WO2015133278A1 - Dispositif d'entraînement de moteur-roue - Google Patents

Dispositif d'entraînement de moteur-roue Download PDF

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Publication number
WO2015133278A1
WO2015133278A1 PCT/JP2015/054470 JP2015054470W WO2015133278A1 WO 2015133278 A1 WO2015133278 A1 WO 2015133278A1 JP 2015054470 W JP2015054470 W JP 2015054470W WO 2015133278 A1 WO2015133278 A1 WO 2015133278A1
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WO
WIPO (PCT)
Prior art keywords
drive device
input shaft
motor drive
speed reducer
wheel
Prior art date
Application number
PCT/JP2015/054470
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
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by Ntn株式会社, 雪島　良, 鈴木　稔, 朋久 魚住 filed Critical Ntn株式会社
Publication of WO2015133278A1 publication Critical patent/WO2015133278A1/fr

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    • 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
    • F16C33/581—Raceways; Race rings integral with other parts, e.g. with housings or machine elements such as shafts or gear wheels
    • 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
    • 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
    • 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
    • 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
    • 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
    • F16C2326/00—Articles relating to transporting
    • F16C2326/01—Parts of vehicles in general
    • F16C2326/02—Wheel hubs or castors

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 device needs to be as light and compact as possible. Therefore, in the in-wheel motor drive device of Patent Document 1, by providing a speed reduction unit between the motor unit that generates the driving force and the wheel bearing unit to which the wheels are connected, the motor unit, and thus the overall size of the device is reduced. It tries to make it.
  • the motor part, the wheel bearing part and the speed reduction part are held in a casing, and the casing is attached to the vehicle body via a suspension device (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 ) and a cycloid reducer that is compact and provides a high reduction ratio.
  • the speed reducer to which the cycloid speed reducer is applied is mainly a speed reducer input shaft having an eccentric portion, and is rotatably held on the outer periphery of the eccentric portion, with the rotation axis centering on the rotation of the speed reducer input shaft.
  • a curved plate as a revolving member that performs the revolving motion, and a plurality of outer peripheral engaging members (outer pins) that engage with the outer peripheral portion of the curved plate (curved plate during the revolving motion) to cause the curved plate to rotate.
  • a motion conversion mechanism for converting the rotational motion of the curved plate into the rotational motion of the output shaft of the speed reducer.
  • the outer pin which is a component of the speed reduction part, has a function of engaging with the outer peripheral part of the curved plate as the reduction gear input shaft rotates and causing the curved plate to rotate. Not only the strength (bending rigidity) that can withstand the load acting on the plate, but also the wear resistance (surface) so that at least the portion engaged (sliding) with the curved plate will not wear when sliding with the curved plate Hardness).
  • an instantaneous impact load may be input to the deceleration portion via the wheel bearing portion, so that the outer pin does not break even when an instantaneous impact load is applied. It is also necessary to have high toughness.
  • the outer pin which is a component of the speed reduction part, must satisfy various required characteristics at the same time.
  • the in-wheel motor drive device disclosed in Patent Document 1 no technical means for satisfying the above various required characteristics at the same time has been studied. Therefore, there is room for improvement in the in-wheel motor drive device of Patent Document 1.
  • the present invention was devised in view of the above circumstances, and the object of the present invention is to realize an outer pin that can be easily manufactured while being excellent in strength, wear resistance, toughness, etc.
  • An object of the present invention is to provide an in-wheel motor drive device that is low in cost and excellent in durability.
  • the present invention is based on the following findings found as a result of examining the material surface of the outer pin, which is a component part of the speed reduction portion.
  • Materials that can satisfy the strength and wear resistance at a high level include, for example, carburized and tempered low-carbon steels such as case-hardened steel, bearing steels that have been subjected to continuous quenching, and high-carbon steels.
  • carburized and tempered low-carbon steels such as case-hardened steel
  • bearing steels that have been subjected to continuous quenching and high-carbon steels.
  • induction hardening can be mentioned.
  • the hardness of the core portion as well as the surface layer portion is increased. Therefore, there is a problem that it is difficult to ensure the toughness required for the outer pin in the case where the bearing steel has been subjected to continuous quenching.
