WO2021182011A1 - Dispositif d'entraînement de moteur-roue - Google Patents

Dispositif d'entraînement de moteur-roue Download PDF

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Publication number
WO2021182011A1
WO2021182011A1 PCT/JP2021/005291 JP2021005291W WO2021182011A1 WO 2021182011 A1 WO2021182011 A1 WO 2021182011A1 JP 2021005291 W JP2021005291 W JP 2021005291W WO 2021182011 A1 WO2021182011 A1 WO 2021182011A1
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WO
WIPO (PCT)
Prior art keywords
oil
motor
oil passage
oil pump
drive device
Prior art date
Application number
PCT/JP2021/005291
Other languages
English (en)
Japanese (ja)
Inventor
直哉 竹内
四郎 田村
真也 太向
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Ntn株式会社
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Filing date
Publication date
Application filed by Ntn株式会社 filed Critical Ntn株式会社
Publication of WO2021182011A1 publication Critical patent/WO2021182011A1/fr

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    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K7/00—Disposition of motor in, or adjacent to, traction wheel
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H1/00—Toothed gearings for conveying rotary motion
    • F16H1/02—Toothed gearings for conveying rotary motion without gears having orbital motion
    • F16H1/04—Toothed gearings for conveying rotary motion without gears having orbital motion involving only two intermeshing members
    • F16H1/06—Toothed gearings for conveying rotary motion without gears having orbital motion involving only two intermeshing members with parallel axes
    • H—ELECTRICITY
    • H02—GENERATION; CONVERSION OR DISTRIBUTION OF ELECTRIC POWER
    • H02K—DYNAMO-ELECTRIC MACHINES
    • H02K7/00—Arrangements for handling mechanical energy structurally associated with dynamo-electric machines, e.g. structural association with mechanical driving motors or auxiliary dynamo-electric machines
    • H02K7/10—Structural association with clutches, brakes, gears, pulleys or mechanical starters
    • H02K7/116—Structural association with clutches, brakes, gears, pulleys or mechanical starters with gears
    • H—ELECTRICITY
    • H02—GENERATION; CONVERSION OR DISTRIBUTION OF ELECTRIC POWER
    • H02K—DYNAMO-ELECTRIC MACHINES
    • H02K7/00—Arrangements for handling mechanical energy structurally associated with dynamo-electric machines, e.g. structural association with mechanical driving motors or auxiliary dynamo-electric machines
    • H02K7/14—Structural association with mechanical loads, e.g. with hand-held machine tools or fans
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/60—Other road transportation technologies with climate change mitigation effect
    • Y02T10/64—Electric machine technologies in electromobility

Definitions

  • the present invention relates to an in-wheel motor drive device.
  • the in-wheel motor is known to have a direct method in which the rotational driving force of the motor is directly transmitted to the wheels and a reduction gear combined method in which the rotational driving force of the motor is decelerated by the reduction gear and transmitted to the wheels.
  • Patent Document 1 discloses an in-wheel motor including a speed reducer and in which an output shaft and an input shaft are arranged so as to be parallel to each other, as an example of a device adopting a speed reducer combined method.
  • this type of in-wheel motor further includes a motor, a speed reducer, a wheel bearing, and an oil pump for supplying cooling oil to the motor or the speed reducer. ing.
  • the rotor in the arrangement mode of the oil pump, for example, the rotor is connected to the intermediate shaft arranged between the input shaft and the output shaft of the speed reducer, and the rotor is rotated and driven by the rotation of the intermediate shaft. Rotor at the end of the arrangement mode (see, for example, Patent Document 1) and the inboard side of the output shaft (the inboard side here means the side closer to the center of the vehicle in the axle direction of the target vehicle).
  • an arrangement mode of an oil pump see, for example, Patent Document 2 in which the rotors are rotated and driven by the rotation of the output shaft.
  • the internal temperature of the in-wheel motor may rise due to the motor or speed reducer serving as a heat generating source.
