JP2009219271A - Motor driving device and in-wheel motor driving device - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To provide an in-wheel motor driving device which prevents the leakage of a power line for supplying power to a motor section. <P>SOLUTION: The motor driving device includes: the motor section A for rotationally driving a motor-side rotating member 25; a deceleration section B which decelerates the rotation of the motor-side rotating member 25 and transmits the deceleration to a wheel-side rotating member 28; a casing 22 for holding the motor section A and the deceleration section B; and a terminal box 61 which is disposed on a wall surface far away from the wheel-side rotating member 28, out of the wall surfaces in the axis direction of the casing 22 for holding the motor section A, and stores the power line 62 for supplying power to the motor section A. <P>COPYRIGHT: (C)2009,JPO&INPIT

Description

  The present invention relates to a motor drive device in which an electric motor and a reduction gear are coaxially arranged, and more particularly to an in-wheel motor drive device to which a wheel hub is connected.

  A conventional in-wheel motor drive device 101 is described in, for example, Japanese Patent Application Laid-Open No. 2006-258289 (Patent Document 1). Referring to FIG. 13, an in-wheel motor drive device 101 includes a motor unit 103 that generates a driving force inside a casing 102 that is attached to a vehicle body, a wheel hub bearing unit 104 that is connected to a wheel, and a motor unit 103. And a speed reduction portion 105 that reduces the rotation and transmits the reduced speed to the wheel hub bearing portion 104.

  In the in-wheel motor drive device 101 having the above configuration, a low torque and high rotation motor is employed for the motor unit 103 from the viewpoint of making the device compact. On the other hand, the wheel hub bearing portion 104 requires a large torque to drive the wheel. Therefore, a cycloid reducer that is compact and can provide a high reduction ratio may be employed as the reduction unit 105.

Moreover, the speed reduction part 105 to which the conventional cycloid reduction gear is applied includes a motor-side rotating member 106 having eccentric parts 106a and 106b, curved plates 107a and 107b disposed on the eccentric parts 106a and 106b, and curved plates 107a and 107b. A rolling bearing 111 that rotatably supports the motor-side rotating member 106, a plurality of outer pins 108 that engage with the outer peripheral surfaces of the curved plates 107a and 107b to cause the curved plates 107a and 107b to rotate. And a plurality of inner pins 109 that transmit the rotational motion of the curved plates 107a and 107b to the wheel-side rotating member 110.
JP 2006-258289 A

  In order to operate the in-wheel motor drive device 101 having the above configuration, a power line for applying a voltage of a predetermined frequency to the motor unit 103 is required. If an electric leakage occurs due to a crack in the cover of the power line, the in-wheel motor drive device 101 does not operate normally, and the safety of the vehicle on which the in-wheel motor drive device 101 is mounted is reduced.

  Accordingly, the present invention is to provide a motor drive device and an in-wheel motor drive device that prevent leakage of a power line that supplies electric power to the motor unit.

  A motor drive device according to the present invention holds a motor unit that rotationally drives a motor-side rotation member, a reduction unit that decelerates the rotation of the motor-side rotation member and transmits the rotation to the output-side rotation member, and holds the motor unit and the reduction unit. A casing and a terminal box that accommodates a power line for supplying electric power to the motor unit are arranged on a wall surface far from the output-side rotating member among the axial wall surfaces of the casing that holds the motor unit.

  By attaching the terminal box to the side with relatively little vibration, that is, the side far from the output side rotating member as in the above configuration, it is possible to prevent the leakage due to the breakage of the power line. As a result, it is possible to obtain a motor drive device that is excellent in safety and high in reliability.

  Preferably, the wall surface is divided into first and second regions defined by a straight line passing through the rotation axis of the motor side rotation member. The first region holds the terminal box, and the second region has a locking portion that locks the power line extending from the terminal box. Thereby, a power line can be held firmly. As a result, it is possible to effectively prevent breakage of the power line and disconnection of the plug due to vibration or the like.

  More preferably, the power line includes a conducting wire and an elastic member covering the conducting wire. The locking portion compresses and holds the elastic member. Thereby, a power line can be hold | maintained more firmly.

  An in-wheel motor drive device according to the present invention includes any of the motor drive devices described above and a wheel hub fixedly connected to a wheel-side rotation member as an output-side rotation member.

  According to the present invention, since the terminal box is arranged on the side with relatively little vibration, it is possible to effectively prevent electric leakage due to breakage of the power line or the like. As a result, it is possible to obtain a motor drive device and an in-wheel motor drive device that are highly safe and highly reliable.

  With reference to FIGS. 1-12, the in-wheel motor drive device 21 which concerns on one Embodiment of this invention is demonstrated.

