JP5719132B2 - In-wheel motor drive device - Google Patents

In-wheel motor drive device Download PDF

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JP5719132B2
JP5719132B2 JP2010210369A JP2010210369A JP5719132B2 JP 5719132 B2 JP5719132 B2 JP 5719132B2 JP 2010210369 A JP2010210369 A JP 2010210369A JP 2010210369 A JP2010210369 A JP 2010210369A JP 5719132 B2 JP5719132 B2 JP 5719132B2
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wheel
convex
shaft
output shaft
fitting
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JP2012066602A (en
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雅子 川口
雅子 川口
万寿夫 ▲高▼木
万寿夫 ▲高▼木
牧野　智昭
智昭 牧野
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NTN Corp
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Description

この発明は、電動モータの出力軸と車輪のハブとを減速機を介して連結したインホイールモータ駆動装置に関するものである。   The present invention relates to an in-wheel motor drive device in which an output shaft of an electric motor and a wheel hub are connected via a speed reducer.

従来のインホイールモータ駆動装置１０１は、例えば、特開２００９−２１６１９０号公報（特許文献１）に記載されている。
インホイールモータ駆動装置１０１は、図１５に示すように、車体に取り付けられるハウジング１０２の内部に駆動力を発生させるモータ部１０３と、車輪に接続される車輪ハブ軸受部１０４と、モータ部１０３の回転を減速して車輪ハブ軸受部１０４に伝達する減速部１０５とを備える。 A conventional in-wheel motor drive device 101 is described in, for example, Japanese Patent Laid-Open No. 2009-216190 (Patent Document 1).
As shown in FIG. 15, the in-wheel motor drive device 101 includes a motor unit 103 that generates a driving force inside a housing 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.

上記構成のインホイールモータ駆動装置１０１において、装置のコンパクト化の観点からモータ部１０３には低トルクで高回転のモータが採用される。一方、車輪ハブ軸受部１０４には、車輪を駆動するために大きなトルクが必要となる。このため、減速部１０５には、コンパクトで高い減速比が得られるサイクロイド減速機を採用することが多い。   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. For this reason, a cycloid reducer that is compact and provides a high reduction ratio is often used for the reduction unit 105.

サイクロイド減速機を適用した減速部１０５は、偏心部１０６ａ、１０６ｂを有するモータ側回転部材１０６と、偏心部１０６ａ、１０６ｂに配置される曲線板１０７ａ，１０７ｂと、曲線板１０７ａ、１０７ｂをモータ側回転部材１０６に対して回転自在に支持する転がり軸受１０６ｃと、曲線板１０７ａ、１０７ｂの外周面に係合して曲線板１０７ａ、１０７ｂに自転運動を生じさせる複数の外ピン１０８と、曲線板１０７ａ、１０７ｂの自転運動を出力軸１１０に伝達する複数の内ピン１０９とを含む。   The speed reduction unit 105 to which the cycloid reduction gear is applied includes a motor side rotation member 106 having eccentric portions 106a and 106b, curved plates 107a and 107b arranged on the eccentric portions 106a and 106b, and curved plates 107a and 107b. A rolling bearing 106c that is rotatably supported with respect to the 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 the curved plates 107a, And a plurality of inner pins 109 for transmitting the rotation motion of 107b to the output shaft 110.

ところで、車輪ハブ軸受部１０４は、図１６に示すように、出力軸１１０に固定連結されるハブ輪１１１と、ハブ輪１１１を減速部１０５の減速部ハウジング１０２ａに対して回転自在に保持する外方部材１１２とを備える。   Incidentally, as shown in FIG. 16, the wheel hub bearing portion 104 includes a hub wheel 111 fixedly connected to the output shaft 110 and an outer portion that rotatably holds the hub wheel 111 with respect to the speed reduction portion housing 102 a of the speed reduction portion 105. And a direction member 112.

ハブ輪１１１は、筒部１１３とフランジ１１４とを有する。フランジ１１４にはボルト１１５によって駆動輪が固定連結される。   The hub wheel 111 has a cylindrical portion 113 and a flange 114. Driving wheels are fixedly connected to the flange 114 by bolts 115.