  • the motor or speed reducer serving as a heat generating source.
  • the gap between the rotors of the oil pump (for example, the gap between the outer rotor and the inner rotor) due to the difference in linear expansion coefficient between the housing formed of different materials and the rotor of the oil pump. ) May increase, resulting in undesired vibration and reduced pump efficiency.
  • the temperature of the oil pump rises, the oil passing through the oil pump is also heated, which may lead to a decrease in cooling performance.
  • Patent Document 2 when an oil pump is provided on the inboard side of the output shaft, the oil pump is located inside a casing accommodating a motor and a speed reducer. Therefore, there is a problem that the heat generated by the motor and the speed reducer tends to stay inside the casing, and the temperature of the oil pump tends to rise (difficult to dissipate heat).
  • the present specification provides an in-wheel motor drive device capable of exhibiting good cooling performance by preventing the temperature rise of the oil pump as much as possible while increasing the size of the motor. Is a technical issue to be solved.
  • this drive device includes a motor unit that drives the wheels, a wheel bearing unit that rotationally supports the wheels, a speed reducer unit that decelerates the rotation of the motor unit and transmits it to the wheel bearing unit, and a motor unit or a speed reducer. It is equipped with an oil pump for supplying oil to the unit, and the speed reducer unit is arranged parallel to the input shaft where the rotational driving force by the motor unit is input and the rotational driving force is output. It has an input gear and an output gear that are provided on the input shaft and the output shaft, respectively, and form at least a part of the transmission path of the rotational driving force from the input shaft to the output shaft. It is characterized by the fact that an oil pump is provided on the board side.
  • the in-wheel motor drive device is provided with a speed reducer unit having at least an input shaft and an output shaft parallel to each other and an input gear and an output gear provided on the input shaft and the output shaft, respectively.
  • An oil pump is installed on the inboard side of the input shaft.
  • an input gear is usually provided on the outboard side of the input shaft, and an output gear or an output gear and an intermediate gear are provided on the same side as the input gear (outboard side of the motor). Is placed. Therefore, by providing the oil pump on the inboard side of the input shaft, the oil pump can be arranged at a position axially separated from the input gear and the output gear. As a result, the temperature rise of the oil pump can be suppressed. Further, on the inboard side of the input shaft, for example, it is relatively easy to provide the oil pump at a position close to the casing which is arranged at the inboard side end of the motor portion and comes into contact with the outside air, so that at least the inside of the casing is provided.
  • the temperature rise of the oil pump can be effectively suppressed.
  • the reduction ratio can be reduced by increasing the size of the motor, the load on the motor portion and the reduction gear portion can be reduced, and the amount of heat generated can be suppressed. From the above actions, according to the present invention, it is possible to exhibit good cooling performance of the oil pump while preventing the temperature rise of the oil pump as much as possible.
  • the in-wheel motor drive device further includes at least a casing for accommodating the motor portion, the casing has a motor cover that covers the inboard side end of the motor portion, and the oil pump is used as the motor cover. They may be placed adjacent to each other.
  • the oil pump can be cooled better by arranging the oil pump adjacent to the motor cover. Further, if the oil pump is arranged at a position adjacent to the motor cover, the oil pump can be incorporated from the motor cover side (inboard side), so that the assembling property is also good.
  • cooling fins may be provided on the inboard side of the motor cover. ..
  • the cooling performance of the inner space of the motor cover can be further improved. Therefore, by providing the oil pump at a position adjacent to the motor cover as described above, the oil pump can be cooled more effectively.
  • an oil suction port for sucking oil and an oil discharge port for discharging oil are provided inside the casing, and suction from the oil suction port to the oil pump is provided.
  • At least one of the side oil passage and the discharge side oil passage from the oil pump to the oil discharge port may be provided on the motor cover.