  • induction hardening is appropriate for workpieces made of high carbon steel. In order to apply, it is necessary to design and prepare a dedicated coil according to the shape of the workpiece, so that flexibility for changing the shape of the outer pin is lacking.
  • the motor unit, the reduction unit, and the wheel bearing unit are held in the casing, and the reduction unit includes a reduction gear input shaft that is rotationally driven by the motor unit, and a reduction gear input shaft that is reduced by the reduction mechanism.
  • a reduction gear output shaft that transmits rotation to the wheel bearing portion, and the reduction gear mechanism is an eccentric portion provided on the reduction gear input shaft, and is rotatably held on the outer periphery of the eccentric portion.
  • a revolving member that performs a revolving motion around its rotation axis, a plurality of outer pins that engage with the outer peripheral portion of the revolving member to cause the revolving member to rotate, and a revolving motion of the revolving member.
  • An in-wheel motor drive device comprising a motion conversion mechanism for converting to a rotational motion of a reduction gear output shaft, wherein the outer pin is made of case-hardened steel and carburized, quenched and tempered. Equipment Subjected to.
  • case-hardened steel which is a kind of low-carbon steel, is relatively soft and excellent in workability before heat treatment, a predetermined shape can be obtained easily and with high accuracy.
  • carburizing quenching and tempering is performed as a heat treatment on the workpiece made of case-hardened steel, a hardened layer can be formed only on the surface layer portion, so that the strength and surface are ensured while ensuring the toughness required for the core portion. Hardness (abrasion resistance) can be effectively increased.
  • carburizing, quenching and tempering have flexibility with respect to shape change, the cost required for new workpiece fabrication and design change can be reduced.
  • the deceleration portion may further include a rolling bearing that rotatably supports the outer pin in the radial direction.
  • a rolling bearing that rotatably supports the outer pin in the radial direction.
  • the contact resistance between the outer pin and the revolving member is reduced, so that the life of the outer pin and the revolving member can be extended.
  • the outer pin has a sufficiently high surface hardness, so the rolling bearing is fitted to the outer pin. As a result, it is possible to prevent as much as possible the situation that the outer pin is worn and deformed.
  • the outer pin is disposed so as to be engageable with the outer peripheral portion of the revolving member, and is provided on a large diameter portion having a relatively large outer diameter size and on both sides in the axial direction of the large diameter portion, and the outer diameter size is relatively small.
  • the deceleration portion may further include a restraining member that restrains the outer pin in the axial direction and a pivot bearing that supports the outer pin in point contact with the restraining member.
  • the pivot bearing can be composed of, for example, a restraining member and a ball that is slidably fitted in a recess provided on the end face of the outer pin, and a convex spherical surface provided on the end face of the restraining member and the outer pin. It can be composed of parts.
  • an outer pin having excellent strength, wear resistance, toughness and the like can be realized while being easily manufactured, so that an in-wheel motor drive excellent in durability (reliability) can be realized.
  • the apparatus can be provided at low cost.
  • 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 the in-wheel motor drive device shown in FIG. It is an expanded sectional view of an outer pin. It is a principal part enlarged view of the in-wheel motor drive device which concerns on other embodiment.
  • FIG. 6B is an enlarged cross-sectional view of the outer pin shown in FIG. 6A. It is a principal part enlarged view of the in-wheel motor drive device which concerns on other embodiment.
  • It is a schematic plan view of an electric vehicle. It is the schematic sectional drawing which looked at the electric vehicle of Drawing 8 from back.
  • the electric vehicle 11 includes an in-vehicle 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.
  • a wheel motor drive 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 portion 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 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 the rotation of the left and right rear wheels 14 can be controlled.
  • an in-wheel motor drive device 21 according to an embodiment of the present invention 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 transmit to 14 (see FIGS. 8 and 9).
  • the in-wheel motor drive device 21 has a lubrication mechanism that supplies lubricating oil to the motor part A and the speed reduction part B.
  • 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 rotating shaft (motor) mounted with a rotor 23b on the outer periphery.
  • the rotary shaft 24 is configured to be rotatable at a rotational speed of about 15000 min ⁇ 1 .
  • the motor rotating shaft 24 has ends on one side in the axial direction (right side in FIG. 1, hereinafter also referred to as “inboard side”) and the other side (left side in FIG. 1 and hereinafter also referred to as “outboard side”). It is rotatably supported with respect to the casing 22 by rolling bearings 36, 36 respectively disposed in the section.
