WO2015133277A1 - Dispositif de commande de moteur-roue - Google Patents

Dispositif de commande de moteur-roue Download PDF

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Publication number
WO2015133277A1
WO2015133277A1 PCT/JP2015/054466 JP2015054466W WO2015133277A1 WO 2015133277 A1 WO2015133277 A1 WO 2015133277A1 JP 2015054466 W JP2015054466 W JP 2015054466W WO 2015133277 A1 WO2015133277 A1 WO 2015133277A1
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WIPO (PCT)
Prior art keywords
wheel
drive device
speed reducer
output shaft
motor drive
Prior art date
Application number
PCT/JP2015/054466
Other languages
English (en)
Japanese (ja)
Inventor
雪島　良
鈴木　稔
朋久 魚住
Original Assignee
Ntn株式会社
雪島　良
鈴木　稔
朋久 魚住
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Application filed by Ntn株式会社, 雪島　良, 鈴木　稔, 朋久 魚住 filed Critical Ntn株式会社
Publication of WO2015133277A1 publication Critical patent/WO2015133277A1/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
    • 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
    • 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
    • B60K1/00—Arrangement or mounting of electrical propulsion units
    • B60K2001/003—Arrangement or mounting of electrical propulsion units with means for cooling the electrical propulsion units
    • B60K2001/006—Arrangement or mounting of electrical propulsion units with means for cooling the electrical propulsion units the electric motors
    • 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
    • B60L2220/10—Electrical machine types
    • B60L2220/14—Synchronous 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
    • B60L2220/00—Electrical machine types; Structures or applications thereof
    • B60L2220/10—Electrical machine types
    • B60L2220/16—DC brushless 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
    • 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
    • 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
    • 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.
  • a conventional in-wheel motor drive device is disclosed in, for example, Patent Document 1 below.
  • the in-wheel motor drive device is housed inside the wheel or placed near the wheel, so its weight and size affect the unsprung weight (running performance) of the vehicle and the size of the passenger compartment. Effect. For this reason, the in-wheel motor drive apparatus needs to make the whole apparatus as lightweight and compact as possible. Therefore, in the in-wheel motor drive device of Patent Document 1, the rotation of the motor unit is decelerated between the motor unit that generates the driving force and the wheel bearing unit to which the wheel is attached and fixed to the wheel bearing unit. By providing a speed reducing portion for transmission, the motor portion, and thus the entire device is reduced in size.
  • the motor part, the speed reduction part and the wheel bearing part are held in a casing, and the casing is attached to the vehicle body via a suspension device (suspension) (not shown).
  • the motor portion in order to obtain a large torque required for the wheel bearing portion while promoting weight reduction and compactness, the motor portion has a low torque and a high rotation type (for example, 15000 min ⁇ 1).
  • a cycloid reducer that is compact and provides a high reduction ratio in the reduction part.
  • the vehicle equipped with the in-wheel motor drive device is not suitable for having irregularities or obstacles.
  • a large external force is input to the inside of the in-wheel motor drive device via the wheels, and accordingly, components / members (power transmission components and power components constituting the power transmission system of the in-wheel motor drive device).
  • the transmission shaft may be damaged.
  • Such a problem can be prevented as much as possible by, for example, increasing the thickness of the power transmission component or increasing the shaft diameter of the power transmission shaft.
  • the in-wheel motor drive device will be increased in size and weight, which is contrary to the demand for lighter and more compact devices. There is also a problem that the cost of the apparatus is increased.
  • the present invention can mitigate the adverse effects on the internal components of the device when there is an excessive external input without incurring an increase in size, weight and cost of the device.
  • An object is to provide a wheel motor driving device.
  • the present invention which was created to achieve the above object, includes a motor part, a reduction part, and a wheel bearing part, which are arranged in order from the inboard side to the outboard side of the vehicle, and are held in the casing.
  • An in-wheel motor drive comprising: a reduction gear input shaft that is rotationally driven by the motor portion; and a reduction gear output shaft that is coupled to the wheel bearing portion and transmits the reduced speed reduction gear input shaft to the wheel bearing portion.
  • the speed reducer output shaft is located on the inboard side of the connecting portion with the wheel bearing portion, and the strength against an external force input into the device via the wheel bearing portion is within the power transmission system of the device. It is characterized by having the lowest weakest part.
  • the inboard side and the outboard side of the vehicle are synonymous with the vehicle width direction inner side and the vehicle width direction outer side of the vehicle, respectively.
  • the weakest portion provided on the output shaft of the speed reducer is preferentially broken, so that the inner portion is less than the weakest portion. It is possible to prevent an excessive external force from being transmitted to the board side as much as possible. As a result, a large external force acts on the speed reduction part and motor part arranged on the inboard side (downstream of the external force transmission direction) with respect to the weakest part. As a result, internal parts of the speed reduction part (components of the speed reduction mechanism) In addition, it is possible to prevent the rotating shaft or the like of the motor unit from being damaged or broken as much as possible.