  • the suction side oil passage or the discharge side oil passage By configuring the suction side oil passage or the discharge side oil passage in this way, the oil passing through the suction side oil passage or the discharge side oil passage can be effectively cooled. Therefore, it is possible to further improve the cooling performance of the motor unit or the speed reducer unit by the oil pump.
  • the suction side oil passage is connected to the oil pump at the shortest distance from the oil suction port.
  • the path length is formed to be longer than the linear virtual oil passage leading to it, or the discharge side oil passage is longer than the linear virtual oil passage leading to the oil discharge port at the shortest distance from the oil pump. It may be formed as follows.
  • the motor cover of the oil passing through the oil passage is provided.
  • the cooling time due to heat exchange with the outside air through the air can be taken as long as possible. Therefore, the oil passing through the oil passage can be cooled more effectively, and the cooling performance can be further improved.
  • the cooling effect of the oil described above can be further enhanced, which is very preferable.
  • the motor cover is composed of a first cover member relatively located on the inboard side and a second cover member relatively located on the outboard side. You may. Further, in this case, at least one of the suction side oil passage and the discharge side oil passage may be formed between the first cover member and the second cover member.
  • the motor cover is composed of two members, and at least one of the suction side oil passage and the discharge side oil passage is formed between these two members (first cover member and second cover member) to form the motor cover.
  • the shape of each individual part can be simplified. Therefore, for example, the manufacturing cost can be reduced as compared with the case where the motor cover is manufactured from one component and the motor cover is provided with at least one of the suction side oil passage and the discharge side oil passage.
  • the motor cover is composed of two members as described above, in the in-wheel motor drive device according to the present invention, at least one of the suction side oil passage and the discharge side oil passage is formed in the first cover member.
  • the second cover member may be formed with a pump chamber that opens toward the inboard side, and the rotor of the oil pump may be accommodated in the pump chamber.
  • the first cover member Since the first cover member is located on the most inboard side of the casing, it is not necessary to consider the assembly of other members. On the other hand, for example, a bearing for a motor rotating shaft may be attached to the second cover member located relatively on the outboard side. Therefore, the second cover member needs to have a relatively high strength. In view of this point, at least one of the suction side oil passage and the discharge side oil passage is formed in the first cover member, and the pump chamber is formed in the second cover member. By doing so, the thin portion generated in the second cover member can be reduced as much as possible, so that the strength of the second cover member can be ensured. Further, since the first cover member tends to have a relatively simple shape, there is no concern that the manufacturing cost will increase so much even if at least one of the suction side oil passage and the discharge side oil passage is provided.
  • the opening of the pump chamber may be closed by the first cover member.
  • the holding member that was conventionally required to close the opening of the pump chamber can also be used as a part of the motor cover. Therefore, it is possible to reduce the number of parts and simplify the entire device.
  • an in-wheel motor drive device capable of exhibiting good cooling performance by preventing the temperature rise of the oil pump as much as possible while increasing the size of the motor. Is possible.
  • FIG. 3 is a view of the in-wheel motor drive device shown in FIG. 1 as viewed from the direction of arrow R.
  • FIG. 3 is a view of the in-wheel motor drive device shown in FIG. 3 viewed from the direction of arrow S, and is a diagram schematically showing a flow of cooling oil inside the in-wheel motor drive device.
  • FIG. 3 is a view of the in-wheel motor drive device shown in FIG. 1 as viewed from the direction of arrow T. It is sectional drawing of the in-wheel motor drive device which concerns on 2nd Embodiment of this invention.
  • FIG. 1 is a vertical cross-sectional view of the in-wheel motor drive device 21 as seen by the line PP of FIG. 2, and FIG. 2 is one of the in-wheel motor drive devices 21 as seen by the line QQ of FIG. It is a front view including a partial cross section.
  • the in-wheel motor drive device 21 is arranged inside, for example, a wheel housing 11 (see FIG. 2) that constitutes a drive wheel (wheel) of an electric vehicle, and has a role of transmitting a driving force to the drive wheel. Is responsible for.
