WO2015141389A1 - Dispositif de commande de moteur-roue - Google Patents

Dispositif de commande de moteur-roue Download PDF

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Publication number
WO2015141389A1
WO2015141389A1 PCT/JP2015/054824 JP2015054824W WO2015141389A1 WO 2015141389 A1 WO2015141389 A1 WO 2015141389A1 JP 2015054824 W JP2015054824 W JP 2015054824W WO 2015141389 A1 WO2015141389 A1 WO 2015141389A1
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WO
WIPO (PCT)
Prior art keywords
speed reducer
output shaft
reduction gear
input shaft
lubricating oil
Prior art date
Application number
PCT/JP2015/054824
Other languages
English (en)
Japanese (ja)
Inventor
鈴木　稔
朋久 魚住
Original Assignee
Ntn株式会社
鈴木　稔
朋久 魚住
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Filing date
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Application filed by Ntn株式会社, 鈴木　稔, 朋久 魚住 filed Critical Ntn株式会社
Publication of WO2015141389A1 publication Critical patent/WO2015141389A1/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
    • F16H—GEARING
    • F16H1/00—Toothed gearings for conveying rotary motion
    • F16H1/28—Toothed gearings for conveying rotary motion with gears having orbital motion
    • F16H1/32—Toothed gearings for conveying rotary motion with gears having orbital motion in which the central axis of the gearing lies inside the periphery of an orbital gear
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K17/00—Arrangement or mounting of transmissions in vehicles
    • B60K17/04—Arrangement or mounting of transmissions in vehicles characterised by arrangement, location, or kind of gearing
    • B60K17/043—Transmission unit disposed in on near the vehicle wheel, or between the differential gear unit and the wheel
    • B60K17/046—Transmission unit disposed in on near the vehicle wheel, or between the differential gear unit and the wheel with planetary gearing having orbital motion
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K7/00—Disposition of motor in, or adjacent to, traction wheel
    • B60K7/0007—Disposition of motor in, or adjacent to, traction wheel the motor being electric
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • 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

Definitions

  • the present invention relates to an in-wheel motor drive device in which, for example, an output shaft of an electric motor and a wheel bearing are connected via a speed reducer.
  • a conventional in-wheel motor drive device has a structure disclosed in Patent Document 1, for example.
  • the in-wheel motor driving device 101 disclosed in Patent Document 1 includes a motor unit 103 that generates a driving force inside a casing 102 that is attached to a vehicle body via a suspension device (suspension), and The main part is composed of a wheel bearing portion 104 connected to the wheel and a speed reduction portion 105 that decelerates the rotation of the motor portion 103 and transmits it to the wheel bearing portion 104.
  • a low-torque, high-rotation type motor is employed for the motor unit 103 from the viewpoint of making the device compact.
  • the wheel bearing portion 104 requires a large torque to drive the wheel. Therefore, a cycloid reducer that is compact and can obtain a high reduction ratio is employed for the reduction unit 105.
  • the speed reducer 105 employing this cycloid speed reducer includes a speed reducer input shaft 106 having eccentric portions 106a and 106b, curved plates 107a and 107b disposed on the eccentric portions 106a and 106b of the speed reducer input shaft 106, and A plurality of outer pins 109 that engage with the outer peripheral surfaces of the curved plates 107a, 107b to cause the curved plates 107a, 107b to rotate, and needle rollers on the inner peripheral surfaces of the through holes 115a, 115b of the curved plates 107a, 107b.
  • the main part is composed of a plurality of inner pins 111 that are engaged through a bearing 114 and transmit the rotation of the curved plates 107a and 107b to the reduction gear output shaft 110.
  • the reduction gear input shaft 106 is rotatably supported by ball bearings 112a and 112b on the casing 102 and the reduction gear output shaft 110.
  • the curved plates 107a and 107b are rotatably supported by the eccentric portions 106a and 106b of the reduction gear input shaft 106 by ball bearings 108a and 108b.
  • Both ends of the plurality of outer pins 109 engaged with the outer peripheral surfaces of the curved plates 107a and 107b are rotatably supported by the casing 102 by needle roller bearings 113a and 113b.
  • the inner pin 111 held by the reduction gear output shaft 110 is in rolling contact with the curved plates 107a and 107b via the needle roller bearing 114.
  • the above-described conventional in-wheel motor drive device 101 needs to house the unit inside the wheel, needs to suppress the unsprung weight, and is further downsized to ensure a large cabin space. Is an essential requirement. Therefore, it is necessary to use a small motor unit 103, and high speed rotation of 15,000 min ⁇ 1 or more is required in order to obtain a necessary output from the small and low torque motor unit 103.
  • the curved plates 107a and 107b incorporated in the speed reduction unit 105 are in contact with the characteristics of the in-wheel motor drive device 101 that is the severe use environment, the mechanical special characteristics of the cycloid reduction gear, and the unsprung weight. There are points to be improved.
  • an object of the present invention is to provide an in-wheel motor drive device having high quality and excellent durability.
  • the present invention has found the following knowledge found about the curved plate incorporated in the deceleration unit. Is based.