  • the wheel bearing portion Since the wheel bearing portion is held in the casing, the wheel bearing portion is idled even if the reduction gear output shaft breaks at the weakest portion on the inboard side of the connecting portion with the wheel bearing portion. Thus, it is possible to prevent the occurrence of a fatal problem such that the wheel bearing portion and the wheel connected and fixed to the wheel bearing portion are separated from and detached from the chassis (suspension).
  • a shaft portion having the weakest portion and the connecting portion and a flange portion to which the rotation of the reduced reduction gear input shaft is transmitted (integrated flange type) is used.
  • a shaft portion having the weakest portion and the connecting portion, and a flange portion that is detachably connected to the shaft portion and transmits the rotation of the reduced speed reducer input shaft (for each flange) Body type) can also be used.
  • the weakest part can be formed, for example, by making the cross-sectional area in the cross section perpendicular to the axis smaller than the other part of the reducer output shaft, and the hardness is made lower than the other part of the reducer output shaft. It can also be formed. Moreover, the weakest part can also be formed by using these means together.
  • a seal member may be provided in a region between the reduction gear output shaft and the wheel bearing portion and closer to the inboard side than the weakest portion. In this way, it is possible to prevent, as much as possible, debris generated when the speed reducer output shaft breaks at the weakest part, etc., entering the inside of the speed reduction part (inside the speed reduction mechanism). it can. Therefore, it is possible to prevent adverse effects on the function and performance of the speed reduction unit, and it is possible to facilitate maintenance work required after the reduction gear output shaft is broken.
  • a revolving member that is rotatably held by an eccentric portion provided on the speed reducer input shaft and performs a revolving motion centering on the rotation axis as the speed reducer input shaft rotates.
  • the outer peripheral engagement member that engages with the outer peripheral portion of the revolution member and causes the revolution member to rotate, and the revolution movement of the revolution member is converted into a rotation movement around the rotation axis of the speed reducer input shaft.
  • a mechanism further including a motion conversion mechanism that transmits to the output shaft of the reduction gear.
  • an in-wheel motor drive device that can alleviate the adverse effects on the components of the device when there is an excessive external input without increasing the size and weight of the device is realized. be able to.
  • FIG. 2 is a cross-sectional view taken along line OO in FIG. It is explanatory drawing which shows the load which acts on the curve board of FIG. It is a cross-sectional view of the rotary pump of FIG. It is a principal part enlarged view of FIG. It is a principal part enlarged view of the in-wheel motor drive device which concerns on 2nd Embodiment of this invention. It is a principal part enlarged view of the in-wheel motor drive device which concerns on 3rd Embodiment of this invention. It is a schematic plan view of an electric vehicle. It is the schematic sectional drawing which looked at the electric vehicle shown in FIG. 8 from back.
  • FIG. 8 An electric vehicle 11 shown in FIG. 8 has an in-wheel motor drive that drives a chassis 12, a pair of front wheels 13 that function as steering wheels, a pair of rear wheels 14 that function as drive wheels, and left and right rear wheels 14, respectively.
  • Device 21 As shown in FIG. 9, 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 the suspension device 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 road surface by a strut including a coil spring and a shock absorber. Furthermore, a stabilizer that suppresses the inclination of the vehicle body during turning or the like is provided at a connecting portion of the left and right suspension arms.
  • the suspension device 12b is an independent suspension type in which the left and right wheels can be moved up and down independently in order to improve the followability to the road surface unevenness and efficiently transmit the driving force of the rear wheel 14 to the road surface. desirable.
  • an in-wheel motor drive device 21 that rotates each of the left and right rear wheels 14 is incorporated in the left and right wheel housings 12 a, so that a motor, a drive shaft, a differential gear mechanism, and the like are mounted on the chassis 12. There is no need to provide it. Therefore, the electric vehicle 11 has an advantage that a large cabin space can be secured and that the rotation of the left and right rear wheels 14 can be controlled.
  • an in-wheel motor drive device 21 as shown in FIG. 1 is employed.
  • 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 outputs from the deceleration unit B to the rear wheels. 14 (see FIGS. 8 and 9), and wheel bearing portions C that are transmitted to the vehicle, and these are arranged in order from the inboard side (right side in FIG. 1) to the outboard side (left side in FIG. 1) of the vehicle. It is held in the casing 22 above.
  • this in-wheel motor drive device 21 has a lubrication mechanism which supplies lubricating oil to each part of the motor part A and the deceleration part B.
  • FIG. The motor part A and the speed reduction part B are mounted in a wheel housing 12a (see FIG. 9) of the electric vehicle 11 while being housed in the casing 22.
  • the motor part A includes a stator 23a fixed to the casing 22, a rotor 23b disposed opposite to the inside of the stator 23a via a radial gap, and a hollow motor rotating shaft 24 having a rotor 23b mounted on the outer periphery. Is a radial gap motor.
  • the motor portion A when an external force exceeding a predetermined value is applied to the rear wheel 14 during driving (more specifically, the reduction gear output shaft 28 is broken by the external force being input to the power transmission system). When a control device (not shown) detects this, the driving of the motor rotating shaft 24 is immediately stopped.