  • the in-wheel motor drive device 21 has a motor unit A that generates a rotational driving force and a speed reducer unit that decelerates and outputs the rotational driving force input by the motor unit A.
  • B a wheel bearing C that transmits the output from the speed reducer B to the drive wheels, an oil pump D for supplying cooling oil to the motor A or the speed reducer B, and at least a motor.
  • a casing 22 for accommodating the portion A is provided.
  • the motor unit A and the speed reducer unit B are housed in the casing 22.
  • the casing 22 has a divided (two-divided or three-divided or more) structure in consideration of the assembling property of the parts.
  • the split casing located closest to the outboard side is the first split casing 23
  • the split casing located closer to the inboard side than the first split casing 23 is the second split casing 24, and the split casing located closest to the inboard side.
  • motor covers 25 are referred to as motor covers 25, respectively.
  • the motor unit A includes a motor stator 27 fixed to a casing 22, a motor rotor 28 arranged so as to face each other on the radial inside of the motor stator 27 with a predetermined gap, and a motor rotor 28.
  • a radial gap type motor 30 having a motor rotating shaft 29 arranged inside in the radial direction of the motor rotor 28 and rotating integrally with the motor rotor 28 is provided.
  • the motor 30 can rotate at high speed at, for example, several thousand to several tens of thousands of rotations per minute.
  • the motor stator 27 is configured by winding a coil 27b around a magnetic core 27a, and the motor rotor 28 is composed of a permanent magnet or the like.
  • the outboard side (left side in FIG. 1) of the motor rotating shaft 29 is rotatably supported by the bearing 31 and the inboard side (right side in FIG. 1) is rotatably supported by the bearing 32 with respect to the casing 22.
  • the pair of bearings 31 and 32 together with the motor 30 constitute a motor unit A.
  • a resolver 26 for detecting the rotation angle of the motor 30 is provided at the inboard side end portion 29b of the motor rotation shaft 29.
  • the speed reducer unit B includes an input gear 33, a large diameter intermediate gear 34, a small diameter intermediate gear 35, an output gear 36, an input shaft 37, an intermediate shaft 38, and an output shaft 39.
  • the input gear 33 is integrally formed with the hollow input shaft 37
  • the input shaft 37 is spline-fitted (including serration fitting; the same applies hereinafter) to the outboard side end of the motor rotating shaft 29. It is coaxially connected to 29a.
  • the motor rotation shaft 29 and the input shaft 37 rotate around a common rotation center O1.
  • the large-diameter intermediate gear 34 and the small-diameter intermediate gear 35 are integrally formed with the intermediate shaft 38.
  • the large-diameter intermediate gear 34 and the small-diameter intermediate gear 35 rotate around a common center of rotation O2.
  • the output gear 36 is formed integrally with the output shaft 39, and rotates around the rotation center O3 which is the central axis of the output shaft 39.
  • the input shaft 37, the intermediate shaft 38, and the output shaft 39 which are all gear shafts, are arranged in parallel with each other.
  • the input shaft 37 is supported by a pair of bearings 40 and 41
  • the intermediate shaft 38 is supported by a pair of bearings 42 and 43
  • the output shaft 39 is rotated by the pair of bearings 44 and 45 with respect to the casing 22, respectively. It is freely supported.
  • the input gear 33 and the large-diameter intermediate gear 34 mesh with each other, and the small-diameter intermediate gear 35 coaxial with the large-diameter intermediate gear 34 and the output gear 36 mesh with each other. ..
  • the number of teeth of the large-diameter intermediate gear 34 is larger than the number of teeth of either the input gear 33 or the small-diameter intermediate gear 35, and the number of teeth of the output gear 36 is larger than the number of teeth of the small-diameter intermediate gear 35. It is set.
  • the speed reducer unit B has a reduction structure for reducing the rotational kinetic force input from the motor rotation shaft 29 in two stages, and has an input gear 33 and an output gear 36, a large diameter intermediate gear 34 and a small diameter intermediate gear.
