JP2008121717A - Speed reduction unit - Google Patents

Speed reduction unit Download PDF

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Publication number
JP2008121717A
JP2008121717A JP2006303147A JP2006303147A JP2008121717A JP 2008121717 A JP2008121717 A JP 2008121717A JP 2006303147 A JP2006303147 A JP 2006303147A JP 2006303147 A JP2006303147 A JP 2006303147A JP 2008121717 A JP2008121717 A JP 2008121717A
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Japan
Prior art keywords
gear
shaft
diameter portion
motor
outer ring
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JP2006303147A
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Japanese (ja)
Inventor
Minoru Takarada
実 宝田
Takahide Saito
隆英 齋藤
Satoru Yamagata
哲 山形
Kyugo Hamai
九五 浜井
Daisuke Yamamoto
大介 山本
Kazuto Oyama
和人 大山
Kazutoshi Murakami
和利 村上
Akira Shimizu
明 清水
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NTN Corp
Hitachi Ltd
Univance Corp
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NTN Corp
Hitachi Ltd
Univance Corp
NTN Toyo Bearing Co Ltd
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Application filed by NTN Corp, Hitachi Ltd, Univance Corp, NTN Toyo Bearing Co Ltd filed Critical NTN Corp
Priority to JP2006303147A priority Critical patent/JP2008121717A/en
Priority to FR0707374A priority patent/FR2908170A1/en
Publication of JP2008121717A publication Critical patent/JP2008121717A/en
Pending legal-status Critical Current

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Abstract

<P>PROBLEM TO BE SOLVED: To shorten the axial length of a speed reduction unit which is coaxially arranged at a motor. <P>SOLUTION: This speed reduction unit comprises: a first shaft 1 connected to the motor M; a first gear 2 arranged at the external periphery of the first shaft 1; a second gear 3 engaged with the first gear 2; a second shaft 4 which supports the second gear 3; a third gear 5 which is rotatably supported by the second shaft 4, and arranged at the motor M side with respect to the second gear 3; a clutch 6 which switches the transmission and the disconnection of rotation between the second shaft 4 and the third gear 5; and a differential device 7 which distributes the rotation of the third gear 5 to right and left wheels. The speed reduction gear also reduces the rotation of the motor M in speed in a connection with the clutch 6, and transmits the reduced rotation to the right and left wheels. An outer ring 30 of at least one bearing among bearings 37, 39 which rotatably support the end of the first shaft 1, and bearings 29, 40 which rotatably support the end of the second shaft 4 is constituted of a large-diameter part 31 and a small-diameter part 32 which is smaller than the large-diameter part 31 in outside diameter, and the outer ring 30 is fixed by pressing down the end face of the large-diameter part 31 by using a plate 35. <P>COPYRIGHT: (C)2008,JPO&INPIT

Description

この発明は、モータの回転を減速して車輪に伝達する減速ユニットに関する。   The present invention relates to a reduction unit that decelerates rotation of a motor and transmits it to wheels.

エンジンの回転を減速して車輪に伝達する減速ユニットとして、トルクコンバータを介してエンジンのクランクシャフトに連結される第１シャフトと、その第１シャフトと平行に設けられた第２シャフトと、第１シャフトの回転を減速して第２シャフトに伝達する減速ギアと、その第２シャフトの回転を左右の車輪に配分する差動装置とを有する減速ユニットが知られている（非特許文献１）。
「モータファン別冊 新型ヴィッツのすべて」、株式会社三栄書房、平成１７年３月２４日、ｐ．４７ As a deceleration unit that decelerates the rotation of the engine and transmits it to the wheels, a first shaft connected to the crankshaft of the engine via a torque converter, a second shaft provided in parallel with the first shaft, A speed reduction unit having a speed reduction gear that reduces the rotation of the shaft and transmits it to the second shaft and a differential device that distributes the rotation of the second shaft to the left and right wheels is known (Non-Patent Document 1).
“All about Motor Fan separate volume new Vitz”, Sanei Shobo Co., Ltd., March 24, 2005, p. 47

しかし、この減速ユニットは、第１シャフトの端部を支持する軸受の外輪の外径が一定であり、その外輪の端面を環状のプレートで押さえ付けることにより外輪を固定しているので、プレートの厚みが減速ユニットの軸方向の長さに加わり、減速ユニットの軸方向の長さが長くなっている。   However, in this deceleration unit, the outer diameter of the outer ring of the bearing that supports the end of the first shaft is constant, and the outer ring is fixed by pressing the end surface of the outer ring with an annular plate. The thickness is added to the axial length of the reduction unit, and the axial length of the reduction unit is increased.