  • the motor rotating shaft 24 is rotatably supported with respect to the casing 22 by rolling bearings 36 and 36 arranged at one end and one end in the axial direction, respectively.
  • the rolling bearing 36 is a so-called deep groove ball bearing, and is interposed between an outer ring fitted and fixed to the inner diameter surface of the casing 22, an inner ring fitted and fixed to the outer diameter surface of the motor rotating shaft 24, and the outer ring and the inner ring.
  • a plurality of balls disposed; and a cage for holding the plurality of balls in a circumferentially spaced state.
  • the motor rotating shaft 24 is made of case-hardened steel such as SCM415 or SCM420, for example, and has a hardened layer formed by carburizing, quenching and tempering. Although not shown in detail, the hardened layer is formed in a portion of the motor rotating shaft 24 where at least the rotor 23b and the inner ring of the rolling bearing 36 are fitted and fixed. Thereby, the deformation
  • the hardness of the portion where the hardened layer is formed is about HRC62 to 66.5, and the hardness of the core is about HRC29 to 38.
  • the speed reduction part B decelerates the rotation of the speed reducer input shaft 25 rotated by the motor rotational shaft 24, the speed reducer output shaft 28 arranged coaxially with the speed reducer input shaft 25, and the speed reducer input shaft 25.
  • the reduction gear output shaft 28 transmits the rotation of the reduction gear input shaft 25 decelerated by the reduction gear mechanism to the wheel bearing portion C.
  • the speed reducer input shaft 25 has two eccentric portions 25a and 25b, and the substantially central portion in the axial direction and the end portion on the outboard side rotate with respect to the speed reducer output shaft 28 by rolling bearings 37a and 37b, respectively. It is supported freely.
  • the two eccentric portions 25a and 25b are provided so as to have a phase difference of 180 ° in order to cancel the centrifugal force caused by the eccentric motion.
  • the speed reducer input shaft 25 has a spline fitting (a spline or serration) formed on the end portion on the inboard side and a tooth surface formed on the end portion on the outboard side of the motor rotating shaft 24 ( Including the serration fitting, the same applies hereinafter), and the driving force of the motor part A is transmitted to the speed reduction part B.
  • the connecting portion (spline fitting portion) between the motor rotating shaft 24 and the speed reducer input shaft 25 is configured to suppress the influence on the motor rotating shaft 24 even if the speed reducer input shaft 25 is inclined to some extent.
  • the speed reduction mechanism constituting the speed reduction part 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 parts 25a and 25b of the speed reducer input shaft 25.
  • a plurality of outer pins 27 as outer peripheral engagement members that engage (in the circumferential direction) with the outer peripheral portions of the plates 26a and 26b, and a motion that converts the rotational motion of the curved plates 26a and 26b into the rotational motion of the reducer output shaft 28.
  • a conversion mechanism and counterweights 29 and 29 arranged adjacent to the outer sides in the axial direction of the eccentric portions 25a and 25b are provided.
  • the reduction gear output shaft 28 has a flange portion 28a and a shaft portion 28b.
  • the flange portion 28a and the shaft portion 28b are integrally provided.
  • holes for fixing the inner pins 31 at equal intervals are formed on a circumference centered on the rotation axis of the reduction gear output shaft 28.
  • the shaft portion 28b is connected to the hub wheel 32 by spline fitting in which the tooth surface 28c formed on the outer periphery thereof is fitted to the tooth surface formed on the inner periphery of the hollow hub wheel 32 constituting the wheel bearing portion C.
  • the output of the speed reduction unit B is transmitted to the rear wheel 14 (see FIGS. 8 and 9) via the hub wheel 32.
  • the curved plate 26a has a plurality of waveforms composed of trochoidal curves such as epitrochoids on the outer periphery thereof.
  • the curved plate 26a has axial through-holes 30a and 30b that open at both end faces thereof.
  • a plurality of through-holes 30a are provided at equal intervals on the circumference centered on the rotation axis of the curved plate 26a, and receive one inner pin 31 to be described later.
  • the through hole 30 b is provided at the center of the curved plate 26 a and is fitted to the eccentric portion 25 a of the reduction gear input shaft 25.
  • the curved plate 26a is rotatably supported by the rolling bearing 41 with respect to the eccentric portion 25a.
  • the rolling bearing 41 is a so-called cylindrical roller bearing having an inner raceway surface 42a on the outer diameter surface, and an inner ring 42 fitted to the outer diameter surface of the eccentric portion 25a, and an inner diameter surface of the through hole 30b of the curved plate 26a.
  • retainer (not shown) holding the cylindrical roller 44 are provided.
  • the inner ring 42 has flanges 42b that protrude radially outward from both axial ends of the inner raceway surface 42a.
  • the inner raceway surface 42a is formed on the inner ring 42 provided separately from the eccentric portion 25a.
  • the inner raceway surface is formed directly on the outer diameter surface of the eccentric portion 25a.