  • the rolling bearing 36 includes an outer ring that is fitted and fixed to the inner diameter surface of the casing 22, an inner ring that is fitted and fixed to the outer diameter surface of the motor rotation shaft 24, and a plurality of balls disposed between the outer ring and the inner ring.
  • a deep groove ball bearing comprising a cage that holds a plurality of balls in a circumferentially spaced state.
  • the speed reduction unit B decelerates the rotation of the speed reducer input shaft 25 rotated by the motor part A, 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 is rotatably supported with respect to the speed reducer output shaft 28 by rolling bearings 37a and 37b that are spaced apart from each other in two axial directions.
  • Eccentric portions 25a and 25b whose shaft centers are eccentric with respect to the rotational axis of the speed reducer input shaft 25 are provided at two locations in the axial direction of the speed reducer input shaft 25. These two eccentric portions 25a and 25b are In order to cancel out the centrifugal force due to the eccentric motion, the phases are different from each other by 180 °.
  • the speed reducer input shaft 25 is fitted with a spline formed on the outer periphery of the end portion on the inboard side (including serrations, the same applies hereinafter) to a spline formed on the inner periphery of the end portion on the outboard side of the motor rotation shaft 24. In other words, it is connected to the motor rotating shaft 24 by so-called spline fitting.
  • the speed reducer input shaft 25 since the speed reducer input shaft 25 is connected to the motor rotation shaft 24, when the motor unit A is driven, the speed reducer input shaft 25 also rotates at a high speed of about 15000 min ⁇ 1 as with the motor rotation shaft 24. .
  • the fit between the speed reducer input shaft 25 and the inner rings of the rolling bearings 37a and 37b is a clearance fit, an abnormal noise / vibration that cannot be ignored when the motor rotating shaft 24 rotates is generated. This adversely affects the NVH characteristics.
  • the fit between the reduction gear input shaft 25 and the inner rings of the rolling bearings 37a and 37b is preferably an interference fit.
  • the reduction gear output shaft 28 includes a shaft portion 28 b and a flange portion 28 a that extends radially outward from an end portion of the shaft portion 28 b on the inboard side.
  • the flange portion 28a is formed with axial through-holes opened at both end faces, and a plurality of through-holes are formed at equal intervals on the circumference centering on the rotation axis of the reduction gear output shaft 28. ing.
  • An end portion on the outboard side of an inner pin 31 described later is fitted into each through hole.
  • the shaft portion 28b is connected by spline fitting to a hollow hub wheel 32 that constitutes the wheel bearing portion C.
  • the speed reduction mechanism is held at fixed positions on the casing 22 and curved plates 26a and 26b as revolving members that are rotatably held by the eccentric portions 25a and 25b of the speed reducer input shaft 25, and the outer periphery of the curved plates 26a and 26b.
  • the main structure includes a plurality of outer pins 27 engaged with the portion and a motion conversion mechanism for converting the rotational motion of the curved plates 26a and 26b into the rotational motion of the reducer output shaft 28.
  • the curved plate 26 a has a plurality of corrugations composed of trochoidal curves such as epitrochoids on its outer peripheral portion, and has axial through holes 30 a and 30 b 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 receives 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 has an inner raceway surface 42a on the outer diameter surface, an inner race 42 fitted to the outer diameter surface of the eccentric portion 25a, and an outer raceway surface formed directly on the inner diameter surface of the through hole 30b of the curved plate 26a.
  • 43 a cylindrical roller bearing including a plurality of cylindrical rollers 44 disposed between the inner raceway surface 42a and the outer raceway surface 43, and a cage (not shown) that holds the cylindrical rollers 44.
  • 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 is arrange
  • a plurality of outer pins 27 are provided at equal intervals on the circumference around the rotation axis of the speed reducer input shaft 25, and as the speed reducer input shaft 25 rotates.
  • the curved plates 26a, 26b revolve, the curved plates 26a, 26b are engaged with the outer peripheral portions of the curved plates 26a, 26b (recesses 34 provided on the outer peripheral portion) in the circumferential direction to cause the curved plates 26a, 26b to rotate.
  • the outer pin 27 is disposed on the outer diameter side of the curved plates 26a and 26b so as to be engageable with the outer peripheral portions of the curved plates 26a and 26b, and has an outer diameter dimension (thickness) relatively.