筒部１１３の減速部１０５側端部の外周面に段差部１１６が設けられ、この段差部１１６に内輪１１７が嵌合されている。ハブ輪１１１の筒部１１３の外周面のフランジ近傍には第１内側軌道面１１８が設けられ、内輪１１７の外周面に第２内側軌道面１１９が設けられている。   A step portion 116 is provided on the outer peripheral surface of the end portion on the speed reduction portion 105 side of the cylindrical portion 113, and an inner ring 117 is fitted to the step portion 116. A first inner raceway surface 118 is provided in the vicinity of the flange on the outer peripheral surface of the cylindrical portion 113 of the hub wheel 111, and a second inner raceway surface 119 is provided on the outer peripheral surface of the inner ring 117.

外方部材１１２は、その内周に２列の外側軌道面１２０、１２１が設けられると共に、その外周に、減速部１０５の減速部ハウジング１０２ａにボルト１３３によって固定されるフランジ１３２が設けられている。そして、外方部材１１２の第１外側軌道面１２０とハブ輪１１１の第１内側軌道面１１８とが対向し、外方部材１１２の第２外側軌道面１２１と、内輪１１７の第２内側軌道面１１９とが対向し、これらの間に転動体１２２が介装される。   The outer member 112 is provided with two rows of outer raceway surfaces 120 and 121 on its inner periphery, and a flange 132 that is fixed to the speed reduction unit housing 102a of the speed reduction unit 105 with a bolt 133 on its outer periphery. . The first outer raceway surface 120 of the outer member 112 and the first inner raceway surface 118 of the hub wheel 111 face each other, and the second outer raceway surface 121 of the outer member 112 and the second inner raceway surface of the inner ring 117 are opposed. 119 faces each other, and a rolling element 122 is interposed between them.

ハブ輪１１１の筒部１１３に、減速部１０５の出力軸１１０の軸部１２３が挿入される。軸部１２３は、減速部１０５の反対側の端部にねじ部１２４が形成され、このねじ部１２４と減速部１０５との間にスプライン部１２５が形成されている。また、ハブ輪１１１の筒部１１３の内周面（内径面）にスプライン部１２６が形成され、この軸部１２３がハブ輪１１１の筒部１１３に挿入された際には、軸部１２３側のスプライン部１２５とハブ輪１１１側のスプライン部１２６とが係合する。   The shaft portion 123 of the output shaft 110 of the speed reduction portion 105 is inserted into the tube portion 113 of the hub wheel 111. The shaft portion 123 has a screw portion 124 formed at the end opposite to the speed reduction portion 105, and a spline portion 125 is formed between the screw portion 124 and the speed reduction portion 105. Further, a spline portion 126 is formed on the inner peripheral surface (inner diameter surface) of the tube portion 113 of the hub wheel 111, and when the shaft portion 123 is inserted into the tube portion 113 of the hub wheel 111, The spline portion 125 engages with the spline portion 126 on the hub wheel 111 side.

そして、筒部１１３から突出した軸部１２３のねじ部１２４にナット部材１２７が螺着され、ハブ輪１１１と減速部１０５の出力軸１１０とが連結される。この際、ナット部材１２７の内端面（裏面）１２８と筒部１１３の外端面１２９とが当接するとともに、減速部１０５の出力軸１１０の端面１３０と内輪１１７の外端面１３１とが当接する。即ち、ナット部材１２７を締付けることによって、ハブ輪１１１が内輪１１７を介してナット部材１２７と減速部１０５の出力軸１１０とで挟持される。   Then, the nut member 127 is screwed onto the screw portion 124 of the shaft portion 123 protruding from the tube portion 113, and the hub wheel 111 and the output shaft 110 of the speed reduction portion 105 are connected. At this time, the inner end surface (back surface) 128 of the nut member 127 and the outer end surface 129 of the cylindrical portion 113 are in contact with each other, and the end surface 130 of the output shaft 110 of the speed reduction unit 105 and the outer end surface 131 of the inner ring 117 are in contact with each other. That is, by tightening the nut member 127, the hub wheel 111 is sandwiched between the nut member 127 and the output shaft 110 of the speed reduction unit 105 via the inner ring 117.

上記のように、従来のインホイールモータ駆動装置１０１における減速部１０５と車輪ハブ軸受部１０４との連結は、軸部１２３側のスプライン部１２５とハブ輪１１１側のスプライン部１２６との係合によるものである。   As described above, the speed reduction unit 105 and the wheel hub bearing unit 104 in the conventional in-wheel motor drive device 101 are connected by the engagement between the spline unit 125 on the shaft unit 123 side and the spline unit 126 on the hub wheel 111 side. Is.