前輪をエンジンで駆動するとともに後輪をモータで駆動する自動車において、上記の減速ユニットに代表される軸支持構造でモータの回転を減速して後輪に伝達する場合、軸方向の長さが長くなり、他の部品の設置スペースが不足しやすい。   In an automobile in which the front wheels are driven by the engine and the rear wheels are driven by a motor, when the rotation of the motor is reduced and transmitted to the rear wheels by the shaft support structure represented by the above-described reduction unit, the axial length is long. Therefore, the installation space for other parts tends to be insufficient.

同様に、エンジンとモータを併用して前輪を駆動するとともに後輪を別のモータで駆動するハイブリッド自動車においても、同様の問題があった。   Similarly, a hybrid vehicle in which a front wheel is driven by using an engine and a motor together and a rear wheel is driven by another motor has the same problem.

この発明が解決しようとする課題は、モータの回転を減速して車輪に伝達する減速ユニットの軸方向の長さを短縮することである。   The problem to be solved by the present invention is to reduce the axial length of the deceleration unit that decelerates the rotation of the motor and transmits it to the wheels.

上記の課題を解決するために、モータに接続される第１シャフトと、その第１シャフトの外周に設けられて第１シャフトと一体に回転する第１ギアと、その第１ギアと噛み合う第２ギアと、その第２ギアを支持して第２ギアと一体に回転する第２シャフトと、その第２シャフトで回転可能に支持されて前記第２ギアに対して前記モータ側に配置された第３ギアと、前記第２シャフトと前記第３ギアの間で回転の伝達と遮断の切換えを行なうクラッチと、前記第３ギアの回転を左右の車輪に配分する差動装置とを有し、前記クラッチを連結した状態で前記モータの回転を減速して前記左右の車輪に伝達する減速ユニットにおいて、前記第１シャフトの端部を回転可能に支持する軸受と前記第２シャフトの端部を回転可能に支持する軸受とのうちの少なくとも１つの軸受の外輪を、大径部と、その大径部よりも外径が小さい小径部とで構成し、その大径部の前記小径部側の端面をプレートで押さえ付けて前記外輪を固定した。   In order to solve the above problem, a first shaft connected to the motor, a first gear provided on the outer periphery of the first shaft and rotating integrally with the first shaft, and a second gear meshing with the first gear A gear, a second shaft that supports the second gear and rotates integrally with the second gear, and a second shaft that is rotatably supported by the second shaft and disposed on the motor side with respect to the second gear. Three gears, a clutch that transmits and shuts off rotation between the second shaft and the third gear, and a differential that distributes the rotation of the third gear to left and right wheels, In a deceleration unit that decelerates the rotation of the motor and transmits it to the left and right wheels with the clutch engaged, the bearing that rotatably supports the end of the first shaft and the end of the second shaft are rotatable. Out of bearings to support The outer ring of at least one bearing is composed of a large-diameter portion and a small-diameter portion having an outer diameter smaller than the large-diameter portion, and the end surface of the large-diameter portion on the small-diameter portion side is pressed with a plate to Fixed.

この減速ユニットは、前記プレートで押さえ付ける前記外輪の軸受挿入孔への挿入長さを、外輪の大径部の軸方向長さとすると好ましい。   In this speed reduction unit, it is preferable that the insertion length of the outer ring pressed by the plate into the bearing insertion hole is the axial length of the large-diameter portion of the outer ring.