  • the inner ring 42 may be omitted.
  • the curved plate 26b has the same structure as the curved plate 26a, and the eccentric portion 25b is formed by a rolling bearing having the same structure as the rolling bearing 41 that supports the curved plate 26a. On the other hand, it is supported rotatably.
  • each outer pin 27 has a pair of rolling bearings (needle roller bearings) 61, 61 and a pair of needle roller bearings 61 arranged at the end portions on the inboard side and the outboard side. , 61 are rotatably supported by the casing 22 via an outer pin housing 60 holding the inner periphery thereof. With this configuration, the contact resistance between the outer pin 27 and the curved plates 26a and 26b is reduced.
  • the outer pin housing 60 is supported in a floating state with respect to the casing 22 by a detent means (not shown) having an elastic support function. This absorbs a large radial load or moment load generated by turning or sudden acceleration / deceleration of the vehicle, and prevents damage to the components of the speed reduction portion B (speed reduction mechanism) such as the curved plates 26a and 26b and the outer pin 27. It is.
  • the counterweight 29 is substantially fan-shaped and has a through hole that engages with the speed reducer input shaft 25, and in order to cancel out the unbalanced inertia couple caused by the rotation of the curved plates 26a and 26b, the eccentric portions 25a and 25b. In the positions adjacent to each other in the axial direction, the eccentric portions 25a and 25b are arranged with a phase difference of 180 °.
  • the motion conversion mechanism includes a plurality of inner pins 31 and through holes 30a provided in the curved plates 26a and 26b.
  • the inner pins 31 are arranged at equal intervals on the circumference centered on the rotational axis of the reduction gear output shaft 28, and the end portion on the outboard side is fixed to the flange portion 28 a of the reduction gear output shaft 28. ing. Since the speed reducer output shaft 28 is arranged coaxially with the speed reducer input shaft 25, the rotational motion of the curved plates 26 a and 26 b is converted into a rotational motion around the rotational axis of the speed reducer input shaft 25. This is transmitted to the reduction gear output shaft 28.
  • a needle roller bearing 31a is provided on the inner periphery of the through hole 30a of the curved plates 26a, 26b in order to reduce the frictional resistance between the inner pin 31 and the curved plates 26a, 26b.
  • the deceleration part B further has a stabilizer 31b.
  • the stabilizer 31b integrally includes an annular portion 31c and a cylindrical portion 31d extending in the axial direction from the inner diameter surface of the annular portion 31c, and the end portion on the inboard side of each inner pin 31 is connected to the annular portion 31c. It is fixed. Thereby, since the load applied to a part of the inner pins 31 from the curved plates 26a and 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. Can be improved.
  • the through hole 30 a provided in the curved plate 26 a is provided at a position corresponding to each of the plurality of inner pins 31, and the inner diameter dimension of the through hole 30 a is the outer diameter dimension of the inner pin 31 (“ It indicates the maximum outer diameter including the needle roller bearing 31a. The same shall apply hereinafter.
  • the axis O 2 of the eccentric portion 25 a provided on the speed reducer input shaft 25 is eccentric from the axis (rotational axis) O of the speed reducer input shaft 25 by the amount of eccentricity e.
  • the outer periphery of the eccentric portion 25a is curved plates 26a is attached via a rolling bearing 41, since the eccentric portion 25a (the rolling bearing 41) rotatably supports the curve plate 26a, the axial center O 2 the axis of the curved plates 26a It is also a heart.
  • the outer peripheral portion of the curved plate 26a is formed by a waveform curve, and has concave portions 34 that are recessed in the radial direction at equal intervals in the circumferential direction.
  • a plurality of outer pins 27 that are engaged with the recesses 34 in the circumferential direction are arranged in the circumferential direction around the axis O.
  • the curved plates 26a through hole 30a has a plurality circumferentially disposed about the axis O 2.
  • Each through hole 30a is inserted with an inner pin 31 fixed to the reduction gear output shaft 28 arranged coaxially with the axis O (the reduction gear input shaft 25). 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 become an obstacle to the revolution movement of the curved plate 26a. 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 a load Fj as indicated by arrows in the figure from the plurality of inner pins 31.
  • 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 due to the influence of the centrifugal force in addition to geometrical conditions such as the waveform shape of the curved plate 26a and the number of recesses 34.
  • 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 plurality of loads Fi and Fj change in the direction and magnitude of the load while the speed reducer input shaft 25 rotates once.
  • the resultant force Fs acting on the speed reducer input shaft 25 is also in the direction and magnitude of the load. Fluctuates.
  • the concave portion 34 of the curved plate 26a is decelerated and rotates clockwise by one pitch, resulting in the state of FIG. 3, and this is repeated.
  • the wheel bearing portion C includes a hub wheel 32 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 connected to the shaft portion 28b of the reduction gear output shaft 28, and a flange portion 32b extending outward in the radial direction from an end portion on the outboard side of the hollow portion 32a. . Since the rear wheel 14 (see FIGS. 8 and 9) is connected and fixed to the flange portion 32b by the bolt 32c, the rear wheel 14 rotates integrally with the hub wheel 32 when the hub wheel 32 rotates.