  • Reference numeral 35 denotes a power transmission path from the input shaft 37 to the output shaft 39.
  • the rotation center of the intermediate shaft 38 is between the rotation center O1 of the input shaft 37 of the speed reducer unit B and the rotation center O3 of the output shaft 39 forming the axle of the wheel bearing portion C.
  • O2 is arranged so as to form a bent shape.
  • a helical gear is used as the input gear 33, the intermediate gears 34, 35, and the output gear 36 constituting the speed reducer unit B.
  • known types of gears can be applied.
  • a helical gear is used.
  • Helical gears are effective in that the number of teeth that mesh with each other increases at the same time and the tooth contact is dispersed, so that the sound is quiet and the torque fluctuation is small.
  • the module of each gear can be set arbitrarily in consideration of the meshing ratio of the gears and the limit rotation speed, but when considering the meshing ratio of the gears and the limit rotation speed, for example, it is about 1 to 3. It is possible to set.
  • the wheel bearing portion C is composed of an outer ring rotation type wheel bearing 46 (see FIG. 1).
  • the wheel bearing 46 includes a pair of bearing inner rings 47, 48 arranged on the outer periphery of the output shaft 39 as an axle, a bearing outer ring 49 arranged on the outer periphery of the bearing inner rings 47, 48, and a bearing inner ring 47, A double-row inner race 50 formed on the outer peripheral surface of 48, a double-row outer race 51 formed on the inner peripheral surface of the bearing outer ring 49, and a plurality of rolling elements arranged between the inner race 50 and the outer race 51.
  • This is a double-row angular contact ball bearing including a ball 52 as a bearing and a cage for holding each ball 52.
  • the bearing outer ring 49 is provided with a flange portion 53 extending outward in the radial direction, and the flange portion 53 is connected to the hub attachment of the suspension connecting member with bolts (both not shown).
  • the hub attachment is connected to the casing 22 at a position different in the circumferential direction or a different position in the radial direction from the connection position with the flange portion 53. As a result, the hub attachment is fixed to the in-wheel motor drive device 21.
  • the bearing inner ring 47 on the outboard side is provided with a flange portion 54 extending radially outward.
  • the flange portion 54 is a flange for mounting wheels, and for example, brake discs and wheels of drive wheels are mounted with hub bolts (both are not shown).
  • the brake disc and the wheel can rotate integrally with the bearing inner ring 47. From the above configuration, the rotational driving force from the motor unit A is transmitted to the drive wheels in a state of being decelerated via the speed reducer unit B.
  • the oil pump D is arranged on the inboard side of the input shaft 37.
  • the inboard side end of the input shaft 37 having the input gear 33 is connected to the inner circumference of the motor rotation shaft 29, and the input shaft 37 and the motor rotation shaft 29 are around the same rotation center O1.
  • the rotating portion of the oil pump D is connected to the inboard side end portion 29b of the motor rotating shaft 29.
  • the oil pump D is, for example, a rotary positive displacement type oil pump, and in the present embodiment, it has a rotor 57 including an inner rotor 55 and an outer rotor 56. Both the inner rotor 55 and the outer rotor 56 have a tubular shape, and the inner rotor 55 is arranged on the inner circumference of the outer rotor 56. Further, the inner rotor 55 is connected to the inboard side end portion 29b of the motor rotating shaft 29 via a connecting member 61 by a predetermined means, whereby the inner rotor 55 is connected to the motor rotating shaft 29 and the motor rotating shaft 29. It can rotate integrally with the shaft 37.
  • the inner rotor 55 and the outer rotor 56 have a gear shape of inscribed meshing, for example, and any tooth profile such as a trochoid tooth profile, a cycloid tooth profile, or an involute tooth profile can be adopted.
  • the oil pump D having the above configuration is housed in the pump chamber 58.