特開２００９−２１６１９０号公報JP 2009-216190 A

このため、減速部１０５の軸部１２３側及びハブ輪１１１側の両者にスプライン加工を施す必要があって、コスト高となるとともに、圧入時には、軸部１２３側のスプライン部１２５とハブ輪１１１側のスプライン部１２６との凹凸を合わせる必要があり、この際、歯面を合わせることによって、圧入すれば、この凹凸歯が損傷する（むしれる）おそれがある。また、歯面を合わせることなく、凹凸歯の大径合わせにて圧入すれば、円周方向のガタが生じやすい。このように、円周方向のガタがあると、回転トルクの伝達性に劣るとともに、異音が発生するおそれもあった。このため、従来のように、スプライン嵌合による場合、凹凸歯の損傷及び円周方向のガタの両者を成立させることは困難であった。   For this reason, it is necessary to perform spline processing on both the shaft portion 123 side and the hub wheel 111 side of the speed reduction portion 105, which increases the cost and at the time of press-fitting, the spline portion 125 on the shaft portion 123 side and the hub wheel 111 side. It is necessary to match the unevenness with the spline part 126. At this time, if the tooth surface is aligned and press-fitted, the uneven tooth may be damaged (peeled). Moreover, if it press-fits by matching the large diameter of an uneven | corrugated tooth | gear, without matching a tooth surface, the play of a circumferential direction will arise easily. As described above, when there is a backlash in the circumferential direction, the transmission performance of the rotational torque is inferior and abnormal noise may occur. For this reason, it has been difficult to establish both the damage to the concavo-convex teeth and the play in the circumferential direction in the case of spline fitting as in the prior art.

また、筒部１１３から突出した軸部１２３のねじ部１２４にナット部材１２７を螺着する必要がある。このため、組み立て時にはねじ締結作業を有し、作業性に劣るとともに、部品点数も多く、部品管理性も劣るという問題がある。   Further, it is necessary to screw the nut member 127 to the screw portion 124 of the shaft portion 123 protruding from the cylindrical portion 113. For this reason, there is a problem that it has a screw fastening operation at the time of assembly, is inferior in workability, has a large number of parts, and inferior in part manageability.

また、減速部１０５にサイクロイド減速機を適用した場合、コンパクトで高い減速比が得られるものの、複数のピンを設けなければならず、従来、このピンを、１本ずつボルト止めしていたため、減速部の機構上においても、組立性に劣り、部品点数の増加や、部品管理性の問題がある。   In addition, when a cycloid reducer is applied to the speed reducing unit 105, although a compact and high reduction ratio can be obtained, a plurality of pins must be provided, and conventionally, these pins have been bolted one by one. Also in the mechanism of the part, the assemblability is inferior, and there are problems of an increase in the number of parts and parts manageability.

特に、内ピン１０９は、曲線板１０７ａ、１０７ｂから伝達トルクに応じた荷重が作用する。この荷重が曲線板１０７ａ、１０７ｂに当接している一部の内ピン１０９によって支持することになるので、内ピン１０９の破損も問題となる。   In particular, the inner pin 109 receives a load corresponding to the transmission torque from the curved plates 107a and 107b. Since this load is supported by a part of the inner pins 109 that are in contact with the curved plates 107a and 107b, breakage of the inner pins 109 is also a problem.

インホイールモータ駆動装置１０１は、プロペラシャフトやデファレンシャル等の大掛かりな動力伝達機構が不要となるため、車両の軽量化やコンパクト化の面から注目されている半面、車両のバネ下に取付けられるため、特に、バネ下重量を軽減しなければ、乗り心地を悪化させるという問題があり、これまで以上の軽量化が望まれている。   Since the in-wheel motor drive device 101 does not require a large-scale power transmission mechanism such as a propeller shaft or a differential, it is attached under the spring of the vehicle on the other hand, which is attracting attention from the aspect of weight reduction and compactness of the vehicle. In particular, if the unsprung weight is not reduced, there is a problem that the ride comfort is deteriorated, and a further reduction in weight is desired.