  • the wheel bearing 33 has an inner member having an inner raceway surface 33 f formed directly on the outer diameter surface of the hub wheel 32 and an inner ring 33 a fitted to a small diameter step portion of the outer diameter surface, and an inner diameter surface of the casing 22.
  • the outer ring 33b fitted and fixed, a plurality of rolling elements (balls) 33c arranged between the inner member and the outer ring 33b, a retainer 33d that holds the balls 33c in a circumferentially spaced state, and a wheel It is a double row angular contact ball bearing provided with a seal member 33e that seals both axial ends of the bearing 33.
  • the lubricating mechanism supplies lubricating oil to various parts of the motor part A and the speed reducing part B.
  • a lubricating oil path 24a and a lubricating oil supply port 24b provided in the motor rotating shaft 24 In the lubricating oil passage 25c and the lubricating oil supply ports 25d, 25e, 25f provided in the speed reducer input shaft 25, the lubricating oil passage 31e provided in the stabilizer 31b, the lubricating oil passage 31f provided in the inner pin 31, and the casing 22
  • the provided lubricating oil discharge port 22b, the lubricating oil reservoir 22d, the lubricating oil passage 22e, the lubricating oil passage 45 (45a to 45c), and the rotary pump 51 are mainly configured.
  • the white arrow shown in FIG. 1 indicates the direction in which the lubricating oil flows.
  • the lubricating oil passage 24a extends along the axial direction inside the motor rotating shaft 24, and the lubricating oil passage 24a includes a lubricating oil passage 25c extending along the axial direction inside the reduction gear input shaft 25. It is connected.
  • Lubricating oil supply ports 25d and 25e extend radially from the lubricating oil path 25c toward the outer diameter surface of the reducer input shaft 25, and the lubricating oil supply port 25f extends from the lubricating oil path 25c to the outside of the reducer input shaft 25. It extends in the axial direction toward the end face.
  • the lubricating oil discharge port 22b provided in the casing 22 discharges the lubricating oil in the speed reduction part B, and is provided in at least one location of the casing 22 at the position of the speed reduction part B.
  • the lubricating oil discharge port 22b and the lubricating oil path 24a of the motor rotating shaft 24 are connected via a lubricating oil reservoir 22d, a lubricating oil path 22e, and a lubricating oil path 45. Therefore, the lubricating oil discharged from the lubricating oil discharge port 22b returns to the lubricating oil path 24a of the motor rotating shaft 24 through the lubricating oil path 22e, the circulating oil path 45, and the like.
  • the lubricating oil reservoir 22d provided between the lubricating oil discharge port 22b and the circulating oil passage 22e has a function of temporarily storing the lubricating oil.
  • the circulating oil passage 45 provided in the casing 22 is connected to an axial oil passage 45 a extending in the axial direction inside the casing 22 and an end portion on the inboard side of the axial oil passage 45 a.
  • a radial oil passage 45c extending in the radial direction and a radial oil passage 45b extending in the radial direction connected to an end portion on the outboard side of the axial oil passage 45a are configured.
  • the radial oil passage 45b supplies the lubricating oil pumped from the rotary pump 51 to the axial oil passage 45a, and the lubricating oil supplied to the axial oil passage 45a passes through the radial oil passage 45c to the motor rotating shaft 24.
  • the oil is supplied to the lubricating oil passage 24 a and further to the lubricating oil passage 25 c of the reduction gear input shaft 25.
  • the rotary pump 51 is provided between the lubricating oil passage 22e connected to the downstream side of the lubricating oil reservoir 22d and the circulating oil passage 45, and forcibly circulates the lubricating oil. By disposing the rotary pump 51 in the casing 22, it is possible to prevent the in-wheel motor drive device 21 as a whole from being enlarged.
  • the rotary pump 51 includes an inner rotor 52 that rotates using the rotation of the reduction gear output shaft 28, an outer rotor 53 that rotates following the rotation of the inner rotor 52, both rotors 52, 53 is a cycloid pump including a plurality of pump chambers 54 provided in a space between 53, a suction port 55 communicating with the lubricating oil passage 22e, and a discharge port 56 communicating with the radial oil passage 45b of the circulating oil passage 45. .
  • the inner rotor 52 rotates around 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 volume of the pump chamber 54 changes continuously.
  • the lubricating oil flowing into the pump chamber 54 from the suction port 55 is pumped from the discharge port 56 to the radial oil passage 45b.
  • the lubrication mechanism mainly has the above-described configuration. Lubricating oil is supplied to each part of the motor part A and the speed reducing part B, and each part of the motor part A and the speed reducing part B is lubricated and cooled as follows. .
  • the lubricating oil is supplied to the rotor 23b and the stator 23a mainly as shown in FIG. 1 through the circulating oil passage 45 of the casing 22 and the lubricating oil passage 24a of the motor rotating shaft 24.