  • the present invention comprises a casing for holding a motor part, a reduction part and a wheel bearing part, and the motor part rotationally drives a reduction gear input shaft having an eccentric part,
  • the speed reducer decelerates the rotation of the speed reducer input shaft and transmits it to the speed reducer output shaft, and the wheel bearing portion is connected to the speed reducer output shaft.
  • a shaft a revolving member that is rotatably held by an eccentric portion of the speed reducer input shaft, and performs a revolving motion around the rotation axis as the speed reducer input shaft rotates, and an outer peripheral portion of the revolving member
  • the outer pin that engages with the shaft and causes the rotation of the revolving member, and the motion conversion that converts the rotation of the revolving member into rotation about the rotation axis of the reducer input shaft and transmits it to the reducer output shaft Mechanism and reducer lubrication that supplies lubricant to the reducer
  • the motion conversion mechanism has a structure in which an inner pin that is held on the output shaft of the speed reducer and extends in the axial direction is inserted into the through hole of the revolving member and engaged with the revolving member.
  • the axial clearance after assembly with the machine output shaft is 0.12 to 1.16 mm.
  • the revolution member and the reduction gear output shaft Since the axial clearance after assembly is set to 0.12 to 1.16 mm, the axial clearance after assembly does not become a negative clearance even if the temperature rise of the revolving member is taken into account. Generation of sound and vibration can be minimized. As a result, the quality can be improved without causing discomfort to the driver and passengers, and the life of the roller bearing can be extended, thereby realizing an in-wheel motor drive device with high quality and excellent durability. be able to.
  • a structure in which a restraining member for restricting the axial position of the revolution member with respect to the inner pin is disposed between the revolution member and the reduction gear output shaft is desirable.
  • the restraining member is arranged between the revolution member and the reduction gear output shaft, the occurrence of an offset load due to the axial displacement of the load point can be suppressed to the minimum, and the durability can be further secured. It becomes even easier.
  • the axial clearance after incorporation of the revolution member and the reduction gear output shaft is the axial clearance between the restraining member located at the axial end of the revolution member and the reduction gear output shaft.
  • the revolution member and the reduction gear output shaft Since the axial clearance after assembly is set to 0.12 to 1.16 mm, the axial clearance after assembly does not become a negative clearance even if the temperature rise of the revolving member is taken into account. It is possible to minimize the occurrence of sound and vibration caused by it. As a result, the quality can be improved without causing discomfort to the driver and passengers, and the life of the roller bearing can be extended, thereby realizing an in-wheel motor drive device with high quality and excellent durability. be able to.
  • FIG. 2 is a cross-sectional view taken along the line OO in FIG. It is a principal part expanded sectional view which shows the deceleration part of FIG. It is sectional drawing which shows the curve board and reduction gear output shaft of the deceleration part of FIG. It is explanatory drawing which shows the load which acts on the curve board of FIG. It is sectional drawing for demonstrating the axial clearance after the incorporation of the curved board of FIG.
  • FIG. 2 is a cross-sectional view taken along the line PP in FIG. 1.
  • FIG. 2 is a cross-sectional view taken along line QQ in FIG. 1.
  • FIG. 2 is a cross-sectional view taken along the line RR in FIG. 1. It is sectional drawing which shows the rotary pump of FIG. It is a top view which shows schematic structure of the electric vehicle carrying an in-wheel motor drive device.
  • FIG. 12 is a rear sectional view showing the electric vehicle of FIG. 11. It is sectional drawing which shows the whole structure of the conventional in-wheel motor drive device.
  • Embodiments of the in-wheel motor drive device 21 according to the present invention will be described in detail below with reference to FIGS.
  • FIG. 11 is a plan view showing a schematic configuration of the electric vehicle 11 on which the in-wheel motor drive device 21 is mounted
  • FIG. 12 is a view of the electric vehicle 11 from the rear.
  • the electric vehicle 11 includes a chassis 12, a front wheel 13 as a steering wheel, a rear wheel 14 as a drive wheel, and an in-wheel motor drive device 21 that transmits driving force to the rear wheel 14.
  • Equip. As shown in FIG. 12, 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 ground by a strut including a coil spring and a shock absorber. Furthermore, a stabilizer that suppresses the inclination of the vehicle body when turning, etc., is provided at the connecting portion of the left and right suspension arms.
  • the suspension device 12b is an independent suspension type in which left and right wheels can be moved up and down independently in order to improve followability to road surface unevenness and efficiently transmit the driving force of the driving wheels to the road surface.
  • the electric vehicle 11 is provided with the in-wheel motor drive device 21 that drives the left and right rear wheels 14 inside the wheel housing 12a, thereby eliminating the need to provide a motor, a drive shaft, a differential gear mechanism, and the like on the chassis 12. Therefore, there is an advantage that a wide cabin space can be secured and the rotation of the left and right rear wheels 14 can be controlled.
  • the in-wheel motor drive device 21 is required to be downsized in order to secure a large cabin space.