そこで、この発明は、部品点数の削減により、軽量化を図り、しかも、ハブ輪と減速部の出力軸との連結作業性に優れ、連結部のガタと異音の発生を防止したインホイールモータ駆動装置を提供することを課題とするものである。
また、曲線板の回転によって生じる荷重を適切に支持することができるサイクロイド減速機を採用したインホイールモータ駆動装置を提供することを課題とするものである。さらに、インホイールモータ駆動装置全体として、部品点数の削減、部品管理性に優れ、組立作業性を良好にしたインホイールモータ駆動装置を提供することを課題としたものである。 Accordingly, the present invention is an in-wheel motor that is light in weight by reducing the number of parts, and that is excellent in connection workability between the hub wheel and the output shaft of the speed reduction unit, and that prevents backlash and abnormal noise in the connection unit. It is an object of the present invention to provide a driving device.
It is another object of the present invention to provide an in-wheel motor drive device that employs a cycloid reducer that can appropriately support a load generated by the rotation of a curved plate. Furthermore, it is an object of the present invention to provide an in-wheel motor drive device that is excellent in reduction of the number of components, component management, and assembly workability as the entire in-wheel motor drive device.

前記の課題を解決するために、この発明は、車体に取り付けられるハウジングの内部に駆動力を発生させるモータ部と、車輪に接続される車輪ハブ軸受部と、モータ部の回転を減速して車輪ハブ軸受部に伝達する減速部とを備えるインホイールモータ駆動装置において、車輪ハブ軸受部を次のように構成したものである。   In order to solve the above-described problems, the present invention provides a motor unit that generates a driving force inside a housing that is attached to a vehicle body, a wheel hub bearing unit that is connected to a wheel, and a wheel that decelerates rotation of the motor unit. In an in-wheel motor drive device including a speed reduction portion that transmits to a hub bearing portion, the wheel hub bearing portion is configured as follows.

即ち、この発明のインホイールモータ駆動装置における車輪ハブ軸受部は、内周に複数の外側軌道面を有する外方部材と、車輪に取付けられるハブ輪を有し、このハブ輪の筒部上に、外方部材の外側軌道面に対向する複数の内側軌道面を有する内方部材と、対向する外側軌道面と内側軌道面との間に配置された複数列の転動体とを備え、ハブ輪の筒部の内径面と、ハブ輪の筒部に嵌挿される減速部の出力軸の軸部の外径面との、どちらか一方に軸方向に延びる凸部を設け、減速部の出力軸の軸部とハブ輪の筒部とを、軸方向に沿って一方を他方に圧入することにより、他方に凸部で削り取られた凹部を形成し、この凹部と凸部が両者の嵌合接触部の全域で密着する凹凸嵌合構造を構成したことを特徴とする。   That is, the wheel hub bearing portion in the in-wheel motor drive device of the present invention has an outer member having a plurality of outer raceways on the inner periphery and a hub wheel attached to the wheel, and on the tube portion of the hub wheel. A hub wheel comprising an inner member having a plurality of inner raceways facing the outer raceway of the outer member, and a plurality of rows of rolling elements disposed between the outer raceway and the inner raceway facing each other. A convex portion extending in the axial direction is provided on one of the inner diameter surface of the cylinder portion and the outer diameter surface of the shaft portion of the output shaft of the speed reduction portion fitted into the cylinder portion of the hub wheel, and the output shaft of the speed reduction portion By pressing one of the shaft part and the cylindrical part of the hub wheel into the other along the axial direction, a concave part scraped off by the convex part is formed on the other, and the concave part and the convex part are fitted to each other. The concave-convex fitting structure which adheres in the whole area of the part is configured.

周方向に隣り合う凸部間の歯底部と、前記他方に形成された、前記歯底部と半径方向で対向する突出部分との間には、隙間を形成するのが望ましい。   It is desirable to form a gap between the tooth bottom portion between the convex portions adjacent in the circumferential direction and the protruding portion formed on the other side and facing the tooth bottom portion in the radial direction.

この発明のインホイールモータ駆動装置における車輪ハブ軸受部の凹凸嵌合構造は、凸部と凹部が両者の嵌合接触部の全体で密着しているので、径方向及び円周方向においてガタが生じる隙間が形成されない。   In the indentation fitting structure of the wheel hub bearing portion in the in-wheel motor drive device of the present invention, since the convex portion and the concave portion are in close contact with each other in the entire fitting contact portion, there is a backlash in the radial direction and the circumferential direction. No gap is formed.