  FIG. 11 is a schematic view of an electric vehicle 11 employing an in-wheel motor drive device 21 according to an embodiment of the present invention, and FIG. 12 is a schematic view of the electric vehicle 11 as viewed from the rear. Referring to FIG. 11, an electric vehicle 11 includes an in-wheel motor drive device that transmits driving force to a chassis 12, front wheels 13 as steering wheels, rear wheels 14 as drive wheels, and left and right rear wheels 14. 21. Referring to FIG. 12, the rear wheel 14 is housed inside a 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 to the 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 is provided at the 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 driving wheels to the road surface. Is desirable.

  The electric vehicle 11 needs to be provided with a motor, a drive shaft, a differential gear mechanism, and the like on the chassis 12 by providing an in-wheel motor drive device 21 for driving the left and right rear wheels 14 inside the wheel housing 12a. This eliminates the need to secure a wide cabin space and control the rotation of the left and right drive wheels.

  On the other hand, in order to improve the running stability of the electric vehicle 11, it is necessary to suppress the unsprung weight. In addition, in-wheel motor drive device 21 is required to be downsized in order to secure a wider cabin space. Therefore, an in-wheel motor drive device 21 according to an embodiment of the present invention as shown in FIG. 1 is employed.

  With reference to FIGS. 1-9, the in-wheel motor drive device 21 which concerns on one Embodiment of this invention is demonstrated. 1 is a schematic cross-sectional view of the in-wheel motor drive device 21, FIG. 2 is a cross-sectional view taken along the line II-II in FIG. 1, FIG. 3 is an enlarged view around the eccentric portions 25a and 25b, and FIG. FIG. 5 is a sectional view taken along the line V-V in FIG. 1, FIG. 6 is a sectional view taken along the line VI-VI in FIG. 1, FIG. 7 is a sectional view of the rotary pump 51, and FIG. FIG. 9 is a cross-sectional view taken along the line IX-IX in FIG. 8, and FIG. 10 is a cross-sectional view taken along the line XX in FIG.

  First, referring to FIG. 1, an in-wheel motor drive device 21 as an example of a vehicle deceleration unit 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, A wheel hub bearing portion C for transmitting the output from the speed reduction portion B to the drive wheel 14 is provided. The motor portion A and the speed reduction portion B are housed in the casing 22, and as shown in FIG. 12, the wheel housing 12 a of the electric vehicle 11. Installed inside.

  The motor part A includes a stator 23 fixed to the casing 22, a rotor 24 disposed at a position facing the inner side of the stator 23 with a radial gap, and a rotor 24 fixedly connected to the inner side of the rotor 24. It is a radial gap motor provided with the motor side rotation member 25 which rotates integrally. The rotor 24 includes a flange-shaped rotor portion 24a and a cylindrical hollow portion 24b, and is rotatably supported with respect to the casing 22 by rolling bearings 36a and 36b.

  The motor-side rotation member 25 is disposed from the motor part A to the speed reduction part B in order to transmit the driving force of the motor part A to the speed reduction part B, and has eccentric parts 25a and 25b in the speed reduction part B. The motor-side rotating member 25 is fitted and fixed to the hollow portion 24 b of the rotor 24 and rotates integrally with the rotor 24. Further, the two eccentric portions 25a and 25b are provided with a 180 ° phase change in order to cancel the centrifugal force due to the eccentric motion.

  The deceleration part B is held at a fixed position on the casing 22 and curved plates 26a and 26b as revolving members that are rotatably held by the eccentric parts 25a and 25b, and engages with the outer peripheral parts of the curved plates 26a and 26b. A plurality of outer pins 27 as outer peripheral engagement members, a motion conversion mechanism for transmitting the rotational motion of the curved plates 26a, 26b to the wheel side rotation member 28, and a counterweight 29 at a position adjacent to the eccentric portions 25a, 25b. Prepare. In addition, the speed reduction part B is provided with a speed reduction part lubrication mechanism that supplies lubricating oil to the speed reduction part B.

  The wheel side rotation member 28 includes a flange portion 28a and a shaft portion 28b. Holes for fixing the inner pins 31 are formed on the end face of the flange portion 28a at equal intervals on the circumference around the rotation axis of the wheel side rotation member 28. Further, the shaft portion 28 b is fitted and fixed to the wheel hub 32 and transmits the output of the speed reduction portion B to the wheel 14.

  2 and 3, the curved plate 26a has a plurality of corrugations composed of trochoidal curves such as epitrochoids on the outer periphery, and a plurality of through holes penetrating 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 centered on the rotation axis of the curved plate 26a, and receive an inner pin 31 described later. Further, the through hole 30b is provided at the center of the curved plate 26a and is fitted to the eccentric portion 25a.