  • FIG. 1 is a cross-sectional view showing a schematic configuration of the in-wheel motor drive device 21,
  • FIG. 2 is a cross-sectional view taken along the line OO in FIG. 1
  • FIG. 3 is an enlarged cross-sectional view showing a speed reduction portion in FIG. 1 is a cross-sectional view showing a curved plate and a reduction gear output shaft of the speed reducer in FIG. 1
  • FIG. 5 is an explanatory view showing a load acting on the curved plate
  • FIG. 8 is a sectional view taken along the line QQ in FIG. 1
  • FIG. 9 is a sectional view taken along the line RR in FIG.
  • FIG. 10 is a cross-sectional view showing the rotary pump of FIG.
  • the in-wheel motor drive device 21 includes a motor unit A that generates a driving force, a deceleration unit B that decelerates and outputs the rotation of the motor unit A, and an output from the deceleration unit B as driving wheels. 14 (see FIG. 11 and FIG. 12), and the motor part A and the speed reduction part B are accommodated in the casing 22, and as shown in FIG. 11, the wheel housing 12a of the electric vehicle 11 is provided. Installed inside.
  • the motor part A is connected to the stator 23a fixed to the casing 22, the rotor 23b disposed at a position facing the inner side of the stator 23a with a radial gap, and the inner side of the rotor 23b.
  • This is a radial gap motor including a motor rotating shaft 24a that is fixed and rotates integrally with the rotor 23b.
  • the motor rotation shaft 24a having a hollow structure is fitted and fixed to the inner peripheral surface of the rotor 23b and integrally rotates, and one end in the axial direction (right side in FIG. 1) in the motor portion A is connected to the rolling bearing 36a.
  • the other end in the axial direction (left side in FIG. 1) is rotatably supported by the casing 22 by a rolling bearing 36b.
  • the reduction gear input shaft 25 has a substantially central portion on the one side in the axial direction (the central right side in FIG. 3) at the rolling bearing 37a and an end on the other side in the axial direction (the central left side in FIG. 3).
  • One rolling bearing 37 a is fitted to the inner peripheral surface of the cylindrical portion 31 d of the stabilizer 31 b that is connected and fixed to the shaft end portion of the inner pin 31 that is fixed to the reduction gear output shaft 28.
  • the other rolling bearing 37 b is fitted to the inner peripheral surface of the flange portion 28 a of the reduction gear output shaft 28.
  • the reduction gear input shaft 25 has eccentric portions 25a and 25b in the reduction portion B.
  • the two eccentric portions 25a and 25b are provided with a 180 ° phase shift in order to cancel the centrifugal force due to the eccentric motion.
  • the reduction gear input shaft 25 is rotatably supported with respect to the reduction gear output shaft 28 by rolling bearings 37a and 37b.
  • the motor rotating shaft 24 a and the speed reducer input shaft 25 are connected by serration fitting, and the driving force of the motor part A is transmitted to the speed reducing part B.
  • the serration fitting portion is configured to suppress the influence on the motor rotation shaft 24a even if the speed reducer input shaft 25 is inclined to some extent.
  • the speed reduction part B is held at a fixed position on the casing 22 and curved plates 26a and 26b as revolving members rotatably held by the eccentric parts 25a and 25b of the speed reducer input shaft 25.
  • a plurality of outer pins 27 that engage with the outer peripheral portion, a motion conversion mechanism that transmits the rotational motion of the curved plates 26a and 26b to the reducer output shaft 28, and a counterweight 29 at a position adjacent to the eccentric portions 25a and 25b.
  • the speed reduction part B is provided with a speed reduction part lubrication mechanism for supplying lubricating oil.
  • the reduction gear output shaft 28 has a flange portion 28a and a shaft portion 28b.
  • a plurality of inner pins 31 are fixed to the flange portion 28a at equal intervals on a circumference centered on the rotational axis of the reduction gear output shaft 28.
  • the shaft portion 28b is fitted and connected to the hub wheel 32, and transmits the output of the speed reduction portion B to the wheel 14 (see FIGS. 11 and 12).
  • the curved plates 26 a and 26 b have a plurality of corrugations composed of trochoidal curves such as epitrochoids on the outer periphery, and through holes that penetrate from one end face to the other end face 30a and 30b.
  • a plurality of through holes 30a are provided at equal intervals on the circumference centering on the rotation axis of the curved plates 26a, 26b, and receive the inner pins 31.
  • the through hole 30b is provided at the center of the curved plates 26a and 26b and is fitted to the eccentric portions 25a and 25b.
  • the curved plates 26a and 26b are supported by the rolling bearing 41 so as to be rotatable with respect to the eccentric portions 25a and 25b.
  • the rolling bearing 41 is formed directly on the inner raceway surface 42a formed on the outer peripheral surface of the inner ring 42 fitted to the outer peripheral surfaces of the eccentric portions 25a and 25b, and on the inner peripheral surface of the through hole 30b of the curved plates 26a and 26b.
  • the cylindrical roller bearing includes an outer raceway surface 43, a plurality of cylindrical rollers 44 disposed between the inner raceway surface 42 a and the outer raceway surface 43, and a cage 45 that holds the cylindrical rollers 44.