減速部の出力軸の軸部の外径面とハブ輪の筒部の内径面のうち、一方に形成した凸部を、軸方向に沿って他方に圧入すると、相手側の凹部形成面に凸部の形状が転写される。この際、凸部が相手側の凹部形成面に食い込んでいくことによって、軸孔が僅かに拡径した状態となって、凸部の軸方向の移動を許容し、軸方向の移動が停止すれば、軸孔が元の径に戻ろうとして縮径することになる。これによって、凸部と凹部が嵌合接触部の全体で密着する。   Of the outer diameter surface of the shaft portion of the output shaft of the speed reduction portion and the inner diameter surface of the cylindrical portion of the hub wheel, when a convex portion formed on one side is press-fitted into the other along the axial direction, the convex portion is formed on the counterpart concave surface. The shape of the part is transferred. At this time, the convex portion bites into the concave-part forming surface on the other side, so that the shaft hole is slightly expanded in diameter, allowing the convex portion to move in the axial direction and stopping the axial movement. In this case, the diameter of the shaft hole is reduced to return to the original diameter. As a result, the convex portion and the concave portion are brought into close contact with the entire fitting contact portion.

減速部の出力軸の軸部に前記凹凸嵌合構造の凸部を設ける場合、この凸部の少なくとも軸方向端部の硬度をハブ輪の筒部の内径面よりも高くする。凸部の硬度を高くすることにより、前記圧入の際の嵌合性がよくなり、密着性が向上し、組立作業性や嵌合精度の向上を図ることができる。   When the convex part of the concave-convex fitting structure is provided on the shaft part of the output shaft of the speed reducing part, the hardness of at least the axial end part of the convex part is made higher than the inner diameter surface of the cylindrical part of the hub wheel. By increasing the hardness of the convex portion, the fitting property at the time of the press-fitting is improved, the adhesion is improved, and the assembling workability and the fitting accuracy can be improved.

また、前記圧入による凹部形成によって生じるはみ出し部を収納するポケット部を、減速部の出力軸の軸部に設けるのが好ましい。ここで、はみ出し部は、凸部の凹部嵌合部位が嵌入（嵌合）する凹部の容量の材料分であって、形成される凹部から押し出されたもの、凹部を形成するために切削されたもの、又は押し出されたものと切削されたものの両者等から構成される。ポケット部よりも軸端側の軸部に、軸部とハブ輪との間で調芯を行う鍔部を設けてもよい。ハブ輪の筒部の内径寸法は、減速部の出力軸の軸部に設けた複数の凸部の最大径部を結ぶ円の直径寸法よりも小さく、前記凸部間の最小径部を結ぶ円の直径寸法よりも大きくする。   Further, it is preferable that a pocket portion for accommodating a protruding portion generated by forming the concave portion by the press-fitting is provided on the shaft portion of the output shaft of the speed reducing portion. Here, the protruding portion is the material of the capacity of the concave portion into which the concave portion fitting portion of the convex portion is fitted (fitted), and is extruded from the formed concave portion, or cut to form the concave portion. It is comprised from what was extruded, what was extruded, and what was cut. You may provide the collar part which aligns between a shaft part and a hub ring in the axial part of a shaft end side rather than a pocket part. The inner diameter dimension of the cylindrical portion of the hub wheel is smaller than the diameter dimension of the circle connecting the maximum diameter portions of the plurality of convex portions provided on the shaft portion of the output shaft of the speed reduction portion, and the circle connecting the minimum diameter portions between the convex portions. Larger than the diameter dimension of.

ハブ輪の筒部の内径面に前記凹凸嵌合構造の凸部を設ける場合、この凸部の少なくとも軸方向端部の硬度を、減速部の出力軸の軸部の外径部よりも高くする。   When the convex portion of the concave-convex fitting structure is provided on the inner diameter surface of the cylindrical portion of the hub wheel, the hardness of at least the axial end portion of the convex portion is made higher than the outer diameter portion of the shaft portion of the output shaft of the speed reduction portion. .

この場合、前記圧入によって生じるはみ出し部を収納するポケット部を、ハブ輪の内径面に設けるのが好ましい。減速部の出力軸の軸部の外径寸法は、ハブ輪の筒部に設けた複数の凸部の最小径部を結ぶ円の直径寸法よりも大きく、凸部間の最大径部を結ぶ円の直径寸法よりも小さくする。   In this case, it is preferable that a pocket portion for accommodating the protruding portion generated by the press-fitting is provided on the inner diameter surface of the hub wheel. The outer diameter dimension of the shaft part of the output shaft of the speed reduction part is larger than the diameter dimension of the circle connecting the minimum diameter parts of the plurality of convex parts provided on the cylindrical part of the hub wheel, and the circle connecting the maximum diameter parts between the convex parts. Is smaller than the diameter dimension.