  • the outer pin 27 includes an outer pin housing 60 that holds the rolling bearings 61 and 61 on the inner periphery by a pair of rolling bearings 61 and 61 disposed at both ends in the axial direction (the outer diameter side of the small diameter portions 27b and 27b). Furthermore, it is rotatably supported in the radial direction with respect to the casing 22. Thereby, the contact resistance between the outer pin 27 and the curved plates 26a and 26b is reduced.
  • Each rolling bearing 61 includes an inner raceway surface formed directly on the outer diameter surface of the small diameter portion 27 b of the outer pin 27, and an outer ring having an outer raceway surface on the inner diameter surface and fitted to the inner periphery of the outer pin housing 60.
  • a needle roller bearing comprising a plurality of needle rollers arranged between the inner raceway surface and the outer raceway surface.
  • An annular restraining member 62, 62 is fixed to one end surface and the other end surface of the outer pin housing 60, respectively. Thereby, the outer pin 27 is restrained in the axial direction, and the axial movement of the outer pin 27 is restricted.
  • the outer pin housing 60 and the restraining members 62 and 62 are supported in a floating state with respect to the casing 22 by a detent means (not shown) having an elastic support function.
  • This is a component of the motion conversion mechanism that absorbs a large radial load or moment load generated by turning or sudden acceleration / deceleration of the vehicle, and converts the rotational motion of the curved plates 26a and 26b into the rotational motion of the reducer output shaft 28. This is to prevent damage.
  • the speed reduction part B (speed reduction mechanism) further includes counterweights 29 arranged adjacent to each other on the outer side in the axial direction of the eccentric parts 25a and 25b.
  • the counterweight 29 has a substantially fan shape, for example, and is fitted and fixed to the outer periphery of the speed reducer input shaft 25.
  • Each counterweight 29 is arranged with a 180 ° phase shift from the axially adjacent eccentric portion 25a (25b) in order to cancel out the unbalanced inertia couple generated by the rotation of the curved plates 26a, 26b.
  • the motion conversion mechanism mainly includes a plurality of inner pins 31 and a plurality of through holes 30 a provided in the curved plates 26 a and 26 b, and the motion conversion mechanism of the present embodiment. Further includes a needle roller bearing 31a disposed on the inner periphery of each through hole 30a (see also FIG. 5A). By providing such a needle roller bearing 31a, the frictional resistance between the inner pin 31 and the inner wall surface of the through hole 30a is reduced.
  • the inner pins 31 are provided at equal intervals on the circumference centered on the rotational axis of the speed reducer output shaft 28, and the end on the outboard side is provided on the flange portion 28 a of the speed reducer output shaft 28.
  • 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 indicates the outer diameter dimension of the inner pin 31 ("maximum outer diameter including the needle roller bearing 31a"). The same shall apply hereinafter). 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. Is transmitted to the reduction gear output shaft 28.
  • 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, when the motor part A is driven (when the speed reducer input shaft 25 is rotated), the load applied to some of the inner pins 31 from the curved plates 26a and 26b is supported by all the inner pins 31 via the stabilizer 31b. Therefore, the stress acting on the inner pin 31 is reduced and the durability is improved.
  • 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 attached the curve plate 26a, the eccentric portion 25a so that rotatably supports the curve plate 26a, the axial center O 2 is also the axis of the curved plate 26a.
  • 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 engage with the recesses 34 are arranged in the circumferential direction with the axis O as the center.
  • the curved plates 26a through hole 30a has a plurality of circumferentially disposed about the axis O 2, the through holes 30a, are arranged and coaxially axis O (reduction gear input shaft 25)
  • An inner pin 31 fixed to the reduction gear output shaft 28 is inserted. 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 eccentric portion 25a thereof).
  • the direction of the resultant force Fs changes due to the influence of centrifugal force in addition to geometric conditions such as the shape of the outer peripheral portion of the curved plate 26a and the number of concave portions 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 integrally includes a cylindrical hollow portion 32a connected to the shaft portion 28b of the reduction gear output shaft 28 and a flange portion 32b extending radially outward from the end portion on the outboard side of the hollow portion 32a.
  • 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 lubrication mechanism supplies lubricating oil to various parts of the motor part A and the speed reducing part B. As shown in FIG. 1, the lubricating oil paths 24a and 24b provided on the motor rotating shaft 24 and the speed reducer input shaft are provided.
  • the storage unit 22d, the lubricating oil passage 22e, the lubricating oil passage 45 (45a to 45c), and the rotary pump 51 that is disposed in the casing 22 and pumps the lubricating oil to the circulating oil passage 45 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.