  • a part of the lubricating oil supplied to the motor is discharged from the lubricating oil supply port 24 b under the influence of the centrifugal force generated by the rotation of the motor rotating shaft 24 and the pressure of the rotary pump 51. That is, the lubricating oil discharged from the lubricating oil supply port 24b is supplied to the rotor 23b and then supplied to the stator 23a.
  • the rolling bearing 36 that supports the end portion of the motor rotating shaft 24 on the inboard side mainly oozes out part of the lubricating oil flowing through the circulating oil passage 45 from between the casing 22 and the motor rotating shaft 24. It is lubricated by. Furthermore, the rolling bearing 36 that supports the end portion of the motor rotating shaft 24 on the outboard side is mainly discharged from the lubricating oil supply port 24b, and the portion of the casing 22 in which the motor portion A is accommodated is located on the outboard side. It is lubricated by the lubricating oil that has fallen along the inner wall surface.
  • the lubricating oil that has flowed into the lubricating oil passage 25c of the reduction gear input shaft 25 via the lubricating oil passage 24a of the motor rotation shaft 24 is subjected to centrifugal force and pressure of the rotary pump 51 accompanying the rotation of the reduction gear input shaft 25. Is discharged from the lubricating oil supply ports 25d, 25e, and 25f to the speed reduction unit B, and then flows as follows.
  • Lubricating oil discharged from the lubricating oil supply ports 25e and 25f is supplied to rolling 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 guided to the lubricating oil passage 31e in the stabilizer 31b, reaches the lubricating oil passage 31f in the inner pin 31, and supports the inner pin 31 from the lubricating oil passage 31f. It is supplied to a rolling bearing (needle roller bearing) 31a.
  • the contact portion between the curved plates 26a, 26b and the inner pin 31 the contact portion between the curved plates 26a, 26b and the outer pin 27, the rolling bearing 61 that supports the outer pin 27, the output shaft of the speed reducer It moves radially outward while lubricating the rolling bearing 46 and the like that support 28.
  • the lubricating oil discharged from the lubricating oil supply port 25d is supplied to the rolling bearing 41 (see FIG. 2) that supports the curved plates 26a and 26b. Further, like the lubricating oil discharged from the lubricating oil supply ports 25e and 25f, the contact between the curved plates 26a and 26b and the inner pin 31 and the curved plates 26a and 26b and the outer pin 27 are caused by centrifugal force. It moves radially outward while lubricating the contact part.
  • the various parts in the deceleration part B are lubricated by the flow of the lubricating oil as described above. And the lubricating oil which reached
  • the lubricating oil reservoir 22d is provided between the lubricating oil discharge port 22b and the lubricating oil passage 22e connected to the rotary pump 51, it can be completely discharged by the rotary pump 51 especially during high-speed rotation. Even if no lubricating oil is temporarily generated, the lubricating oil can be stored in the lubricating oil storage unit 22d.
  • the amount of lubricating oil reaching the lubricating oil discharge port 22b decreases particularly during low-speed rotation. Even in such a case, the lubricating oil stored in the lubricating oil reservoir 22d is used as the lubricating oil. Since it can recirculate
  • the in-wheel motor drive device 21 is attached to the electric vehicle 11 so that the lubricating oil reservoir 22d is positioned below the in-wheel motor drive device 21.
  • the overall structure of the in-wheel motor drive device 21 is as described above, and the in-wheel motor drive device 21 of the present embodiment has a characteristic configuration as described below.
  • the shaft portion 28 b of the reduction gear output shaft 28 is located on the inboard side of the tooth surface 28 c (connecting portion with the wheel bearing portion C) via the wheel bearing portion C.
  • the in-wheel is mainly composed of the motor rotation shaft 24, the reduction gear input shaft 25, the reduction gear mechanism, the reduction gear output shaft 28, and the hub wheel 32 with respect to the external force input to the inside of the in-wheel motor drive device 21. It has the lowest weakest part W in the power transmission system of the motor drive device 21.
  • annular groove 28d is formed on the outer peripheral surface of the shaft portion 28b, and the cross-sectional area in the cross-axis orthogonal section of the portion is made smaller than the cross-sectional area in the cross-axis cross-section of the other portion of the shaft portion 28b.
  • the weakest part W is formed.
  • the speed reducer output shaft 28 is the weakest portion W provided on the inboard side of the tooth surface 28c (the connecting portion with the wheel bearing portion C).
  • the hub wheel 32 of the wheel bearing portion C merely idles like a driven wheel even when the wheel ring is broken, and the hub wheel 32 and the rear wheel 14 connected and fixed thereto are removed from the chassis 12 (suspension device 12b). There will be no fatal failure that will cause separation or withdrawal.
  • the in-wheel motor drive device 21 of the present embodiment as described above, the drive of the motor rotation shaft 24 is stopped when the speed reducer output shaft 28 is broken. The situation where the speed reducer input shaft 25 connected to 24 and the speed reduction mechanism (internal parts of the speed reduction part B) are damaged is also effectively prevented.