前記凸部の突出方向中間部位において、前記凸部の周方向寸法を、周方向に隣り合う凸部間の溝幅よりも小さくするのが望ましい。また、前記凸部の突出方向中間部位において、前記凸部の周方向寸法の総和を、周方向に隣り合う凸部間の溝幅の総和よりも小さくするのが望ましい。   In the projecting direction intermediate portion of the convex portion, it is desirable that the circumferential dimension of the convex portion is smaller than the groove width between the convex portions adjacent in the circumferential direction. In addition, it is desirable that the sum of the circumferential dimensions of the protrusions is smaller than the sum of the groove widths between the protrusions adjacent to each other in the circumferential direction at an intermediate portion in the protrusion direction of the protrusions.

前記内方部材は、一方の内側軌道面を有する前記ハブ輪と、ハブ輪に外嵌され、他方の内側軌道面を有する内輪とで構成することができる。   The inward member can be constituted by the hub ring having one inner raceway surface and the inner ring that is fitted on the hub ring and has the other inner raceway surface.

前記減速部としては、減速比の高いサイクロイド減速機を使用することができる。そして、サイクロイド減速機の内ピンと出力軸のフランジ部とを前記凹凸嵌合構造で結合することにより、フランジ部と内ピンとが、嵌合接触部で密着するので、フランジ部を介して全ての内ピンで、荷重を受けることができ、部品点数を増やすことなく、曲線板と内ピン間に作用する荷重のバラツキを抑え、内ピン一本当たりの荷重を低減することができる。   A cycloid reducer with a high reduction ratio can be used as the reduction unit. Then, by connecting the inner pin of the cycloid reducer and the flange portion of the output shaft with the concave-convex fitting structure, the flange portion and the inner pin are brought into close contact with each other at the fitting contact portion. A pin can receive a load, and without increasing the number of parts, variation in the load acting between the curved plate and the inner pin can be suppressed, and the load per inner pin can be reduced.

この発明のインホイールモータ駆動装置が採用する車輪ハブ軸受部の嵌合構造は、径方向及び円周方向においてガタが生じる隙間が形成されないので、嵌合部位の全てが回転トルク伝達に寄与し、安定したトルク伝達が可能であり、しかも、異音の発生も生じさせない。さらには、隙間無く密着しているので、トルク伝達部位の強度が向上する。このため、同径のスプライン嵌合のものに比べて、嵌合部軸方向の長さを短くしても、トルク伝達力が減少することはなく、インホイールモータ駆動装置を軽量、コンパクトにすることができる。   The fitting structure of the wheel hub bearing portion adopted by the in-wheel motor drive device of the present invention does not form a gap in which the backlash occurs in the radial direction and the circumferential direction, so that all of the fitting parts contribute to rotational torque transmission, Stable torque transmission is possible, and no abnormal noise is generated. Furthermore, since the contact is made without a gap, the strength of the torque transmitting portion is improved. For this reason, even if the length in the axial direction of the fitting portion is made shorter than that of a spline fitting with the same diameter, the torque transmission force does not decrease, and the in-wheel motor drive device is made lightweight and compact. be able to.

減速部の軸部の外径面とハブ輪の筒部の内径面とのどちらか一方に設けられる凸部を、軸方向に沿って他方に圧入することによって、この凸部に密着嵌合する凹部を形成することができる。このため、凹凸嵌合構造を確実に形成することができる。しかも、凹部が形成される部材には、スプライン部等を形成しておく必要がないので、生産性に優れ、かつスプライン同士の位相合わせを必要とせず、組立性の向上を図るとともに、圧入時の歯面の損傷を回避することができて、安定した嵌合状態を維持できる。   A convex portion provided on one of the outer diameter surface of the shaft portion of the speed reduction portion and the inner diameter surface of the cylindrical portion of the hub wheel is press-fitted into the other along the axial direction, thereby closely fitting the convex portion. A recess can be formed. For this reason, an uneven | corrugated fitting structure can be formed reliably. Moreover, since it is not necessary to form spline parts etc. on the member where the recesses are formed, it is excellent in productivity and does not require phase alignment between the splines. The tooth surface can be prevented from being damaged, and a stable fitting state can be maintained.