  The curved plate 26a is rotatably supported by the rolling bearing 41 with respect to the eccentric portion 25a. Referring to FIG. 3, this rolling bearing 41 is fitted to the outer diameter surface of the eccentric portion 25a, and the inner ring member 42 having an inner raceway surface 42a on the outer diameter surface, and the inner diameter of the through hole 30b of the curved plate 26a. The outer raceway surface 43 formed directly on the surface, a plurality of cylindrical rollers 44 disposed between the inner raceway surface 42a and the outer raceway surface 43, and a retainer (not shown) that keeps an interval between the adjacent cylindrical rollers 44 It is a cylindrical roller bearing provided with. Further, the inner ring member 42 has flange portions 42b that protrude radially outward from both axial end portions of the inner raceway surface 42a.

  The outer pins 27 are provided at equal intervals on a circumferential track centering on the rotation axis of the motor side rotation member 25. When the curved plates 26a and 26b revolve, the curved waveform and the outer pin 27 are engaged to cause the curved plates 26a and 26b to rotate. Here, the outer pin 27 is rotatably supported with respect to the casing 22 by a needle roller bearing 27a. Thereby, the contact resistance between the curved plates 26a and 26b can be reduced.

  The counterweight 29 has a disc shape and has a through-hole that fits with the motor-side rotation member 25 at a position off the center, in order to counteract the unbalanced inertia couple generated by the rotation of the curved plates 26a and 26b. It is arranged at a position adjacent to each eccentric part 25a, 25b with a 180 ° phase change from the eccentric part.

Here, referring to FIG. 3, if the center point between the two curved plates 26a, 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 in FIG. The sum of masses of L ₁ , the curved plate 26 a, the rolling bearing 41, and the eccentric portion 25 a is m ₁ , and the eccentric amount of the center of gravity of the curved plate 26 a from the rotational axis is ε ₁ . L ₁ × m ₁ × ε ₁ = L ₂ × m ₂ × ε ₂ , where L _{2 is} the distance, m _{2 is} the weight of the counterweight 29, and ε ₂ is the amount of eccentricity of the center of gravity of the counterweight 29 from the rotational axis. It is a relationship that satisfies A similar relationship is also established between the curved plate 26b on the left side of the center point G in FIG.

  The motion conversion mechanism includes a plurality of inner pins 31 held by the wheel-side rotating member 28 and through holes 30a provided in the curved plates 26a and 26b. The inner pins 31 are provided at equal intervals on a circumferential track centering on the rotational axis of the wheel side rotation member 28, and one axial end thereof is fixed to the wheel side rotation member 28. Further, in order to reduce the frictional resistance with the curved plates 26a, 26b, needle roller bearings 31a are provided at positions where they contact the inner wall surfaces of the through holes 30a of the curved plates 26a, 26b.

  A stabilizer 31b is provided at the 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 diameter surface of the annular portion 31c. The other axial side other ends of the plurality of inner pins 31 are fastened to the annular portion 31c by bolts. Since 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, the stress acting on the inner pins 31 is reduced and the durability is improved. Can do.

  On the other hand, the through hole 30a is provided at a position corresponding to each of the plurality of inner pins 31, and the inner diameter of the through hole 30a is the outer diameter of the inner pin 31 ("the maximum outer diameter including the needle roller bearing 31a"). The same shall apply hereinafter).

  The speed reduction unit lubrication mechanism supplies lubricating oil to the speed reduction unit B, and includes a lubricating oil passage 25c, a lubricating oil supply port 25d, a lubricating oil discharge port 22b, a lubricating oil storage unit 22d, and a rotary pump 51. And a circulating oil passage 45.

  The lubricating oil passage 25c extends along the axial direction inside the motor-side rotating member 25. The lubricating oil supply port 25d extends from the lubricating oil passage 25c toward the outer diameter surface of the motor-side rotating member 25. In this embodiment, the lubricating oil supply port 25d is provided in the eccentric portions 25a and 25b.

  Further, 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. Then, 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 is connected to the oil passages 46 a to 46 y (generically referred to as “axial oil passage 46”) extending in the axial direction inside the casing 22 and to both ends of the axial oil passage 46 in the axial direction. Oil passages 47a to 47f (generally referred to as “circumferential oil passage 47”) extending in the circumferential direction and oil passages 48a, 48b (collectively “diameter”) connected to the circumferential oil passages 47a and 47f and extending in the radial direction. Directional oil passage 48 ").

  The axial oil passage 46 has first axial oil passages 46a to 46e, 46k to 46o, 46u to 46y through which the lubricating oil flows in one direction (from right to left in FIG. 1), and the lubricating oil in the other direction (see FIG. 1 is classified into second axial oil passages 46f to 46j and 46p to 46t flowing from left to right in FIG. That is, the circulating oil passage 45 reciprocates in the axial direction inside the casing 22.