この発明の減速ユニットは、外輪の小径部の端面よりも軸方向に落ち込んだ大径部の端面をプレートで押さえ付けるので、小径部の端面に対する大径部の端面の落ち込み量に相当する分のプレートの厚みが吸収され、軸方向の長さが短くなる。そのため、前輪をエンジンで駆動するとともに後輪をモータで駆動する自動車や、エンジンとモータを併用して前輪を駆動するとともに後輪を別のモータで駆動するハイブリッド自動車にこの減速ユニットを組み込んだときに、他の部品の設置スペースを確保することができる。   The reduction unit according to the present invention presses the end surface of the large diameter portion that has fallen in the axial direction from the end surface of the small diameter portion of the outer ring with the plate, and therefore corresponds to the amount of depression of the end surface of the large diameter portion with respect to the end surface of the small diameter portion. The thickness of the plate is absorbed and the axial length is shortened. Therefore, when this reduction unit is installed in a car that drives the front wheels with the engine and drives the rear wheels with a motor, or a hybrid car that uses the engine and motor together to drive the front wheels and drives the rear wheels with another motor In addition, it is possible to secure an installation space for other parts.

また、前記プレートで押さえ付ける前記外輪の軸受挿入孔への挿入長さを、外輪の大径部の軸方向長さとしたものは、大径部の端面と軸受挿入孔の縁の軸方向位置が一致するので、大径部の端面を押さえ付けるプレートの形状を単純にすることができ、経済的である。   The insertion length of the outer ring pressed by the plate into the bearing insertion hole is the axial length of the large diameter portion of the outer ring, and the axial position of the end surface of the large diameter portion and the edge of the bearing insertion hole is Since they coincide with each other, the shape of the plate for pressing the end face of the large diameter portion can be simplified, which is economical.

図１に、この発明の実施形態の減速ユニットを示す。この減速ユニットは、モータＭに接続された第１シャフト１と、第１シャフト１の外周に形成された第１ギア２と、第１ギア２と噛み合う第２ギア３と、第２ギア３を支持して第２ギアと一体に回転する第２シャフト４と、第２シャフト４で回転可能に支持されて第２ギア３に対してモータＭ側に配置された第３ギア５と、第２シャフト４と第３ギア５の間で回転の伝達と遮断の切り替えを行なうクラッチ６と、第３ギア５の回転を左右の車輪（図示せず）に伝達する差動装置７とを有する。   FIG. 1 shows a speed reduction unit according to an embodiment of the present invention. The reduction unit includes a first shaft 1 connected to the motor M, a first gear 2 formed on the outer periphery of the first shaft 1, a second gear 3 that meshes with the first gear 2, and a second gear 3. A second shaft 4 that supports and rotates integrally with the second gear; a third gear 5 that is rotatably supported by the second shaft 4 and disposed on the motor M side with respect to the second gear 3; It has a clutch 6 for switching rotation and switching between the shaft 4 and the third gear 5 and a differential device 7 for transmitting the rotation of the third gear 5 to left and right wheels (not shown).

クラッチ６は、図２に示すように、第２シャフト４に回り止めされた内輪８と、第３ギア５に回り止めされた外輪９とを有し、外輪９は、内輪８の外周に設けた軸受１０で回転可能に支持されている。   As shown in FIG. 2, the clutch 6 includes an inner ring 8 that is prevented from rotating around the second shaft 4 and an outer ring 9 that is prevented from rotating around the third gear 5, and the outer ring 9 is provided on the outer periphery of the inner ring 8. The bearing 10 is rotatably supported.

図３に示すように、外輪９の内周には円筒面１１が形成され、その円筒面１１との間にくさび空間を形成するカム面１２が内輪８の外周に形成されており、円筒面１１とカム面１２の間には、保持器１３で保持されたローラ１４が組み込まれている。保持器１３は、内輪８に対して相対回転可能であり、ローラ１４を円筒面１１とカム面１２の間に係合させる位置（以下、「係合位置」という）とその係合を解除する位置（以下、「中立位置」という）の間で移動可能となっている。また、保持器１３は、スイッチばね１５で中立位置に弾性保持されている。   As shown in FIG. 3, a cylindrical surface 11 is formed on the inner periphery of the outer ring 9, and a cam surface 12 that forms a wedge space with the cylindrical surface 11 is formed on the outer periphery of the inner ring 8. A roller 14 held by a cage 13 is incorporated between 11 and the cam surface 12. The cage 13 is rotatable relative to the inner ring 8, a position where the roller 14 is engaged between the cylindrical surface 11 and the cam surface 12 (hereinafter referred to as “engagement position”) and the engagement is released. It is movable between positions (hereinafter referred to as “neutral positions”). The retainer 13 is elastically held at the neutral position by the switch spring 15.