  • the weakest portion W can be formed by providing the shaft portion 28b with the annular groove 28d that makes the cross-sectional area in the cross section perpendicular to the axis smaller than other portions of the shaft portion 28b. In addition, it can be formed by making the hardness lower than that of other portions of the shaft portion 28b. As an example, it is conceivable that the hardness of the weakest portion W is HRC 29 to 38 and the hardness of other portions is HRC 58 to 64. Further, the weakest portion W is formed by using in combination a means for reducing the cross-sectional area in the cross section perpendicular to the axis than the other portion of the shaft portion 28b and a means for reducing the hardness of the other portion of the shaft portion 28b. You can also The same applies to other embodiments described later (see FIGS. 6 and 7).
  • the rotor 23b made of a permanent magnet or a magnetic material rotates by receiving an electromagnetic force generated by supplying an alternating current to the coil of the stator 23a. Accordingly, when the speed reducer input shaft 25 connected to the motor rotating shaft 24 rotates, the curved plates 26 a and 26 b revolve around the rotational axis of the speed reducer input shaft 25. At this time, the outer pin 27 engages with the waveform in the circumferential direction of the curved shape provided on the outer peripheral portions of the curved plates 26a and 26b, so that the curved plates 26a and 26b are opposite to the rotation of the speed reducer input shaft 25. Rotate and rotate.
  • 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 26a, 26b is not transmitted to the inner pin 31, but only the rotational motion of the curved plates 26a, 26b is transmitted to the wheel bearing portion C via the inner pin 31 and the reduction gear output shaft 28.
  • the drive wheel (rear wheel) ) 14 can transmit the necessary torque.
  • the in-wheel motor drive device 21 having a compact and high reduction ratio can be obtained. Further, by providing rolling bearings (needle roller bearings) 61 and 31a that rotatably support the outer pin 27 and the inner pin 31, friction between the curved plates 26a and 26b and the outer pin 27 and the inner pin 31 is achieved. Since the resistance is reduced, the transmission efficiency of the deceleration unit B is improved.
  • the in-wheel motor drive device 21 that is light and compact, yet has excellent quietness (NVH characteristics) and durability. Therefore, if the in-wheel motor apparatus 21 of this embodiment is mounted in the electric vehicle 11, the unsprung weight can be suppressed. As a result, the electric vehicle 11 excellent in running stability and NVH characteristics can be realized.
  • FIG. 6 shows an enlarged view of a main part of the in-wheel motor drive device 21 according to the second embodiment of the present invention.
  • the main differences between the in-wheel motor drive device 21 according to this embodiment and the in-wheel motor drive device 21 according to the first embodiment described above are the reduction gear output shaft 28 and the wheel bearing portion C (hub wheel). 32), and in that the seal member S is provided in a region closer to the inboard side than the weakest portion W.
  • the base portion of the shaft portion 28b of the reduction gear output shaft 28 and the hub wheel are provided.
  • An annular seal member S is interposed in a compressed state between the 32 hollow portions 32a.
  • FIG. 7 shows an enlarged view of a main part of an in-wheel motor drive device 21 according to the third embodiment of the present invention.
  • the main difference between the in-wheel motor drive device 21 according to this embodiment and the in-wheel motor drive device 21 according to the first embodiment is that, first, the hub wheel of the reduction gear output shaft 28 and the wheel bearing portion C. 32, the point that the seal member S is provided in the region on the inboard side of the weakest portion W, and secondly, the flange portion 28a has the weakest portion W with respect to the shaft portion 28b.
  • a reduction gear output shaft 28 (the shaft portion 28b and the flange portion 28a are separate reduction gear output shafts 28) that are detachably connected is used.
  • shaft portion 28b and the flange portion 28a are configured to be detachable, even if the speed reducer output shaft 28 (shaft portion 28b) is broken at the weakest portion W, the shaft portion 28b is made new. It is sufficient to replace it, and it is not necessary to replace the entire reduction gear output shaft 28. Therefore, there is an advantage that labor and cost required for maintenance can be reduced.
  • the fit between the tooth surface 28c provided on the shaft portion 28b of the reduction gear output shaft 28 and the tooth surface provided on the hollow portion 32a of the hub wheel 32 is an interference fit.
  • the tooth surfaces are fitted with a clearance fit, the hub wheel 32 and the reducer output shaft 28 can be easily separated, so that the maintenance work after the reduction gear output shaft 28 (shaft portion 28b) is broken. The property is further improved.
  • the fitting between the tooth surfaces is a clearance fit, for example, when a moment load is applied to the rear wheel 14, a part of the moment load is absorbed up to the fitting clearance between the reduction gear output shaft 28 and the hub wheel 32. Therefore, there is an advantage that the external force acting on the power transmission system of the in-wheel motor drive device 21 can be reduced.
  • the in-wheel motor drive device 21 described above is merely an example, and various changes can be made to the in-wheel motor drive device 21 without departing from the gist of the present invention.
  • 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 of the reduction gear input shaft 25 in the axial direction and at the shaft end.