  The circumferential oil passage 47 connects the axial oil passages 46 or the axial oil passage 46 and the radial oil passage 48. Specifically, the circumferential oil passage 47a distributes the lubricating oil flowing out from the radial oil passage 48a to the axial oil passages 46a to 46e. Similarly, the circumferential oil passage 47b passes the lubricating oil flowing out from the axial oil passages 46a to 46e to the axial oil passages 46f to 46j, and the circumferential oil passage 47c receives the lubricating oil flowing out from the axial oil passages 46f to 46j. The axial oil passages 46k to 46o, the circumferential oil passage 47d is the lubricating oil that has flowed out of the axial oil passages 46k to 46o, and the circumferential oil passage 47e is the axial oil passages 46p to 46t. The lubricating oil that has flowed out of the oil is distributed to the axial oil passages 46u to 46y. Further, the circumferential oil passage 47f supplies the lubricating oil flowing out from the axial oil passages 46u to 46y to the radial oil passage 48b.

  The radial oil passage 48a supplies the lubricating oil pumped from the rotary pump 51 to the circumferential oil passage 47a, and the radial oil passage 48b supplies the lubricating oil flowing out from the circumferential oil passage 47f to the circulation oil passage 25c.

  Here, a rotary pump 51 is provided between the lubricating oil discharge port 22b and the circulating oil passage 45, forcibly circulating the lubricating oil. Referring to FIG. 7, rotary pump 51 includes an inner rotor 52 that rotates using the rotation of wheel-side rotating member 28, an outer rotor 53 that rotates following rotation of inner rotor 52, and a pump chamber 54. The cycloid pump includes a suction port 55 communicating with the lubricating oil discharge port 22b and a discharge port 56 communicating with the circulating oil passage 22c.

  Inner rotor 52 has a tooth profile formed of a cycloid curve on the outer diameter surface. Specifically, the shape of the tooth tip portion 52a is an epicycloid curve, and the shape of the tooth gap portion 52b is a hypocycloid curve. The inner rotor 52 is fitted to the outer diameter surface of the cylindrical portion 31d of the stabilizer 31b and rotates integrally with the inner pin 31 (wheel-side rotating member 28).

The outer rotor 53 has a tooth profile constituted by a cycloid curve on the inner diameter surface. Specifically, the shape of the tooth tip portion 53a is a hypocycloid curve, and the shape of the tooth gap portion 53b is an epicycloid curve. The outer rotor 53 is rotatably supported by the casing 22.

  The inner rotor 52 rotates about the rotation center c1. On the other hand, the outer rotor 53 rotates around a rotation center c2 different from the rotation center c1 of the inner rotor. Further, when the number of teeth of the inner rotor 52 is n, the number of teeth of the outer rotor 53 is (n + 1). In this embodiment, n = 5.

  A plurality of pump chambers 54 are provided in the space between the inner rotor 52 and the outer rotor 53. When the inner rotor 52 rotates using the rotation of the wheel side rotation member 28, the outer rotor 53 rotates in a driven manner. At this time, since the inner rotor 52 and the outer rotor 53 rotate about different rotation centers c1 and c2, respectively, the volume of the pump chamber 54 changes continuously. As a result, the lubricating oil flowing in from the suction port 55 is pumped from the discharge port 56 to the radial oil passage 48a.

  If the inner rotor 52 is tilted during the rotation of the rotary pump 51 configured as described above, the volume of the pump chamber 54 changes and the lubricating oil cannot be properly pumped, or the inner rotor 52 and the outer rotor 53 are There is a risk of contact and damage. Therefore, referring to FIG. 1, the inner rotor 52 is provided with a stepped portion 52 c. The stepped portion 52 c has an outer diameter surface (guide surface) that abuts against the inner diameter surface of the casing 22, and prevents the inner rotor 52 from being inclined by a radial load from the wheel 14.

  Furthermore, between the lubricating oil discharge port 22b and the rotary pump 51, there is provided a lubricating oil reservoir 22d that temporarily stores the lubricating oil. Thereby, at the time of high speed rotation, the lubricating oil that cannot be discharged by the rotary pump 51 can be temporarily stored in the lubricating oil storage section 22d. As a result, an increase in torque loss of the deceleration unit B can be prevented. On the other hand, at the time of low speed rotation, 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. As a result, the lubricating oil can be stably supplied to the deceleration unit B.

  In addition, 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.

  Further, the speed reduction unit lubrication mechanism further includes cooling means for cooling the lubricating oil passing through the circulating oil passage 45. The cooling means in this embodiment includes a cooling water channel 22e provided in the casing 22 and an air vent plug 22f for discharging air in the cooling water channel 22e. These cooling means contribute not only to the lubricating oil but also to the cooling of the motor part A.