スイッチばね１５は、鋼線をＣ形に巻いたＣ形環状部１６と、Ｃ形環状部１６の両端からそれぞれ径方向外方に延出させた延出部１７とからなる。延出部１７は、内輪８に形成された切欠き１８を貫通し、切欠き１８の周方向の対向面にそれぞれ接触している。また、延出部１７の先端は、保持器１３に形成された軸方向の凹部１９に挿入され、凹部１９の周方向の対向面にそれぞれ接触している。そのため、内輪８に対して保持器１３を相対回転させると、スイッチばね１５の弾性復元により保持器１３を中立位置に戻す力が生じる。   The switch spring 15 includes a C-shaped annular portion 16 in which a steel wire is wound in a C shape, and an extending portion 17 that extends radially outward from both ends of the C-shaped annular portion 16. The extending portion 17 passes through a notch 18 formed in the inner ring 8 and is in contact with the circumferential facing surface of the notch 18. Further, the distal end of the extending portion 17 is inserted into an axial concave portion 19 formed in the retainer 13, and is in contact with a circumferential facing surface of the concave portion 19. Therefore, when the cage 13 is rotated relative to the inner ring 8, a force is generated to return the cage 13 to the neutral position by elastic restoration of the switch spring 15.

保持器１３には、図４に示すように、軸方向の突片２０が形成され、突片２０は、アーマチュア２１に形成された係合孔２２にスライド可能に貫通している。これにより、アーマチュア２１は、保持器１３に対して回り止めされ、かつ保持器１３に対して軸方向に相対移動可能となっている。   As shown in FIG. 4, an axial projecting piece 20 is formed in the cage 13, and the projecting piece 20 penetrates through an engagement hole 22 formed in the armature 21. As a result, the armature 21 is prevented from rotating with respect to the retainer 13 and is relatively movable in the axial direction with respect to the retainer 13.

また、コイル２３と、コイル２３が巻回されたフィールドコア２４とからなる電磁石２５が、アーマチュア２１と軸方向に対向して設けられ、その電磁石２５とアーマチュア２１の間に、ロータガイド２６を介して外輪９に固定されたロータ２７が設けられている。また、アーマチュア２１とロータ２７の間には、アーマチュア２１をロータ２７から離反させる方向に付勢する離反ばね２８が設けられている。   An electromagnet 25 comprising a coil 23 and a field core 24 around which the coil 23 is wound is provided so as to face the armature 21 in the axial direction, and a rotor guide 26 is interposed between the electromagnet 25 and the armature 21. A rotor 27 fixed to the outer ring 9 is provided. Further, a separation spring 28 is provided between the armature 21 and the rotor 27 to urge the armature 21 in a direction for separating the armature 21 from the rotor 27.

このクラッチ６は、コイル２３に通電すると、アーマチュア２１が電磁石２５に吸引されてロータ２７に接触した状態となり、そのアーマチュア２１とロータ２７間に生じる摩擦力によってアーマチュア２１が周方向に移動し、そのアーマチュア２１の移動により保持器１３が係合位置に移動する。このとき、円筒面１１とカム面１２の間にローラ１４が係合し、第２シャフト４と第３ギア５の間で回転が伝達される。一方、コイル２３への通電を遮断すると、離反ばね２８の付勢力によってアーマチュア２１がロータ２７から離反した状態となり、スイッチばね１５の力によって保持器１３が中立位置に戻され、第２シャフト４と第３ギア５の間での回転の伝達が遮断される。   In the clutch 6, when the coil 23 is energized, the armature 21 is attracted by the electromagnet 25 and comes into contact with the rotor 27, and the armature 21 moves in the circumferential direction by the frictional force generated between the armature 21 and the rotor 27. As the armature 21 moves, the retainer 13 moves to the engagement position. At this time, the roller 14 is engaged between the cylindrical surface 11 and the cam surface 12, and the rotation is transmitted between the second shaft 4 and the third gear 5. On the other hand, when the power supply to the coil 23 is cut off, the armature 21 is separated from the rotor 27 by the biasing force of the separation spring 28, and the cage 13 is returned to the neutral position by the force of the switch spring 15, Transmission of rotation between the third gears 5 is interrupted.