また、減速部の出力軸の軸部に前記凹凸嵌合構造の凸部を設けるとともに、この凸部の軸方向端部の硬度をハブ輪の孔部内径部よりも高くすれば、軸部側の硬度を高くでき、軸部の剛性を向上させることができる。   If the convex part of the concave-convex fitting structure is provided on the shaft part of the output shaft of the reduction part, and the hardness of the axial end part of the convex part is higher than the inner diameter part of the hole part of the hub wheel, the shaft part side The hardness of the shaft portion can be increased, and the rigidity of the shaft portion can be improved.

また、ハブ輪の筒部の内径面に前記凹凸嵌合構造の凸部を設けるとともに、この凸部の軸方向端部の硬度を減速部の出力軸の軸部の外径部よりも高くすれば、軸部側の硬度処理（熱処理）を行う必要がないので、減速部の出力軸の生産性に優れる。   Further, a convex portion of the concave-convex fitting structure is provided on the inner diameter surface of the cylindrical portion of the hub wheel, and the hardness of the axial end portion of the convex portion is made higher than the outer diameter portion of the shaft portion of the output shaft of the speed reduction portion. For example, since it is not necessary to perform the hardness treatment (heat treatment) on the shaft portion side, the output shaft of the speed reduction portion is excellent in productivity.

前記圧入による凹部形成によって生じるはみ出し部を収納するポケット部を設けることによって、はみ出し部をこのポケット内に保持（維持）することができ、はみ出し部が装置外の車両内等へ入り込んだりすることがない。即ち、はみ出し部をポケット部に収納したままにしておくことができ、はみ出し部の除去処理を行う必要がなく、組み立て作業工数の減少を図ることができて、組み立て作業性の向上及びコスト低減を図ることができる。   By providing a pocket portion for storing the protruding portion generated by forming the concave portion by the press-fitting, the protruding portion can be held (maintained) in the pocket, and the protruding portion may enter the vehicle outside the apparatus. Absent. That is, the protruding portion can be kept stored in the pocket portion, and it is not necessary to perform the removal processing of the protruding portion, the number of assembling work can be reduced, and the assembling workability can be improved and the cost can be reduced. Can be planned.

また、ポケット部よりも軸端側の軸部に、軸部とハブ輪との間で調芯を行う鍔部を設けることによって、ポケット部内のはみ出し部の鍔部側への飛び出しがなくなって、はみ出し部の収納がより安定したものとなる。しかも、鍔部は調芯用であるので、芯ずれを防止しつつ軸部をハブ輪に圧入することができる。このため、減速部の出力軸とハブ輪とを高精度に連結でき、安定したトルク伝達が可能となる。   In addition, by providing a collar portion that performs alignment between the shaft portion and the hub wheel on the shaft end side of the shaft portion relative to the pocket portion, there is no protrusion of the protruding portion in the pocket portion to the collar portion side, Storage of the protruding portion becomes more stable. In addition, since the collar portion is used for alignment, the shaft portion can be press-fitted into the hub wheel while preventing misalignment. For this reason, the output shaft of the speed reduction unit and the hub wheel can be coupled with high accuracy, and stable torque transmission is possible.

また、凸部の突出方向中間部位が、凹部形成前の凹部形成面上に配置されるようにすることによって、凸部が圧入時に凹部形成面に食い込んでいき、凹部を確実に形成することができる。   In addition, by arranging the intermediate part in the protruding direction of the convex part on the concave part forming surface before forming the concave part, the convex part bites into the concave part forming surface during press-fitting, so that the concave part can be reliably formed. it can.

さらに、減速部を、減速比の高いサイクロイド減速機とすると共に、出力軸のフランジ部と、サイクロイド減速機の内ピンとを、どちらか一方に設けた軸方向に延びる凸部を、軸方向に沿って、一方を他方に圧入することにより、他方に、凸部で削り取られた凹部を形成し、この凹部と凸部とが両者の嵌合接触部の全域で密着する凹凸嵌合構造とすると、内ピンに作用する荷重をフランジ部を介して全ての内ピンで受けることができ、部品点数を増やすことなく、曲線板と内ピン間に作用する荷重のバラツキを抑え、内ピン一本当たりの荷重を低減し、耐久性を向上させることができる。これにより、インホイールモータ駆動装置全体として、軽量コンパクトで、組立作業性を向上させることができる。   Further, the speed reduction portion is a cycloid reduction gear having a high reduction ratio, and a convex portion extending in the axial direction is provided along either the flange portion of the output shaft or the inner pin of the cycloid reduction gear. Then, by press-fitting one into the other, on the other side, a concave portion scraped off by the convex portion is formed, and when the concave-convex fitting structure in which the concave portion and the convex portion are in close contact with each other in the entire fitting contact portion, The load acting on the inner pin can be received by all the inner pins via the flange part, and the variation in the load acting between the curved plate and the inner pin is suppressed without increasing the number of parts, and the load per inner pin is reduced. The load can be reduced and the durability can be improved. Thereby, as a whole in-wheel motor drive device, it is lightweight and compact, and assembly workability | operativity can be improved.