  • the lubricating oil passage 25d extends in the radial direction from the lubricating oil passage 25c toward the outer diameter surface of the speed reducer input shaft 25, and is open to the outer diameter surfaces of the eccentric portions 25a and 25b in the present embodiment.
  • the lubricating oil passage 25e extends in the axial direction from the end portion on the outboard side of the lubricating oil passage 25c, and opens to the outer end surface of the reduction gear input shaft 25 on the outboard side.
  • the formation position of the lubricating oil passage 25d extending in the radial direction is not limited to this, and can be provided at any position in the axial direction of the reduction gear input shaft 25.
  • the lubricating oil discharge port 22b provided in the casing 22 discharges the lubricating oil inside the speed reduction part B (speed reduction mechanism), and is provided in at least one position 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 has a function of temporarily storing the lubricating oil.
  • the circulating oil passage 45 provided in the casing 22 includes an axial oil passage 45a extending in the axial direction inside the casing 22, and end portions on the outboard side and the inboard side of the axial oil passage 45a. Are connected to each other, and are constituted by radial oil passages 45b and 45c extending in the radial direction.
  • 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. Is supplied to the lubricating oil passage 24a of the speed reducer and the lubricating oil passage 25c of the reduction gear input shaft 25.
  • the rotary pump 51 is provided between the lubricating oil passage 22e connected to the lubricating oil reservoir 22d and the circulating oil passage 45. By disposing the rotary pump 51 in the casing 22, it is possible to prevent the in-wheel motor drive device 21 from being enlarged as a whole.
  • 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 45 b of the circulating oil passage 45.
  • the lubrication mechanism mainly has the above configuration, and lubricates and cools each part of the motor part A and the reduction part B 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 cylinder is discharged from the opening on the outer diameter side of the lubricating oil passage 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.
  • the lubricating oil discharged from the outer diameter side opening of the lubricating oil passage 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. Further, the rolling bearing 36 that supports the end portion on the outboard side of the motor rotating shaft 24 is mainly discharged from the lubricating oil passage 24b, and the inner portion on the outboard side of the portion of the casing 22 in which the motor portion A is accommodated. It is lubricated by the lubricating oil that has fallen along the wall.
  • 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.
  • the oil is discharged from the openings of the lubricating oil passages 25d and 25e toward the inside of the reduction unit B (deceleration mechanism).
  • the discharged lubricating oil is supplied to various locations in the speed reduction portion B mainly by centrifugal force, and lubricates and cools the various locations in the speed reduction portion B.
  • attained the inner wall surface of the casing 22 is discharged
  • 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. As a result, it is possible to prevent an increase in heat generation and torque loss at various portions of the deceleration portion B.
  • 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 outer pin 27 is made of case-hardened steel such as SCM415, SCM420, and SCr420, and as shown in FIG. 5B, a hardened layer H (cross-hatched in the figure) formed by carburizing and tempering as heat treatment. It is indicated by).
  • the hardened layer H is formed on the entire surface layer portion of the outer pin 27.
  • the hardness of the hardened layer H is 62 to 66.5 on the Vickers hardness C scale (HRC), while the hardness of the core (the portion where the hardened layer H is not formed) is about HRC29 to 38.
  • the outer pin 27 is rotatably supported by the rolling bearings (needle roller bearings) 61 and 61 (see FIG. 5A) disposed at both ends in the axial direction, and is accompanied by the rotation of the speed reducer input shaft 25. It rotates while engaging and sliding with the outer peripheral portions of the curved plates 26a and 26b, but a hardened layer H is formed on the surface layer portion of the outer pin 27 by carburizing, quenching and tempering, and the surface hardness of the outer pin 27 is increased.
  • the case-hardened steel pin 27 having a relatively soft and rich workability is selected before the heat treatment (carburizing quenching and tempering). can do.
  • the carburizing and tempering selected as the heat treatment method has flexibility in changing the shape, the cost required for newly producing the outer pin 27 and changing the design can be reduced.
  • 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 curved waveform provided on the outer periphery of the curved plates 26a and 26b in the circumferential direction, and the curved plates 26a and 26b are opposite to the rotation direction of the speed reducer input shaft 25. To rotate around.