  • the inner ring 42 has flange portions 42b that protrude radially outward from both axial end portions of the inner raceway surface 42a.
  • the rolling bearing 41 is exemplified by a member in which the inner ring 42 is formed separately.
  • the present invention is not limited to this, and the inner raceway surface is directly formed on the outer peripheral surface of the eccentric portion 25a, similarly to the outer raceway surface 43. May be.
  • the outer pins 27 are provided at equal intervals on the circumference around the rotation axis of the speed reducer input shaft 25.
  • the outer pin 27 is rotatably held by an outer pin housing 60 via a needle roller bearing 27a.
  • the outer pin housing 60 is prevented from rotating around the casing 22 (see FIG. 1) and is elastically floating ( (Not shown). Thereby, the contact resistance between the curved plates 26a and 26b can be reduced.
  • the outer pin 27 may be directly held on the casing 22 via the needle roller bearing 27a.
  • the counterweight 29 is substantially fan-shaped and has a through hole that engages with the speed reducer input shaft 25.
  • the counterweights 29a and 25b The eccentric portions 25a and 25b are arranged 180 ° out of phase with each other at adjacent positions. As shown in FIG. 3, when the center point in the direction of the rotational axis between the two curved plates 26a and 26b is G, the distance between the central point G and the center of the curved plate 26a is the right side of the central point G.
  • L 1 , the sum of the masses of the curved plate 26 a, the rolling bearing 41, and the eccentric portion 25 a is m 1
  • the eccentric amount of the center of gravity of the curved plate 26 a from the rotational axis is ⁇ 1
  • the mass of the counterweight 29 is m 2
  • the eccentric amount of the center of gravity of the counterweight 29 from the rotational axis is ⁇ 2
  • L 1 ⁇ m 1 ⁇ ⁇ 1 L 2 ⁇ m 2 ⁇ ⁇ 2 It is a satisfying relationship.
  • a similar relationship is established between the curved plate 26 b on the left side of the center point G and the counterweight 29.
  • an inner pin 31 that is held by the speed reducer output shaft 28 and extends in the axial direction is inserted into a through hole 30a provided in the curved plates 26a and 26b, and the curved plate 26a is inserted through the needle roller bearing 31a. , 26b.
  • the through hole 30a is provided at a position corresponding to each of the plurality of inner pins 31, and the inner diameter dimension of the through hole 30a is larger than the outer diameter dimension of the inner pin 31 (the maximum outer diameter including the needle roller bearing 31a) by a predetermined dimension. Is set.
  • the inner pins 31 are provided at equal intervals on the circumference centering on the rotational axis of the speed reducer output shaft 28 (see FIG.
  • a stabilizer 31b as a part of the reduction gear output shaft 28 is provided at the other axial end of the inner pin 31.
  • the stabilizer 31b includes an annular ring portion 31c and a cylindrical portion 31d extending in the axial direction from the inner peripheral surface of the annular portion 31c.
  • the ends on the other axial side of the plurality of inner pins 31 are fixed to the annular portion 31c of the stabilizer 31b. Since the load applied to some of the inner pins 31 from the curved plates 26a, 26b is supported by all the inner pins 31 via the stabilizer 31b, the stress acting on the inner pins 31 is reduced and the durability is improved. be able to.
  • An inner pin 31 that is supported by the flange portion 28a of the speed reducer output shaft 28 and the annular portion 31c of the stabilizer 31b and extends in the axial direction is inserted into the through hole 30a of the curved plates 26a and 26b and is inserted into the curved plates 26a and 26b.
  • the two curved plates 26a and 26b are arranged at a predetermined interval in the axial direction between the flange portion 28a of the reduction gear output shaft 28 and the annular portion 31c of the stabilizer 31b. Has been.
  • the spacers 38a, 38, 38b which are resin-made restraining members that restrict the axial positions of the two curved plates 26a, 26b with respect to the inner pin 31, are disposed.
  • Axis O 2 of the eccentric portion 25a is eccentric by the eccentricity e from the axis O of the reduction gear input shaft 25.
  • the outer periphery of the eccentric portion 25a is attached is curved plates 26a, the eccentric part 25a is so rotatably supports the curve plate 26a, the axial center O 2 is also the axis of the curved plate 26a.
  • the outer periphery of the curved plate 26a is formed by a corrugated curve, and has corrugated recesses 33 that are depressed in the radial direction at equal intervals in the circumferential direction.
  • a plurality of outer pins 27 that engage with the recesses 33 are arranged in the circumferential direction with the axis O as the center.
  • the curved plates 26a through hole 30a has a plurality circumferentially disposed about the axis O 2.
  • An inner pin 31 that is coupled to the reduction gear output shaft 28 that is disposed coaxially with the axis O is inserted through each through hole 30a. Since the inner diameter of the through-hole 30a is larger than the outer diameter of the inner pin 31, the inner pin 31 does not hinder the revolving motion of the curved plate 26a, and the inner pin 31 extracts the rotational motion of the curved plate 26a.
  • the reduction gear output shaft 28 is rotated.
