Netherlands B.V. Method of controlling a lithographic apparatus and device manufacturing method, control system for a lithographic apparatus and lithographic apparatus
US10901326B2 (en) 2015-10-08 2021-01-26 Asml Netherlands B.V. Method of controlling a lithographic apparatus and device manufacturing method, control system for a lithographic apparatus and lithographic apparatus
WO2017211793A1 (fr) * 2016-06-08 2017-12-14 Punch Powertrain N.V. Groupe motopropulseur électrique, transmission et véhicule
CN107791823A (zh) * 2016-08-29 2018-03-13 丰田自动车株式会社 轮毂电动机单元
WO2021058105A1 (fr) * 2019-09-26 2021-04-01 Volvo Truck Corporation Agencement d'extrémité de roue de véhicule
US11932105B2 (en) 2019-09-26 2024-03-19 Volvo Truck Corporation Vehicle wheel end arrangement

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