  The cooling water passage 22 e is provided at a position in contact with the radial oil passage 46 inside the casing 22. And the partition member 49 which isolate | separates both is arrange | positioned between the radial direction oil path 46 and the cooling water path 22e. The partition member 49 is a cylindrical member, and is formed of a material having a higher thermal conductivity than the material constituting the casing 22. Specifically, brass, copper, aluminum and the like are applicable. The air vent plug 22f discharges the air contained in the cooling water passage 22e to the outside. Thereby, there is no air accumulation in the cooling water channel 22e, and the cooling efficiency is improved.

  The flow of the lubricating oil in the deceleration portion B having the above configuration will be described. First, the lubricating oil flowing through the lubricating oil passage 25c flows out from the opening 42c penetrating the lubricating oil supply port 25d and the inner ring member 42 to the speed reduction unit B due to the centrifugal force accompanying the rotation of the motor-side rotating member 25.

  Since centrifugal force further acts on the lubricating oil inside the speed reduction portion B, the inner raceway surface 42a, the outer raceway surface 43, the contact portion between the curved plates 26a, 26b and the inner pin 31, and the curved plates 26a, 26b and the outer It moves outward in the radial direction while lubricating the contact portion with the pin 27 and the like.

  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 storage part 22d passes through the flow path in the casing 22 and is supplied from the suction port 55 to the rotary pump 51 and is pumped from the discharge port 56 to the circulation oil path 45.

  The lubricating oil discharged from the discharge port 56 is distributed to the plurality of axial oil passages 46a to 46e through the radial oil passage 48a through the radial oil passage 48a. Next, the lubricating oil that has passed through the axial oil passages 46a to 46e (from right to left in FIG. 1) is distributed to the plurality of axial oil passages 46f to 46j by the circumferential oil passage 47b. Similarly, axial oil passages 46f to 46j (from left to right in FIG. 1), circumferential oil passage 47c, axial oil passages 46k to 46o (from right to left in FIG. 1), circumferential oil passage 47d, shaft Directional oil passages 46p to 46t (left to right in FIG. 1), circumferential oil passage 47e, axial oil passages 46u to 46y (right to left in FIG. 1), circumferential oil passage 47f, and radial oil passage It returns to the lubricating oil passage 25c via 48b.

  Here, the amount of lubricating oil discharged from the lubricating oil discharge port 22 b increases in proportion to the rotational speed of the motor-side rotating member 25. On the other hand, since the inner rotor 52 rotates integrally with the wheel side rotation member 28, the discharge amount of the rotary pump 51 increases in proportion to the rotation speed of the wheel side rotation member 28. In addition, 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 discharged 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.

  Further, a part of the lubricating oil flowing through the circulating oil passage 45 lubricates the rolling bearing 36 a from between the casing 22 and the motor-side rotating member 25 and also functions as a cooling liquid for cooling the motor portion A. Further, the rolling bearing 36 b is lubricated by lubricating oil from between the stepped portion 52 c of the rotary pump 51 and the casing 22.

  In this way, by supplying the lubricating oil from the motor side rotating member 25 to the speed reduction unit B, the shortage of the lubricating oil amount around the motor side rotating member 25 can be solved. Further, by forcibly discharging the lubricating oil by the rotary pump 51, it is possible to suppress the stirring resistance and reduce the torque loss of the speed reduction unit B. Furthermore, by arranging 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.

  Further, by providing the circulating oil passage 45 that reciprocates in the axial direction inside the casing 22 (2.5 reciprocations in this embodiment), the chance of contacting the cooling water passage 22e increases. As a result, the lubricating oil can be sufficiently cooled and then returned to the radial oil passage 48b. Note that the number of reciprocations of the circulating oil passage 45 (2.5 reciprocations) and the number of the axial oil passages 46 (25) can be arbitrarily set. Moreover, not only water but all the cooling liquids can be flowed into the cooling water channel 22e.

  The wheel hub bearing portion C includes a wheel hub 32 fixedly connected to the wheel-side rotating member 28 and a wheel hub bearing 33 that holds the wheel hub 32 rotatably with respect to the casing 22. The wheel hub 32 has a cylindrical hollow portion 32a and a flange portion 32b. The drive wheel 14 is fixedly connected to the flange portion 32b by a bolt 32c. A spline and a male screw are formed on the outer diameter surface of the shaft portion 28b of the wheel side rotation member 28. A spline hole is formed in the inner diameter surface of the hollow portion 32 a of the wheel hub 32. Then, the wheel-side rotating member 28 is screwed onto the inner diameter surface of the wheel hub 32, and both ends are fastened by fastening the tip with a nut 32d.

  The wheel hub bearing 33 is disposed between an inner ring 33a fitted and fixed to the outer diameter surface of the wheel hub 32, an outer ring 33b fitted and fixed to the inner diameter surface of the casing 22, and the inner ring 33a and the outer ring 33b. This is a double-row angular contact ball bearing including a plurality of balls 33c as a moving body, a retainer 33d that holds an interval between adjacent balls 33c, and a sealing member 33e that seals both axial ends of the wheel hub bearing 33.