  • the pump chamber 58 is provided, for example, in the motor cover 25 as a divided casing located on the most inboard side.
  • the motor cover 25 is composed of a first cover member 59 relatively located on the inboard side and a second cover member 60 relatively located on the outboard side.
  • the pump chamber 58 is formed between the first cover member 59 and the second cover member 60.
  • a recess serving as a pump chamber 58 is formed on the side of the second cover member 60, and the first cover member 59 is secondly placed in a state where the oil pump D having the above configuration is housed in the pump chamber 58.
  • the opening 58a of the pump chamber 58 is closed by the first cover member 59.
  • an oil suction port 62 and a discharge port 63 are provided at positions communicating with the above-mentioned pump chamber 58 (to be exact, a variable volume space in the pump chamber 58 such as a gap between the inner rotor 55 and the outer rotor 56).
  • the suction port 62 and the discharge port 63 are formed on the side of the first cover member 59 located on the inboard side, and oil can flow to and from the internal space of the oil pump D adjacent in the axle direction. It is said.
  • an oil suction port 66 (see FIG. 3) in which cooling oil is sucked toward the oil pump D and a motor 30 in which the oil discharged from the oil pump D is to be cooled.
  • An oil supply port 69 (see FIG. 1) is provided as an oil discharge port to be supplied toward.
  • at least a part of the suction side oil passage 64 from the oil suction port 66 to the oil pump D via the suction port 62 is formed between the first cover member 59 and the second cover member 60 of the motor cover 25. Will be done.
  • at least a part of the discharge side oil passage 67 from the oil pump D to the oil supply port 69 via the discharge port 63 is formed between the first cover member 59 and the second cover member 60.
  • the suction side oil passage 64 is located at a lower position inside the casing 22 (the lower position referred to here is relatively in a state where the in-wheel motor drive device 21 is mounted on the vehicle).
  • the oil suction port 66 which extends to the oil sump 65 formed in the lower portion) and is the end of the oil sump 65 on the suction side oil passage 64, opens in the oil sump 65.
  • the suction side oil passage 64 extends downward from the inside of the motor cover 25, and then extends from the inboard side to the outboard side inside the casing 22 as schematically shown in FIG. .. Then, it extends downward from the upper position of the oil sump 65 and opens in the oil sump 65.
  • the suction side oil passage 64 having such a shape, the oil pump D described above is driven to generate a suction input in the internal space of the oil pump D, so that the oil in the oil reservoir 65 becomes the oil suction port. It is sucked up from 66 to the oil pump D via the suction side oil passage 64.
  • the discharge side oil passage 67 extends the inside of the motor cover 25 upward to a position higher than the motor 30, and then directs the inside of the casing 22 from the inboard side to the outboard side. Is extending.
  • a plurality of oil supply ports 69 are opened downward in the oil guide portion 68 extending from the discharge side oil passage 67 toward the outboard side.
  • the cooling fins 70 (see FIG. 5) on the inboard side of the motor cover 25, for example.
  • the cooling efficiency of the portion of the suction side oil passage 64 formed in the motor cover 25 and the portion of the discharge side oil passage 67 formed in the motor cover 25 is improved.
  • the shape of the discharge side oil passage 67, particularly the shape of the portion formed in the motor cover 25 is set as follows. It is possible. That is, as shown in FIG.
  • the in-wheel motor drive device 21 having the above configuration is housed inside the wheel housing 11 (see FIG. 2) and affects the unsprung load, so that it is essential to reduce the size and weight.
  • the input shaft 37 and the output shaft 39 parallel to each other, and the input gear 33 and the output provided on the input shaft 37 and the output shaft 39, respectively.
  • a speed reducer unit B having at least a gear 36 is provided in the in-wheel motor drive device 21, and an oil pump D is provided on the inboard side of the input shaft 37.