  • the speed reducer output shaft 28 has a higher torque and a lower rotational speed than the speed reducer input shaft 25, and the curved plate 26a receives the load Fj from the plurality of inner pins 31 as indicated by arrows in FIG. .
  • a resultant force Fs of the plurality of loads Fi and Fj is applied to the reduction gear input shaft 25.
  • the direction of the resultant force Fs changes depending on geometrical conditions such as the waveform shape of the curved plate 26a, the number of the concave portions 33, and the centrifugal force. Specifically, the angle ⁇ between the reference line X perpendicular to the straight line Y connecting the rotation axis O 2 and the axis O and passing through the rotation axis O 2 and the resultant force Fs is approximately 30 ° to 60 °. Fluctuates.
  • the load directions and magnitudes of the plurality of loads Fi and Fj change during one rotation (360 °) of the speed reducer input shaft 25. As a result, the resultant force Fs acting on the speed reducer input shaft 25 is also reduced. Direction and size vary. Then, when the speed reducer input shaft 25 rotates once, the corrugated concave portion 33 of the curved plate 26a is decelerated and rotated clockwise by one pitch, resulting in the state of FIG. 5, and this is repeated.
  • the post-assembly axial clearance ⁇ of the curved plates 26a and 26b is, as shown in FIG. 6, between the annular portion 31c of the stabilizer 31b and the curved plate 26a, and the flange portion 28a of the reduction gear output shaft 28.
  • Spacers 38a, 38, 38b are interposed between the curved plate 26b and between one curved plate 26a and the other curved plate 26b.
  • the speed reducer It means the axial clearance between the spacer 38b located on the output shaft side and the flange portion 28a of the reduction gear output shaft 28.
  • the gap ⁇ is exaggerated.
  • the spacer 38a positioned on the side of the stabilizer 31b is in contact with the annular portion 31c of the stabilizer 31b, and the spacer 38b positioned on the side of the reduction gear output shaft 28 and the flange portion 28a of the reduction gear output shaft 28.
  • the curved plates 26a and 26b and the spacers 38a, 38, and 38b are brought into contact with each other in the axial direction and decelerated.
  • the spacer 38b located on the machine output shaft 28 side in contact with the flange part 28a of the reduction gear output shaft 28 the axial clearance between the spacer 38a located on the stabilizer 31b side and the annular part 31c of the stabilizer 31b is provided. It is also possible to set the axial clearance after the curved plates 26a and 26b are assembled.
  • the clearance in the axial direction of the curved plates 26a and 26b to be 0.12 to 1.16 mm, the axial clearance after the integration is negative even under the condition of the temperature rise of the curved plates 26a and 26b. There is no gap, heat generation and seizure can be prevented, and the influence of sound and vibration due to the normal gap can be minimized within the processable range.
  • the wheel bearing portion C includes a hub wheel 32 connected to the speed reducer output shaft 28 and a wheel bearing 33 that rotatably supports the hub wheel 32 with respect to the casing 22.
  • the hub wheel 32 has a cylindrical hollow portion 32a and a flange portion 32b.
  • the driving wheel 14 (see FIGS. 11 and 12) is connected and fixed to the flange portion 32b by a bolt 32c.
  • Splines are formed on the outer peripheral surface of the shaft portion 28b of the speed reducer output shaft 28. The splines are fitted into the spline holes formed on the inner peripheral surface of the hollow portion 32a of the hub wheel 32 so that torque can be transmitted. It is connected.
  • the wheel bearing 33 includes an inner bearing member made up of a hub wheel 32 and an inner ring 33a fitted to a small-diameter step portion of the hub wheel 32, an outer bearing member 33b fitted and fixed to the inner peripheral surface of the casing 22, A plurality of rolling elements disposed between the inner raceway surfaces 33f and 33g formed on the outer peripheral surfaces of the hub ring 32 and the inner ring 33a and the outer raceway surfaces 33h and 33i formed on the inner peripheral surface of the outer bearing member 33b.
  • This is a double-row angular contact ball bearing provided with a ball 33c, a retainer 33d that holds the gap between adjacent balls 33c, and a seal member 33e that seals both axial ends of the wheel bearing 33.
  • the speed reduction part lubrication mechanism supplies lubricating oil to the speed reduction part B, and includes the lubricating oil path 25c, the lubricating oil supply ports 25d, 25e, and 25f shown in FIGS. 1 and 3, and the lubricating oil path 31e in the stabilizer 31b.
  • the lubricating oil passage 31f in the inner pin 31, the lubricating oil discharge port 22b, the lubricating oil storage portion 22d, the lubricating oil passage 22e, the rotary pump 51, and the circulating oil passage 45 constitute the main part.
  • subjected in the deceleration part lubrication mechanism shows the direction through which lubricating oil flows.
  • the lubricating oil passage 25c extends along the axial direction inside the reduction gear input shaft 25.
  • the lubricating oil supply ports 25d and 25e extend from the lubricating oil passage 25c toward the outer peripheral surface of the speed reducer input shaft 25, and the lubricating oil supply port 25f extends from the shaft end of the speed reducer input shaft 25 in the direction of the rotation axis. It extends toward the end face.