第２シャフト４は、図５に示すように、モータＭと反対側の端部が軸受２９で回転可能に支持されている。軸受２９は、外輪３０が大径部３１と、大径部３１からモータＭ側に連なる小径部３２とからなり、小径部３２は大径部３１よりも外径が小さい。また、外輪３０は、ボルト３３でハウジング３４に締め付けられたプレート３５で大径部３１の小径部３２側の端面が押さえ付けられ、その押さえ付けによってハウジング３４に固定されている。このとき、ハウジング３４に形成された軸受挿入孔３６への外輪３０の挿入長さは、大径部３１の軸方向長さとなっている。   As shown in FIG. 5, the end of the second shaft 4 opposite to the motor M is rotatably supported by a bearing 29. In the bearing 29, the outer ring 30 includes a large-diameter portion 31 and a small-diameter portion 32 that extends from the large-diameter portion 31 to the motor M side. The small-diameter portion 32 has a smaller outer diameter than the large-diameter portion 31. The outer ring 30 is fixed to the housing 34 by pressing the end surface of the large diameter portion 31 on the small diameter portion 32 side with a plate 35 fastened to the housing 34 with bolts 33. At this time, the insertion length of the outer ring 30 into the bearing insertion hole 36 formed in the housing 34 is the axial length of the large diameter portion 31.

また、第１シャフト１のモータＭと反対側の端部を支持する軸受３７も、プレート３５で外輪３８の端面が押さえ付けられ、その押さえつけによってハウジング３４に固定されている。   The bearing 37 that supports the end of the first shaft 1 on the side opposite to the motor M is also fixed to the housing 34 by pressing the end surface of the outer ring 38 with the plate 35.

この減速ユニットは、外輪３０の小径部３２の端面よりも軸方向に落ち込んだ大径部３１の端面をプレート３５で押さえ付けるので、小径部３２の端面に対する大径部３１の端面の落ち込み量に相当する分のプレート３５の厚みが吸収され、軸方向の長さが短くなる。そのため、前輪をエンジンで駆動するとともに後輪をモータで駆動する自動車や、エンジンとモータを併用して前輪を駆動するとともに後輪を別のモータで駆動するハイブリッド自動車に、モータの回転を減速して各後輪に伝達する装置としてこの減速ユニットを組み込んだときに、他の部品の設置スペースを確保することができる。   This reduction unit presses the end surface of the large-diameter portion 31 that has fallen in the axial direction from the end surface of the small-diameter portion 32 of the outer ring 30 with the plate 35, so that the amount of the end surface of the large-diameter portion 31 with respect to the end surface of the small-diameter portion 32 is reduced. The corresponding thickness of the plate 35 is absorbed, and the axial length is shortened. Therefore, the motor rotation is reduced to an automobile that drives the front wheels with an engine and a rear wheel with a motor, or a hybrid automobile that uses both an engine and a motor to drive the front wheels and drives the rear wheels with another motor. When this speed reduction unit is incorporated as a device for transmitting to each rear wheel, it is possible to secure an installation space for other parts.

また、外輪３０の軸受挿入孔３６への挿入長さを大径部３１の軸方向長さとしたので、大径部３１の端面と軸受挿入孔３６の縁の軸方向位置が一致し、プレート３５の大径部３１に当接する部分と軸受挿入孔３６の縁に当接する部分の境界位置に段差を形成する必要がない。そのため、プレート３５の形状を単純にすることができ、経済的である。   Further, since the insertion length of the outer ring 30 into the bearing insertion hole 36 is the axial length of the large-diameter portion 31, the axial position of the end surface of the large-diameter portion 31 and the edge of the bearing insertion hole 36 coincides, and the plate 35 It is not necessary to form a step at the boundary position between the portion that contacts the large diameter portion 31 and the portion that contacts the edge of the bearing insertion hole 36. Therefore, the shape of the plate 35 can be simplified, which is economical.