  • the present invention is not limited to this, and the speed reducer input shaft 25 can be provided at any position.
  • the cycloid pump is used as the rotary pump 51.
  • the rotary pump 51 is not limited to this, and any rotary pump driven by using the rotation of the reduction gear output shaft 28 can be used.
  • the rotary pump 51 may be omitted, and the lubricating oil may be circulated only by centrifugal force.
  • the number of the curve board can be set arbitrarily. For example, when three curved plates are provided, the 120 ° phase may be changed.
  • the motion conversion mechanism is configured by the inner pin 31 fixed to the speed reducer output shaft 28 and the through holes 30a provided in the curved plates 26a and 26b.
  • Any configuration that can be transmitted to the hub wheel 32 can be adopted.
  • the vehicle decelerates or slopes are reversed.
  • the rotation of the rear wheel 14 may be converted into a rotation of high rotation and low torque by the reduction unit B and transmitted to the motor unit A, and the motor unit A may generate power.
  • the electric power generated here can be stored in a battery and used as electric power for driving the motor unit A and electric power for operating other electric devices provided in the vehicle.
  • the present invention is applied to a configuration in which a radial gap motor is used for the motor part A.
  • the present invention is an axial gap motor in which the stator and the rotor are opposed to the motor part A via an axial gap. It is preferably applicable also when adopting.
  • the in-wheel motor drive device includes not only the rear wheel drive type electric vehicle 11 having the rear wheel 14 as the drive wheel, but also the front wheel drive type electric vehicle having the front wheel 13 as the drive wheel, and the front wheel 13. It can also be applied to a four-wheel drive type electric vehicle using the rear wheel 14 as a drive wheel.
  • the “electric vehicle” in this specification is a concept including all vehicles that obtain driving force from electric power, and includes, for example, a hybrid car.

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

Abstract

L'invention concerne un dispositif de commande de moteur-roue (21) qui est conçu de sorte qu'une section de moteur (A), une section de réduction de vitesse (B), et une section de palier (C) destinée à une roue, qui sont agencées en séquence à partir du côté intérieur d'un véhicule vers son côté extérieur, soient maintenues par un carter (22), la section de réduction de vitesse (B) étant pourvue : d'un arbre d'entrée (25) de réducteur de vitesse mis en rotation et entraîné par la section de moteur (A) ; et d'un arbre de sortie (28) de réducteur de vitesse permettant de transmettre la rotation de l'arbre d'entrée de réducteur de vitesse (25), la vitesse de la rotation ayant été réduite, vers la section de palier (C) destinée à une roue. L'arbre de sortie (28) de réducteur de vitesse présente une section plus fragile (W) au niveau d'une position plus proche du côté intérieur que la section au niveau de laquelle l'arbre de sortie (28) de réducteur de vitesse et la section de palier (C) destinée à une roue sont reliés. Parmi les sections du système de transmission de puissance du dispositif, la section la plus fragile (W) présente la résistance la plus faible aux forces extérieures appliquées dans le dispositif.
PCT/JP2015/054466 2014-03-04 2015-02-18 Dispositif de commande de moteur-roue WO2015133277A1 (fr)

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JP2014041667A JP6333579B2 (ja) 2014-03-04 2014-03-04 インホイールモータ駆動装置
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Cited By (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
CN111605396A (zh) * 2019-02-25 2020-09-01 日本电产伺服有限公司 马达和搬运车
CN113404844A (zh) * 2021-06-02 2021-09-17 浙江零跑科技股份有限公司 一种行星齿轮的内孔防胶合结构

Citations (3)

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Publication number Priority date Publication date Assignee Title
WO2005023575A1 (fr) * 2003-09-04 2005-03-17 Toyota Jidosha Kabushiki Kaisha Moteur monte dans une roue et concu pour la protection d'un reducteur de vitesse
JP2012148725A (ja) * 2011-01-21 2012-08-09 Ntn Corp インホイールモータ駆動装置
JP2013071599A (ja) * 2011-09-28 2013-04-22 Ntn Corp インホイール型モータ内蔵車輪用軸受装置

Patent Citations (3)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
WO2005023575A1 (fr) * 2003-09-04 2005-03-17 Toyota Jidosha Kabushiki Kaisha Moteur monte dans une roue et concu pour la protection d'un reducteur de vitesse
JP2012148725A (ja) * 2011-01-21 2012-08-09 Ntn Corp インホイールモータ駆動装置
JP2013071599A (ja) * 2011-09-28 2013-04-22 Ntn Corp インホイール型モータ内蔵車輪用軸受装置

Cited By (3)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
CN111605396A (zh) * 2019-02-25 2020-09-01 日本电产伺服有限公司 马达和搬运车
US11427071B2 (en) 2019-02-25 2022-08-30 Nidec Servo Corporation Motor and carrier vehicle
CN113404844A (zh) * 2021-06-02 2021-09-17 浙江零跑科技股份有限公司 一种行星齿轮的内孔防胶合结构

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JP2015166224A (ja) 2015-09-24

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