  • 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 speed reducer input shaft 25 is decelerated by the speed reducing portion B and then transmitted to the speed reducer output shaft 28, even when the low torque, high speed type motor portion A is employed, the drive wheels ( The required torque can be transmitted to the (rear wheel) 14.
  • the speed reduction ratio of the speed reduction portion B having the above-described configuration is (Z A ⁇ Z B ), where Z A is the number of outer pins 27 and Z B is the number of waveforms (concave portions 34) provided on the outer peripheral portions of the curved plates 26a and 26b. ) / is calculated by Z B.
  • 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 resistance is reduced, the power transmission efficiency in the deceleration part B improves.
  • the in-wheel motor drive device 21 of the present embodiment is lightweight and compact as a whole device. Therefore, if the in-wheel motor drive device 21 is mounted on the electric vehicle 11, the unsprung weight can be suppressed, so that the electric vehicle 11 excellent in running stability and NVH characteristics can be realized.
  • the in-wheel motor driving device 21 As described above, the in-wheel motor driving device 21 according to the embodiment of the present invention has been described. However, the in-wheel motor driving device 21 can be variously modified without departing from the gist of the present invention. is there.
  • the speed reduction part B can further be provided with a pivot bearing 63 that supports the outer pin 27 in point contact with the restraining member 62.
  • a pivot bearing 63 shown in FIG. 6A has a restraining member 62 having a smooth surface facing the outer pin 27 and a ball 64 fitted in a recess 27c provided on the end surface of the outer pin 27 so as to be freely rollable. It consists of and.
  • a solid shaft-shaped material made of case-hardened steel before quenching is formed into a stepped shaft shape having a large-diameter portion 27a and a small-diameter portion 27b and having recesses 27c on both end faces.
  • a carburized quenching and tempering process is performed as a heat treatment to form a hardened layer H on the entire surface layer portion (see FIG. 6B).
  • the form of the pivot bearing 63 that supports the outer pin 27 in point contact with the restraining member 62 is not limited to the above. That is, as shown in FIG. 7, the pivot bearing 63 may be composed of a restraining member 62 having a smooth surface facing the outer pin 27 and a convex spherical surface 27 d provided on the end surface of the outer pin 27. Is possible. Although not shown in the drawings, the pivot bearing 63 has, for example, a restraining member 62 whose surface facing the outer pin 27 is formed as a convex spherical surface and an end surface (a surface facing the restraining member 62) formed as a smooth surface. It is also possible to configure with an outer pin 27.
  • the outer diameter surface has a constant diameter instead of the stepped shaft-shaped outer pin 27 having the large diameter portion 27a and the small diameter portions 27b, 27b provided on both axial sides thereof.
  • An outer pin 27 formed on the cylindrical surface is used.
  • the outer pin 27 formed on a cylindrical surface having a constant outer diameter surface since the shape is simplified, the manufacturing cost of the outer pin 27 can be further reduced.
  • the outer pin 27 having the large-diameter portion 27a and the small-diameter portions 27b and 27b provided on both sides in the axial direction is used, the outer pin 27 and the reduction portion B can be reduced in size and weight while the outer pin 27 is reduced. There is an advantage that the strength (bending rigidity) required for the portion of the pin 27 that engages with the curved plates 26a, 26b can be secured.
  • 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 eccentric portions 25a and 25b are provided at two locations in the axial direction of the speed reducer input shaft 25.
  • the number of installed eccentric portions can be arbitrarily set.
  • the eccentric portions can be provided at three positions in the axial direction of the speed reducer input shaft 25.
  • each eccentric portion is 120 ° so as to cancel out the centrifugal force generated by the rotation of the speed reducer input shaft 25. It is preferable to change the phase.
  • the motion conversion mechanism is configured by the inner pin 31 having one end fixed to the flange portion 28a of the reduction gear output shaft 28 and the through hole 30a provided in the curved plates 26a and 26b.
  • the rotation of the speed reduction unit B can be any configuration that can be transmitted to the hub wheel 32.
  • the case where power is supplied to the motor unit A to drive the motor unit and the power from the motor unit A is transmitted to the rear wheels 14 is shown.
  • the vehicle decelerates or goes down the hill.
  • the power from the rear wheel 14 side can be converted to rotation of high rotation and low torque by the speed reduction unit B and transmitted to the motor unit A, and the motor unit A can 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 21 is not limited to 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, The present invention can also be applied to a four-wheel drive type electric vehicle having 13 and rear wheels 14 as drive wheels.
  • electric vehicle is a concept including all vehicles that obtain driving force from electric power, and includes, for example, a hybrid vehicle.