また、この減速ユニットは、軸受２９の外輪３０の固定と軸受３７の外輪３８の固定を１枚のプレート３５で行なっているので、部品点数が少なく、経済的である。   Further, this speed reduction unit is economical because the number of parts is small because the outer ring 30 of the bearing 29 and the outer ring 38 of the bearing 37 are fixed by the single plate 35.

上記実施形態では、第１シャフト１を支持する軸受３７の外輪３８の外径を一定に形成しているが、軸受３７の外輪３８も、軸受２９の外輪３０と同様に大径部と小径部とで構成し、その大径部の小径部側の端面をプレート３５で押さえ付けるようにしてもよい。このとき、外輪３０の小径部３２と外輪３８の小径部に、プレート３５に形成された貫通孔を嵌め合わせるようにすると好ましい。このようにすると、軸受２９と軸受３７の軸間距離の精度を容易に確保することができる。   In the above embodiment, the outer diameter of the outer ring 38 of the bearing 37 that supports the first shaft 1 is made constant, but the outer ring 38 of the bearing 37 also has a large-diameter portion and a small-diameter portion in the same manner as the outer ring 30 of the bearing 29. And the end face on the small diameter side of the large diameter part may be pressed by the plate 35. At this time, it is preferable that the through holes formed in the plate 35 are fitted to the small diameter portion 32 of the outer ring 30 and the small diameter portion of the outer ring 38. In this way, the accuracy of the inter-axis distance between the bearing 29 and the bearing 37 can be easily ensured.

また、第１シャフト１のモータＭ側の端部を支持する軸受３９、第２シャフト４のモータＭ側の端部を支持する軸受４０についても、外輪を大径部と小径部とで構成し、その大径部の小径部側の端面を押え付けるプレートを設けて外輪を固定するようにしてもよい。   The outer ring of the bearing 39 that supports the end of the first shaft 1 on the motor M side and the bearing 40 that supports the end of the second shaft 4 on the motor M side is composed of a large diameter portion and a small diameter portion. The outer ring may be fixed by providing a plate for pressing the end surface of the large diameter portion on the small diameter side.

軸受は、図では深溝玉軸受を採用しているが、他の形式の軸受を採用してもよく、たとえば、円筒ころ軸受やニードル軸受、円錐ころ軸受を採用してもよい。   As the bearing, a deep groove ball bearing is employed in the figure, but another type of bearing may be employed, for example, a cylindrical roller bearing, a needle bearing, or a tapered roller bearing may be employed.

この発明の実施形態の減速ユニットを示す断面図Sectional drawing which shows the deceleration unit of embodiment of this invention 図１に示すクラッチの拡大断面図FIG. 1 is an enlarged sectional view of the clutch shown in FIG. 図２のＩＩＩ−ＩＩＩ線に沿った断面図Sectional view along line III-III in FIG. 図２のＩＶ−ＩＶ線に沿った断面図Sectional view along line IV-IV in FIG. 図１に示す第１シャフトと第２シャフトのモータと反対側の端部の拡大断面図The expanded sectional view of the edge part on the opposite side to the motor of the 1st shaft and 2nd shaft which are shown in FIG.

符号の説明Explanation of symbols

Ｍ モータ
１ 第１シャフト
２ 第１ギア
３ 第２ギア
４ 第２シャフト
５ 第３ギア
６ クラッチ
７ 差動装置
２９，３７，３９，４０ 軸受
３０，３８ 外輪
３１ 大径部
３２ 小径部
３５ プレート
３６ 軸受挿入孔 M Motor 1 First shaft 2 First gear 3 Second gear 4 Second shaft 5 Third gear 6 Clutch 7 Differential devices 29, 37, 39, 40 Bearings 30, 38 Outer ring 31 Large diameter portion 32 Small diameter portion 35 Plate 36 Bearing insertion hole

Claims (2)