  • At least one location of the casing 22 at the position of the speed reduction portion B is provided with a lubricating oil discharge port 22b for discharging the lubricating oil inside the speed reduction portion B.
  • a circulating oil passage 45 that connects the lubricating oil discharge port 22 b and the lubricating oil passage 25 c is provided inside the casing 22. The lubricating oil discharged from the lubricating oil discharge port 22 b returns to the lubricating oil path 25 c via the circulating oil path 45.
  • the circulating oil passage 45 includes an axial oil passage 45a extending in the axial direction inside the casing 22, and one axial end portion of the axial oil passage 45a (on the right side in FIG. 1). ) And a radial oil passage 45c extending in the radial direction, and a radial oil passage 45b extending in the radial direction connected to the other axial end of the axial oil passage 45a (left side in FIG. 1).
  • the radial oil passage 45b supplies the lubricating oil pumped from the rotary pump 51 to the axial oil passage 45a, and supplies the lubricating oil from the axial oil passage 45a to the lubricating oil passage 25c via the radial oil passage 45c.
  • a rotary pump 51 is provided between the lubricating oil passage 22e connected to the lubricating oil reservoir 22d and the circulating oil passage 45, and the lubricating oil is forcibly circulated.
  • the rotary pump 51 includes an inner rotor 52 that rotates using the rotation of the reduction gear output shaft 28 (see FIG. 1), and an outer rotor 53 that rotates following the rotation of the inner rotor 52.
  • the cycloid pump includes a pump chamber 54, a suction port 55 that communicates with the lubricating oil passage 22e, and a discharge port 56 that communicates with the radial oil passage 45b of the circulation oil passage 45.
  • the inner rotor 52 has a tooth profile composed of a cycloid curve on the outer peripheral surface. Specifically, the shape of the tooth tip portion 52a is an epicycloid curve, and the shape of the tooth gap portion 52b is a hypocycloid curve.
  • the inner rotor 52 is fitted to the outer peripheral surface of the cylindrical portion 31d (see FIGS. 1 and 3) of the stabilizer 31b and rotates integrally with the inner pin 31 (reduction gear output shaft 28).
  • the outer rotor 53 has a tooth profile formed by a cycloid curve on the inner peripheral surface. Specifically, the shape of the tooth tip portion 53a is a hypocycloid curve, and the shape of the tooth gap portion 53b is an epicycloid curve.
  • the outer rotor 53 is rotatably supported by the casing 22.
  • the inner rotor 52 is rotated about the rotation center c 1.
  • the outer rotor 53 rotates around a rotation center c 2 different from the rotation center c 1 of the inner rotor 52.
  • the number of teeth of the inner rotor 52 is n
  • a plurality of pump chambers 54 are provided in the space between the inner rotor 52 and the outer rotor 53.
  • the outer rotor 53 rotates in a driven manner.
  • the volume of the pump chamber 54 changes continuously.
  • the lubricating oil flowing in from the suction port 55 is pumped from the discharge port 56 to the radial oil passage 45b.
  • the inner rotor 52 is provided with a stepped portion 52 c.
  • the stepped portion 52 c has its outer peripheral surface (guide surface) abutted against the inner peripheral surface of the casing 22 and prevents the inner rotor 52 from being inclined by a radial load from the wheel 14.
  • a lubricating oil storage part 22d for temporarily storing the lubricating oil is provided.
  • the lubricating oil that cannot be pumped by the rotary pump 51 can be temporarily stored in the lubricating oil storage portion 22d.
  • an increase in torque loss of the deceleration unit B can be prevented.
  • the lubricating oil stored in the lubricating oil reservoir 22d can be returned to the lubricating oil passage 25c even if the amount of lubricating oil reaching the lubricating oil discharge port 22b decreases.
  • the lubricating oil can be stably supplied to the deceleration unit B.
  • the lubricating oil inside the deceleration part B moves outside by gravity in addition to the centrifugal force. Therefore, it is desirable to attach to the electric vehicle 11 so that the lubricating oil reservoir 22d is positioned below the in-wheel motor drive device 21.
  • the flow of the lubricating oil in the deceleration portion B having the above-described configuration will be described.
  • the lubricating oil flowing through the lubricating oil passage 25c flows out from the lubricating oil supply ports 25d, 25e, and 25f to the speed reducing unit B due to the centrifugal force accompanying the rotation of the speed reducer input shaft 25 and the pressure of the rotary pump 51.
  • the lubricating oil flows to the rolling bearings in the deceleration portion B as follows.
  • Lubricating oil flowing out from the lubricating oil supply ports 25e and 25f is supplied to rolling bearings (deep groove ball bearings) 37a and 37b that support the reduction gear input shaft 25 by the action of centrifugal force. Further, the lubricating oil flowing out from the lubricating oil supply port 25e is led to the lubricating oil passage 31e in the stabilizer 31b and reaches the lubricating oil passage 31f in the inner pin 31, and from this lubricating oil passage 31f to the needle roller bearing 31a. Supplied.