  Furthermore, referring to FIGS. 1 and 8 to 10, among the axial wall surfaces of the casing 22 that holds the motor unit A, the wall surface far from the wheel-side rotating member 28 (left side in FIG. 1) A terminal box 61 as a second casing is attached. The terminal box 61 includes a power line 62 for supplying electric power to the motor part A, a communication hole 63 communicating with the inside of the casing 22, and an internal pressure adjusting means 64 on a wall surface facing the radial direction.

  The power line 62 is composed of a conductive wire and an elastic member that covers the conductive wire. One end of the power line 62 is connected to the coil of the stator 23 and the other end is connected to the power source via the inverter. For this purpose, a voltage having a predetermined frequency is applied to the stator 23. The communication hole 63 allows the power line 62 to pass through the casing 22 and allows the lubricating oil and air to move between the casing 22 and the terminal box 61. The internal pressure adjusting means 64 includes an oil supply port 65 provided on a wall surface facing the radial direction of the terminal box 61 and an air breather 66 detachably inserted into the oil supply port 65.

  By providing the internal pressure adjusting means 64 in the terminal box 61 adjacent to the casing 22 as described above, the internal pressure of the casing 22 can be kept constant, and the internal pressure adjusting means is directly applied to the casing 22 including the rotating member. Compared with the case where it provides, the leakage of lubricating oil can be suppressed. In order to facilitate the refueling operation, it is desirable that the refueling port 65 be attached to the electric vehicle 11 so that the refueling port 65 is positioned above the in-wheel motor drive device 21.

  In addition, by arranging the terminal box 61 on the side with relatively little vibration, that is, on the side far from the wheel side rotating member 28, it is effective that the cover of the power line 62 is cracked or the plug is pulled out by vibration. Can be prevented.

  Further, a locking portion 67 that locks a power line 62 extending from the terminal box 61 toward the power source is provided on the wall surface of the casing 22 that holds the terminal box 61. The engaging portion 67 compresses and holds the elastic member of the power line 62. As a result, the power line 62 can be firmly held, and plug disconnection and the like can be effectively prevented.

  Further, when the wall surface of the casing 22 that holds the terminal box 61 is divided into first and second regions that are partitioned by a straight line that passes through the rotational axis of the motor-side rotating member 25, the terminal box 61 has the first region (FIG. 8 on the left side), the locking portion 67 is disposed in the second region (right side in FIG. 8). Thereby, the power line 62 can be held more stably. In this embodiment, an example in which the wall surface of the casing 22 is divided into left and right and the first and second regions are set is shown. However, the present invention is not limited to this, and may be divided in the vertical direction, for example.

  The operation principle of the in-wheel motor drive device 21 having the above configuration will be described in detail.

  The motor unit A receives, for example, an electromagnetic force generated by supplying an alternating current to the coil of the stator 23, and the rotor 24 composed of a permanent magnet or a magnetic material rotates. Thereby, when the motor side rotation member 25 connected to the rotor 24 rotates, the curved plates 26 a and 26 b revolve around the rotation axis of the motor side rotation member 25. At this time, the outer pin 27 engages with the curved waveform of the curved plates 26 a and 26 b to cause the curved plates 26 a and 26 b to rotate in the direction opposite to the rotation of the motor-side rotating member 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. As a result, the revolving motion of the curved plates 26 a and 26 b is not transmitted to the inner pin 31, but only the rotational motion of the curved plates 26 a and 26 b is transmitted to the wheel hub bearing portion C via the wheel-side rotating member 28.

  At this time, since the rotation of the motor-side rotating member 25 is decelerated by the speed reducing portion B and transmitted to the wheel-side rotating member 28, it is necessary for the drive wheel 14 even when the low torque, high rotation type motor portion A is adopted. It is possible to transmit an appropriate torque.

Note that the reduction ratio of the speed reduction unit B having the above-described configuration 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. The In the embodiment shown in FIG. 2, since Z _A = 12 and Z _B = 11, the reduction ratio is 1/11, and a very large reduction ratio can be obtained.

  In this way, by adopting the speed reduction unit B that can obtain a large speed reduction ratio without using a multi-stage configuration, the in-wheel motor drive device 21 having a compact and high speed reduction ratio can be obtained. Further, by providing the needle roller bearings 27a and 31a on the outer pin 27 and the inner pin 31, the frictional resistance between the curved plates 26a and 26b is reduced, so that the transmission efficiency of the speed reduction part B is improved.

  By employing the in-wheel motor drive device 21 according to the above embodiment in the electric vehicle 11, the unsprung weight can be suppressed. As a result, the electric vehicle 11 having excellent running stability can be obtained.