モータ（Ｍ）に接続される第１シャフト（１）と、その第１シャフト（１）の外周に設けられて第１シャフト（１）と一体に回転する第１ギア（２）と、その第１ギア（２）と噛み合う第２ギア（３）と、その第２ギア（３）を支持して第２ギア（３）と一体に回転する第２シャフト（４）と、その第２シャフト（４）で回転可能に支持されて前記第２ギア（３）に対して前記モータ（Ｍ）側に配置された第３ギア（５）と、前記第２シャフト（４）と前記第３ギア（５）の間で回転の伝達と遮断の切換えを行なうクラッチ（６）と、前記第３ギア（５）の回転を左右の車輪に配分する差動装置（７）とを有し、前記クラッチ（６）を連結した状態で前記モータ（Ｍ）の回転を減速して前記左右の車輪に伝達する減速ユニットにおいて、前記第１シャフト（１）の端部を回転可能に支持する軸受（３７，３９）と前記第２シャフト（４）の端部を回転可能に支持する軸受（２９，４０）とのうちの少なくとも１つの軸受の外輪（３０）を、大径部（３１）と、その大径部（３１）よりも外径が小さい小径部（３２）とで構成し、その大径部（３１）の前記小径部（３２）側の端面をプレート（３５）で押さえ付けて前記外輪（３０）を固定したことを特徴とする減速ユニット。   A first shaft (1) connected to the motor (M), a first gear (2) provided on the outer periphery of the first shaft (1) and rotating integrally with the first shaft (1); A second gear (3) meshing with one gear (2), a second shaft (4) supporting the second gear (3) and rotating integrally with the second gear (3), and a second shaft ( 4), a third gear (5), which is rotatably supported by the second gear (3) and disposed on the motor (M) side, the second shaft (4), and the third gear ( 5), and a clutch (6) for switching between rotation transmission and cutoff and a differential device (7) for distributing the rotation of the third gear (5) to the left and right wheels. 6) In the speed reduction unit that reduces the rotation of the motor (M) and transmits it to the left and right wheels in a connected state, At least one of a bearing (37, 39) that rotatably supports the end of one shaft (1) and a bearing (29, 40) that rotatably supports the end of the second shaft (4). An outer ring (30) of the bearing is composed of a large diameter portion (31) and a small diameter portion (32) having an outer diameter smaller than that of the large diameter portion (31), and the small diameter portion of the large diameter portion (31). (32) A speed reduction unit characterized in that the outer ring (30) is fixed by pressing an end face on the side with a plate (35). 前記プレート（３５）で押さえ付ける前記外輪（３０）の軸受挿入孔（３６）への挿入長さを、外輪（３０）の大径部（３１）の軸方向長さとした請求項１に記載の減速ユニット。   The insertion length of the outer ring (30) pressed by the plate (35) into the bearing insertion hole (36) is the axial length of the large-diameter portion (31) of the outer ring (30). Deceleration unit.
JP2006303147A 2006-11-08 2006-11-08 Speed reduction unit Pending JP2008121717A (en)

Priority Applications (2)

Application Number Priority Date Filing Date Title
JP2006303147A JP2008121717A (en) 2006-11-08 2006-11-08 Speed reduction unit
FR0707374A FR2908170A1 (en) 2006-11-08 2007-10-22 Rotatable transmission device for speed reducer of hybrid vehicle, has electromagnetic clutch including rotor guide and rotor which are rotatably fixed relative to each other by engaging angularly equidistant projections in housings

Applications Claiming Priority (1)

Application Number Priority Date Filing Date Title
JP2006303147A JP2008121717A (en) 2006-11-08 2006-11-08 Speed reduction unit

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Publication Number Publication Date
JP2008121717A true JP2008121717A (en) 2008-05-29

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Family Applications (1)

Application Number Title Priority Date Filing Date
JP2006303147A Pending JP2008121717A (en) 2006-11-08 2006-11-08 Speed reduction unit

Country Status (1)

Country Link
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Cited By (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
KR200473222Y1 (en) * 2012-11-28 2014-06-18 주식회사 금화피에스시 Gear box of travelling unit for continuous ship unloader

Cited By (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
KR200473222Y1 (en) * 2012-11-28 2014-06-18 주식회사 금화피에스시 Gear box of travelling unit for continuous ship unloader

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