  • the lubricating oil is a needle roller bearing that supports the outer pin 27 and the contact portion between the curved plates 26a and 26b and the inner pin 31, the contact portion between the curved plates 26a and 26b and the outer pin 27, and the outer pin 27 by centrifugal force. 27a, and moves to the outside in the radial direction while lubricating the rolling bearing 46 and the like that support the reduction gear output shaft 28 (stabilizer 31b).
  • the lubricating oil flowing out from the lubricating oil supply port 25d is supplied into the bearing from a supply hole 42c (see FIG. 3) provided in the inner ring 42 of the rolling bearing (cylindrical roller bearing) 41 that supports the curved plates 26a and 26b.
  • the cylindrical roller 44, the inner raceway surface 42a, and the outer raceway surface 43 are lubricated.
  • the lubricating oil is brought into contact with the curved plates 26a and 26b and the inner pin 31 and the curved plates 26a and 26b and the outer pin 27 by centrifugal force. It moves radially outward while lubricating the abutting part and the like.
  • Each rolling bearing in the speed reduction part B is lubricated by the flow of the lubricating oil as described above.
  • the lubricating oil that has reached the inner wall surface of the casing 22 is discharged from the lubricating oil discharge port 22b and stored in the lubricating oil storage portion 22d.
  • the lubricating oil stored in the lubricating oil reservoir 22d is supplied from the suction port 55 to the rotary pump 51 through the lubricating oil passage 22e, and is pumped from the discharge port 56 to the circulating oil passage 45.
  • the lubricating oil returns from the radial oil passage 45b of the circulating oil passage 45 to the lubricating oil passage 25c via the axial oil passage 45a and the radial oil passage 45c.
  • the rolling bearing 36b is mainly discharged from the lubricating oil passage 24b and is lubricated by the lubricating oil that has fallen along the inner wall surface on the outboard side of the portion of the casing 22 in which the motor part A is accommodated.
  • the amount of lubricating oil discharged from the lubricating oil discharge port 22b increases in proportion to the rotational speed of the speed reducer input shaft 25.
  • the discharge amount of the rotary pump 51 increases in proportion to the rotational speed of the speed reducer output shaft 28.
  • the amount of lubricating oil supplied from the lubricating oil discharge port 22 b to the speed reduction unit B increases in proportion to the discharge amount of the rotary pump 51. That is, since both the supply amount and the discharge amount of the lubricating oil to the speed reduction unit B change depending on the rotational speed of the in-wheel motor drive device 21, the lubricating oil can be circulated smoothly and constantly.
  • the motor unit A receives, for example, an electromagnetic force generated by supplying an alternating current to the coil of the stator 23a, and the rotor 23b made of a permanent magnet or a magnetic material rotates.
  • the reduction gear input shaft 25 connected to the motor rotation shaft 24a rotates
  • the curved plates 26a and 26b revolve around the rotation axis of the reduction gear input shaft 25.
  • the outer pin 27 engages with the curved waveform of the curved plates 26 a and 26 b to rotate the curved plates 26 a and 26 b in the direction opposite to the rotation of the speed reducer input shaft 25.
  • the inner pin 31 inserted through the through hole 30a comes into contact with the inner wall surface of the through hole 30a as the curved plates 26a and 26b rotate.
  • the revolving motion of the curved plates 26 a and 26 b is not transmitted to the inner pin 31, and only the rotational motion of the curved plates 26 a and 26 b is transmitted to the wheel bearing portion C via the reduction gear output shaft 28.
  • the rotation of the speed reducer input shaft 25 is decelerated by the speed reducer B and is transmitted to the speed reducer output shaft 28, it is necessary for the drive wheel 14 even when the low torque, high speed motor part A is adopted. It is possible to transmit an appropriate torque.
  • the reduction ratio of the reduction part B is calculated as (Z A ⁇ Z B ) / Z B where Z A is the number of outer pins 27 and Z B is the number of waveforms of the curved plates 26a and 26b.
  • a very large reduction ratio of 1/11 can be obtained.
  • the in-wheel motor drive device 21 having a compact and high speed reduction ratio can be obtained.
  • the outer roller 27 and the inner pin 31 are provided with the needle roller bearings 27a and 31a (see FIG. 3), the frictional resistance between the curved plates 26a and 26b is reduced. Efficiency is improved.
  • the lubricating oil supply port 25d is provided in the eccentric portions 25a and 25b and the lubricating oil supply ports 25e and 25f are provided in the middle position and the shaft end of the speed reducer input shaft 25 is shown. Without limitation, it can be provided at any position of the speed reducer input shaft 25. However, from the viewpoint of stably supplying lubricating oil to the rolling bearings 41, 37a, and 37b, the lubricating oil supply port 25d is connected to the eccentric portions 25a and 25b, and the lubricating oil supply ports 25e and 25f are connected to the speed reducer input shaft 25. It is desirable to provide in the middle position and shaft end.
  • the rotary pump 51 can also be driven using the rotation of the speed reducer input shaft 25.
  • the rotational speed of the speed reducer input shaft 25 is larger than the speed reducer output shaft 28 (11 times in this embodiment)
  • the durability of the rotary pump 51 may be reduced.