  • the oil pump D can be arranged at a position shifted to the inboard side from the portion of the second divided casing 24 accommodating the motor portion A (particularly the motor stator 27). (See FIG. 1). Therefore, the motor 30 can be increased in size as needed while avoiding interference between the oil pump D and the motor unit A, and the degree of freedom in design can be increased by increasing the motor output or reducing the reduction ratio. ..
  • the oil pump D can be arranged at a position away from the input gear 33 and the output gear 36 on the inboard side. As a result, the temperature rise of the oil pump D can be suppressed.
  • the oil pump D is provided at a position close to the casing 22 (here, the motor cover 25) which is arranged at the inboard side end of the motor portion A and comes into contact with the outside air. Since it is relatively easy, it is possible to effectively suppress the temperature rise of the oil pump D at least as compared with the case where the oil pump D is arranged inside the casing 22.
  • the reduction ratio can be reduced by increasing the size of the motor 30, the load on the motor unit A and the reduction gear unit B can be reduced, and the amount of heat generated can be suppressed. From the above actions, according to the in-wheel motor drive device 21 according to the present embodiment, it is possible to exhibit good cooling performance by the oil pump D while preventing the temperature rise of the oil pump D as much as possible. Become.
  • the oil pump D is provided inside the motor cover 25 located on the inboard side of the casing 22, the temperature rise of the oil pump D can be suppressed more effectively.
  • the suction side oil passage 64 from the oil suction port 66 to the oil pump D and the discharge side oil passage 67 from the oil pump D to the oil supply port 69 are inside the motor cover 25. Therefore, the oil passing through the suction side oil passage 64 and the discharge side oil passage 67 can be effectively cooled. Therefore, it is possible to further improve the cooling performance of the motor unit A by the oil pump D.
  • the discharge side oil passage 67 is formed in the motor cover 25, the discharge side oil passage is longer than the linear virtual oil passage OP that reaches the oil supply port 69 at the shortest distance from the oil pump D.
  • the cooling time due to heat exchange between the oil passing through the oil passage 67 and the outside air via the motor cover 25 can be taken as long as possible. Therefore, the oil passing through the oil passage 67 can be cooled more effectively, and the cooling performance can be further improved.
  • the cooling fins 70 on the motor cover 25 see FIG. 5
  • the cooling effect of the oil described above can be further enhanced.
  • the in-wheel motor drive device 21 is not limited to the above embodiment, and can take any form within the scope of the present invention.
  • the motor cover 25 is composed of a first cover member 59 relatively located on the inboard side and a second cover member 60 relatively located on the outboard side, and the second cover.
  • the case where the pump chamber 58, the suction side oil passage 64, and the discharge side oil passage 67 are formed on the side of the member 60 has been illustrated (see FIG. 1), but of course, this is not limited to this.
  • FIG. 6 shows a cross-sectional view of the in-wheel motor drive device 81 according to an example thereof (second embodiment of the present invention). As shown in FIG.
  • a bearing 32 for rotationally supporting the motor rotating shaft 29 is attached to the second cover member 83, which is located relatively on the outboard side. Therefore, the second cover member 83 needs to have higher strength than the first cover member 82.
  • the suction side oil passage 64 and the discharge side oil passage 67 are formed on the side of the first cover member 82, the thin portion generated in the second cover member 83 can be reduced as much as possible. can. Therefore, the strength of the second cover member 83 can be ensured.
  • the first cover member 82 tends to have a relatively simple shape, even if at least one of the suction side oil passage 64 and the discharge side oil passage 67 is provided, there is no concern that the manufacturing cost will increase so much.
  • the suction side oil passage 64 and the discharge side oil passage 67 are separate members, for example, the suction side oil passage 64 is the first cover member 59 (82), and the discharge side oil passage 67 is the second cover member 60 (83). It can also be formed into. Similarly, the pump chamber 58 can also be formed on the first cover member 59. Of course, it is also possible to form a part of the pump chamber 58 with the first cover member 59 (82) and the rest of the pump chamber 58 with the second cover member 60 (83). Similarly, for the suction side oil passage 64 and the discharge side oil passage 67, a part of each oil passage 64, 67 is formed by the first cover member 59 (82), and the rest of each oil passage 64, 67 is covered with the second cover. It can also be formed of the member 60 (83).