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  • Engineering & Computer Science (AREA)
  • General Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Transportation (AREA)
  • Arrangement Or Mounting Of Propulsion Units For Vehicles (AREA)
  • Retarders (AREA)
  • Rolling Contact Bearings (AREA)
  • Sliding-Contact Bearings (AREA)
  • Gears, Cams (AREA)

Abstract

L'invention concerne un dispositif d'entraînement de moteur-roue (21) qui est conçu de sorte qu'une section de réduction de vitesse (B) soit dotée : d'un arbre d'entrée (25) de réducteur de vitesse mis en rotation et entraîné par une section de moteur (A) ; et d'un mécanisme de réduction de vitesse permettant de réduire la vitesse de rotation de l'arbre d'entrée (25) de réducteur de vitesse. Le mécanisme de réduction de vitesse est pourvu : de sections excentriques (25a, 25b) disposées sur l'arbre d'entrée (25) de réducteur de vitesse ; de plaques incurvées (26a, 26b) maintenues en rotation au niveau des périphéries extérieures des sections excentriques (25a, 25b) et tournant autour de l'axe de rotation de l'arbre d'entrée (25) de réducteur de vitesse lorsque l'arbre d'entrée (25) de réducteur de vitesse tourne ; et de broches extérieures (27) venant en prise avec les sections périphériques extérieures des plaques incurvées (26a, 26b) et amenant les plaques incurvées (26a, 26b) à tourner. Les broches extérieures (27) sont constituées d'acier de cémentation et présentent une couche durcie (H) obtenue par cémentation, trempe et revenu.
PCT/JP2015/054470 2014-03-04 2015-02-18 Dispositif d'entraînement de moteur-roue WO2015133278A1 (fr)

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JP2014-041669 2014-03-04
JP2014041669A JP2015166616A (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 (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
CN109695665A (zh) * 2017-10-24 2019-04-30 住友重机械工业株式会社 偏心摆动型减速装置

Families Citing this family (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JP6767804B2 (ja) * 2016-07-29 2020-10-14 日本電産シンポ株式会社 歯車変速機
CN106222680B (zh) * 2016-08-17 2018-08-24 安徽江淮车轮有限公司 一种钢圈车轮表面处理工艺

Citations (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JP2010048280A (ja) * 2008-08-19 2010-03-04 Ntn Corp インホイールモータ駆動装置
WO2011111269A1 (fr) * 2010-03-10 2011-09-15 新日本製鐵株式会社 Composant en acier cémenté ayant une excellente résistance à la fatigue oligocyclique par flexion

Patent Citations (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JP2010048280A (ja) * 2008-08-19 2010-03-04 Ntn Corp インホイールモータ駆動装置
WO2011111269A1 (fr) * 2010-03-10 2011-09-15 新日本製鐵株式会社 Composant en acier cémenté ayant une excellente résistance à la fatigue oligocyclique par flexion

Cited By (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
CN109695665A (zh) * 2017-10-24 2019-04-30 住友重机械工业株式会社 偏心摆动型减速装置

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