  • a sufficient discharge amount can be ensured even when connected to the decelerator output shaft 28 that has been decelerated.
  • the rotary pump 51 is preferably driven by utilizing the rotation of the speed reducer output shaft 28.
  • the rotary pump 51 Although the example of the cycloid pump was shown as the rotary pump 51, not only this but the rotary pump driven using the rotation of the reduction gear output shaft 28 is employable. Furthermore, the rotary pump 51 may be omitted, and the lubricating oil may be circulated only by centrifugal force.
  • the example in which two curved plates 26a and 26b of the deceleration unit B are provided with a 180 ° phase shift is shown, but the number of curved plates can be arbitrarily set. For example, when three curved plates are provided, , And 120 ° out of phase.
  • the motion conversion mechanism has shown the example comprised by the inner pin 31 fixed to the reduction gear output shaft 28, and the through-hole 30a provided in the curve board 26a, 26b, it is not restricted to this,
  • the reduction part It is possible to adopt an arbitrary configuration that can transmit the rotation of B to the hub wheel 32.
  • it may be a motion conversion mechanism constituted by an inner pin fixed to the curved plates 26a and 26b and a hole formed in the reduction gear output shaft 28.
  • a radial gap motor is adopted as the motor part A, but the present invention is not limited to this, and a motor having an arbitrary configuration can be applied.
  • it may be an axial gap motor including a stator fixed to the casing and a rotor disposed at a position facing the stator with an axial gap inside the stator.
  • the electric vehicle 11 shown in FIGS. 11 and 12 has shown an example in which the rear wheel 14 is a drive wheel, the present invention is not limited to this, and the front wheel 13 may be a drive wheel and is a four-wheel drive vehicle. May be.
  • “electric vehicle” is a concept including all vehicles that obtain driving force from electric power, and should be understood as including, for example, a hybrid vehicle.

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

Abstract

La présente invention concerne un dispositif d'entraînement (21) de moteur-roue dans lequel un arbre d'entrée (25) à engrenage réducteur comportant des pièces excentriques (25a, 25b) est entraîné en rotation au moyen d'une partie moteur (A), et la vitesse de rotation de l'arbre d'entrée (25) à engrenage réducteur est réduite dans une parte de réduction (B) puis transmise vers un arbre de sortie (28) à engrenage réducteur. La partie de réduction (B) est équipée : de l'arbre d'entrée (25) à engrenage réducteur ; de plaques incurvées (26, 26b) qui subissent un mouvement orbital centré autour de l'axe de rotation de l'arbre d'entrée (25) à engrenage réducteur conjointement avec la rotation de celui-ci ; de broches extérieures (27) qui entraînent en rotation lesdites plaques incurvées (26a, 26b) ; et d'un mécanisme de conversion de mouvement qui introduit des broches intérieures (31) qui sont maintenues sur l'arbre de sortie (28) à engrenage réducteur et s'étendent en direction axiale dans des trous traversants (30a) dans les plaques incurvées (26a, 26b) et qui viennent en prise avec les plaques incurvées (26a, 26b), ce qui permet de convertir le mouvement de rotation des plaques incurvées (26a, 26b) en mouvement de rotation autour de l'axe de rotation de l'arbre d'entrée (25) à engrenage réducteur, ledit mouvement étant transmis vers l'arbre de sortie (28) à engrenage réducteur. Après l'assemblage, le jeu axial des plaques incurvées (26a, 26b) et l'engrenage réducteur de l'arbre de sortie (28) est de 0,12 -1,16 mm.
PCT/JP2015/054824 2014-03-18 2015-02-20 Dispositif de commande de moteur-roue WO2015141389A1 (fr)

Applications Claiming Priority (2)

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JP2014054979A JP2015175513A (ja) 2014-03-18 2014-03-18 インホイールモータ駆動装置
JP2014-054979 2014-03-18

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JP7199147B2 (ja) * 2018-02-07 2023-01-05 住友重機械工業株式会社 偏心揺動型減速装置および潤滑剤の給脂方法

Citations (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JP2008057739A (ja) * 2006-09-04 2008-03-13 Ntn Corp ころ軸受
JP2009162330A (ja) * 2008-01-08 2009-07-23 Ntn Corp サイクロイド減速機およびインホイールモータ駆動装置
JP2013148198A (ja) * 2012-01-23 2013-08-01 Ntn Corp 車輪駆動装置
JP2013221579A (ja) * 2012-04-17 2013-10-28 Ntn Corp インホイールモータ駆動装置

Patent Citations (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JP2008057739A (ja) * 2006-09-04 2008-03-13 Ntn Corp ころ軸受
JP2009162330A (ja) * 2008-01-08 2009-07-23 Ntn Corp サイクロイド減速機およびインホイールモータ駆動装置
JP2013148198A (ja) * 2012-01-23 2013-08-01 Ntn Corp 車輪駆動装置
JP2013221579A (ja) * 2012-04-17 2013-10-28 Ntn Corp インホイールモータ駆動装置

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