  • the motor cover 25 is composed of two cover members 59, 60 (82, 83) and the pump chamber 58 and the oil passages 64, 67 are provided between the members has been illustrated.
  • the motor cover 25 may be integrated, and the pump chamber 58 and the oil passages 64 and 67 may be provided inside the motor cover 25.
  • the suction side oil passage 64 can also have the same shape as the discharge side oil passage 67.
  • the suction side oil passage 64 is a linear virtual oil that reaches the oil pump D at the shortest distance from the oil suction port 66. It may be formed so that the path length is longer than the path. Further, in that case, the suction side oil passage 64 may meander from the oil pump D to the oil suction port 66 by repeating a plurality of bends.
  • the oil pump D can be provided not only in the motor cover 25 but also in other positions. That is, as long as it is on the inboard side of the input shaft 37, for example, at a position adjacent to the motor cover 25 on the outboard side, or at a position adjacent to the inboard side end 29b of the motor rotating shaft 29 on the inboard side. It is also possible to dispose the oil pump D.

Abstract

La présente invention concerne un dispositif d'entraînement de moteur-roue (21) qui est doté : d'une partie moteur (A) ; d'une partie engrenage réducteur (B) ; d'une partie palier de roue (C) ; et d'une pompe à huile (D) destinée à fournir de l'huile à l'une ou l'autre de la partie moteur (A) ou de la partie engrenage réducteur (B). La partie engrenage réducteur (B) comprend : un arbre d'entrée (37) dans lequel une force d'entraînement en rotation est entrée à partir de la partie moteur (A) ; un arbre de sortie (39) qui est disposé parallèlement à l'arbre d'entrée (37), et à partir duquel une force d'entraînement en rotation est délivrée en sortie ; et une roue dentée d'entrée (33) et une roue dentée de sortie (36) qui sont disposées sur l'arbre d'entrée (37) et l'arbre de sortie (39), respectivement. La pompe à huile D est disposée sur le côté intérieur de l'arbre d'entrée 37.
PCT/JP2021/005291 2020-03-09 2021-02-12 Dispositif d'entraînement de moteur-roue WO2021182011A1 (fr)

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JP2023051314A (ja) * 2021-09-30 2023-04-11 株式会社アイシン 駆動装置

Citations (5)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JP2008044434A (ja) * 2006-08-11 2008-02-28 Toyota Motor Corp インホイールモータ構造
JP2010221934A (ja) * 2009-03-25 2010-10-07 Aisin Seiki Co Ltd インホイールモータユニット
WO2014125856A1 (fr) * 2013-02-15 2014-08-21 日産自動車株式会社 Dispositif de refroidissement pour unité d'entraînement de moteur
JP2017123761A (ja) * 2016-01-08 2017-07-13 Ntn株式会社 インホイールモータ駆動装置
JP2019156392A (ja) * 2018-03-13 2019-09-19 Ntn株式会社 インホイールモータ駆動装置

Patent Citations (5)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JP2008044434A (ja) * 2006-08-11 2008-02-28 Toyota Motor Corp インホイールモータ構造
JP2010221934A (ja) * 2009-03-25 2010-10-07 Aisin Seiki Co Ltd インホイールモータユニット
WO2014125856A1 (fr) * 2013-02-15 2014-08-21 日産自動車株式会社 Dispositif de refroidissement pour unité d'entraînement de moteur
JP2017123761A (ja) * 2016-01-08 2017-07-13 Ntn株式会社 インホイールモータ駆動装置
JP2019156392A (ja) * 2018-03-13 2019-09-19 Ntn株式会社 インホイールモータ駆動装置

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