  Further, in the above-described embodiment, the example in which the lubricating oil supply port 25d is provided in the eccentric portions 25a and 25b is shown, but the present invention is not limited to this, and the lubricating oil supply port 25d can be provided at an arbitrary position. However, from the viewpoint of stably supplying the lubricating oil to the rolling bearing 41, the lubricating oil supply port 25d is preferably provided in the eccentric portions 25a and 25b.

  In the above-described embodiment, the example in which the rotary pump 51 is driven by using the rotation of the wheel-side rotary member 28 is shown. However, the rotary pump 51 is driven by using the rotation of the motor-side rotary member 25. You can also. However, since the rotation speed of the motor side rotation member 25 is larger than that of the wheel side rotation member 28 (11 times in the above embodiment), the durability of the rotary pump 51 may be reduced. Further, even when connected to the wheel-side rotating member 28, a sufficient discharge amount can be ensured. From these viewpoints, the rotary pump 51 is preferably driven by utilizing the rotation of the wheel-side rotary member 28.

  Moreover, in said embodiment, although the example of the cycloid pump was shown as the rotary pump 51, it is not restricted to this, All the rotary pumps driven using the rotation of the wheel side rotation member 28 are employable. it can. Alternatively, the pump may be attached to the outside of the casing 22. Furthermore, the rotary pump 51 may be omitted, and the lubricating oil may be circulated only by centrifugal force.

  Further, in the above embodiment, two curved plates 26a and 26b of the deceleration unit B are provided with 180 ° phase shifts. However, the number of the curved plates can be arbitrarily set. When three are provided, it is preferable to change the phase by 120 °.

  Moreover, although the motion conversion mechanism in said embodiment showed the example comprised by the inner pin 31 fixed to the wheel side rotation member 28, and the through-hole 30a provided in the curve boards 26a and 26b, Without being limited to the above, it is possible to adopt an arbitrary configuration capable of transmitting the rotation of the speed reduction unit B to the wheel hub 32. For example, it may be a motion conversion mechanism composed of an inner pin fixed to a curved plate and a hole formed in the wheel side rotation member.

  In addition, although description of the action | operation in said embodiment was performed paying attention to rotation of each member, the motive power containing a torque is actually transmitted from the motor part A to a driving wheel. Therefore, the power decelerated as described above is converted into high torque.

  Further, in the description of the operation in the above embodiment, power is supplied to the motor unit A to drive the motor unit A, and the power from the motor unit A is transmitted to the drive wheels 14, but on the contrary, When the vehicle decelerates or goes down a hill, the power from the drive wheel 14 side is converted into high-rotation and low-torque rotation by the deceleration unit B and transmitted to the motor unit A, and the motor unit A generates power. May be. Furthermore, the electric power generated here may be stored in a battery and used later for driving the motor unit A or for operating other electric devices provided in the vehicle.

  Further, a brake can be added to the configuration of the above embodiment. For example, in the configuration of FIG. 1, the casing 22 is extended in the axial direction to form a space on the left side of the rotor 24 in the drawing, a rotating member that rotates integrally with the rotor 24, and the casing 22 is non-rotatable and axial. A parking brake that locks the rotor 24 by disposing a movable piston and a cylinder that operates the piston and fitting the piston and the rotating member when the vehicle is stopped may be used.

  Alternatively, it may be a disc brake in which a flange formed on a part of a rotating member that rotates integrally with the rotor 24 and a friction plate installed on the casing 22 side are sandwiched by a cylinder installed on the casing 22 side. Furthermore, a drum brake can be used in which a drum is formed on a part of the rotating member, a brake shoe is fixed to the casing 22 side, and the rotating member is locked by friction engagement and self-engagement.

  In the above embodiment, an example of a cylindrical roller bearing is shown as a bearing for supporting the curved plates 26a and 26b. However, the present invention is not limited to this, and for example, a plain bearing, a cylindrical roller bearing, a tapered roller bearing, and a needle roller Regardless of whether it is a plain bearing or a rolling bearing, such as a bearing, a self-aligning roller bearing, a deep groove ball bearing, an angular contact ball bearing, or a four-point contact ball bearing, whether the rolling element is a roller or a ball Furthermore, any bearing can be applied regardless of whether it is a double row or a single row. Similarly, any type of bearing can be adopted for bearings arranged in other locations.

  However, the deep groove ball bearing has a higher allowable limit speed than the cylindrical roller bearing, but has a low load capacity. Therefore, in order to obtain a necessary load capacity, a large deep groove ball bearing must be employed. Therefore, from the viewpoint of making the in-wheel motor drive device 21 compact, a cylindrical roller bearing is suitable for the rolling bearing 41.

  In each of the above-described embodiments, an example in which a radial gap motor is adopted as the motor unit A has been described. For example, it may be an axial gap motor including a stator fixed to the casing and a rotor disposed at a position facing the inner side of the stator with an axial gap.

  Moreover, in each said embodiment, although the example of the in-wheel motor drive device 21 which employ | adopted the cycloid deceleration mechanism as the deceleration part B was shown, it is not restricted to this, Arbitrary deceleration mechanisms can be employ | adopted. For example, a planetary gear reduction mechanism, a parallel shaft gear reduction mechanism, or the like is applicable.

  Further, although the electric vehicle 11 shown in FIG. 11 shows an example in which the rear wheel 14 is a driving wheel, the present invention is not limited thereto, and the front wheel 13 may be a driving wheel or may be a four-wheel driving vehicle. . In the present specification, “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.

  Furthermore, it can be used for other applications as a motor drive device in which the wheel hub bearing portion C is removed from the in-wheel motor drive device 21 having the above-described configuration, for example, as a motor drive device for driving wheels of a railway vehicle. Etc. are considered.

  As mentioned above, although embodiment of this invention was described with reference to drawings, this invention is not limited to the thing of embodiment shown in figure. Various modifications and variations can be made to the illustrated embodiment within the same range or equivalent range as the present invention.

It is a figure which shows the in-wheel motor drive device which concerns on one Embodiment of this invention. It is sectional drawing in II-II of FIG. It is an enlarged view of the eccentric part periphery of FIG. It is sectional drawing in IV-IV of FIG. It is sectional drawing in VV of FIG. It is sectional drawing in VI-VI of FIG. It is sectional drawing of the rotary pump of FIG. It is the arrow line view seen from the direction of arrow VIII of FIG. It is sectional drawing in IX-IX of FIG. It is sectional drawing in XX of FIG. It is a top view of the electric vehicle which has the in-wheel motor drive device of FIG. FIG. 12 is a rear sectional view of the electric vehicle of FIG. 11. It is a figure which shows the conventional in-wheel motor drive device.

Explanation of symbols

  DESCRIPTION OF SYMBOLS 11 Electric vehicle, 12 Chassis, 12a Wheel housing, 12b Suspension device, 13 Front wheel, 14 Rear wheel, 21,101 In-wheel motor drive device, 22,102 Casing, 22a Outer member, 22b Lubricating oil discharge port, 22d Lubricating oil Reservoir, 22e Cooling channel, 22f Air vent plug, 23 Stator, 24 Rotor, 24a Rotor, 28a, 32b Flange, 24b, 32a Hollow, 28b Shaft, 25, 106 Motor side rotating member, 25a, 25b, 106a , 106b Eccentric part, 25c Lubricating oil passage, 25d Lubricating oil supply port, 26a, 26b, 107a, 107b Curved plate, 27, 108 Outer pin, 27a, 31a Needle roller bearing, 28, 110 Wheel side rotating member, 29 Counter Weight, 30a, 30b Through hole, 31, 109 Inner pin, 31b Stabilizer, 31c Ring portion, 31d Cylindrical portion, 32 Wheel hub, 32d Nut, 33 Wheel hub bearing, 33a Inner ring, 33b Outer ring, 33c Ball, 33d Cage, 33e Sealing member, 42a Inner raceway surface, 42b collar part, 42c opening part, 43 outer raceway surface, 36a, 36b, 41, 111 rolling bearing, 42 inner ring member, 44 cylindrical roller, 45 circulating oil path, 46a-46y axial oil path, 47a-47f circumferential oil 48a, 48b radial oil passage, 49 partition member, 51 rotary pump, 52 inner rotor, 52a, 53a tooth tip part, 52b, 53b tooth gap part, 52c stepped part, 54 pump chamber, 55 suction port, 56 Discharge port, 61 terminal box, 62 power line, 63 communication hole, 64 internal pressure adjusting means, 65 oil supply port, 6 air breather, 67 locking portion.

Claims (4)

A motor unit for rotationally driving the motor side rotating member;
A decelerating portion for decelerating the rotation of the motor side rotating member and transmitting it to the output side rotating member;
A casing for holding the motor part and the speed reduction part;
A terminal box that accommodates a power line for supplying electric power to the motor unit, which is disposed on a wall surface far from the output side rotation member among the axial wall surfaces of the casing that holds the motor unit. Motor drive. The wall surface is divided into first and second regions partitioned by a straight line passing through the rotation axis of the motor side rotation member,
The first region holds the terminal box;
The motor driving device according to claim 1, wherein the second region has a locking portion that locks the power line extending from the terminal box. The power line includes a conductive wire and an elastic member that covers the conductive wire,
The motor driving device according to claim 2, wherein the locking portion compresses and holds the elastic member. The motor drive device according to any one of claims 1 to 3,
An in-wheel motor drive device comprising: a wheel hub fixedly connected to a wheel side rotation member as the output side rotation member.

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