凸部の突出方向中間部位において、凸部の周方向寸法を、周方向に隣り合う凸部間の溝幅よりも小さくすることによって、凹部が形成される側の突出部分（凹部が形成される側で、凹部間に生じる突出部分）の突出方向中間部位の周方向寸法を大きくすることができる。このため、前記突出部分のせん断面積を大きくすることができ、ねじり強度を確保することができる。しかも、硬度が高い側の凸部の歯厚が小であるので、圧入荷重を小さくでき、圧入性の向上を図ることができる。   By making the circumferential dimension of the convex portion smaller than the groove width between the convex portions adjacent to each other in the circumferential direction, the protruding portion on the side where the concave portion is formed (the concave portion is formed). On the side, the circumferential dimension of the intermediate portion in the protruding direction of the protruding portion generated between the recesses can be increased. For this reason, the shear area of the protruding portion can be increased, and the torsional strength can be ensured. Moreover, since the tooth thickness of the convex portion on the higher hardness side is small, the press-fitting load can be reduced and the press-fitting property can be improved.

この発明の一実施形態に係るインホイールモータ駆動装置の概略断面図である。It is a schematic sectional drawing of the in-wheel motor drive device concerning one Embodiment of this invention. 図１のモータ部の拡大図である。It is an enlarged view of the motor part of FIG. 図１の減速部の拡大図である。It is an enlarged view of the deceleration part of FIG. 図１の車輪ハブ軸受部の拡大図である。It is an enlarged view of the wheel hub bearing part of FIG. 図１のハブ輪を減速部の出力軸に固定する前の状態を示す拡大図である。It is an enlarged view which shows the state before fixing the hub ring of FIG. 1 to the output shaft of a deceleration part. 車輪ハブ軸受部の凹凸嵌合構造を示し、（ａ）は拡大断面図、（ｂ）は（ａ）のＸ部拡大図である。The uneven | corrugated fitting structure of a wheel hub bearing part is shown, (a) is an expanded sectional view, (b) is the X section enlarged view of (a). 凹凸嵌合構造の変形例を示す要部拡大断面図である。It is a principal part expanded sectional view which shows the modification of an uneven | corrugated fitting structure. 車輪ハブ軸受部の他の実施形態の拡大図である。It is an enlarged view of other embodiment of a wheel hub bearing part. （ａ）は車輪ハブ軸受部の凹凸嵌合構造の一例を示す部分拡大図、（ｂ）は内ピンの凹凸嵌合構造の一例を示す部分拡大図である。(A) is the elements on larger scale which show an example of the uneven | corrugated fitting structure of a wheel hub bearing part, (b) is the elements on larger scale which show an example of the uneven | corrugated fitting structure of an inner pin. 車輪ハブ軸受部の他の実施形態の凹凸嵌合構造を示し、（ａ）は拡大断面図、（ｂ）は（ａ）のＹ部拡大図である。The uneven | corrugated fitting structure of other embodiment of a wheel hub bearing part is shown, (a) is an expanded sectional view, (b) is the Y section enlarged view of (a). 図１のＸＩ−ＸＩ線の断面図である。It is sectional drawing of the XI-XI line of FIG. 図１のインホイールモータ駆動装置を有する電気自動車の概略平面図である。It is a schematic plan view of the electric vehicle which has the in-wheel motor drive device of FIG. 図１２の電気自動車後方から見た図である。It is the figure seen from the electric vehicle back of FIG. 車輪ハブ軸受部の他の実施形態の拡大図である。It is an enlarged view of other embodiment of a wheel hub bearing part. 従来のインホイールモータ駆動装置の概略断面図である。It is a schematic sectional drawing of the conventional in-wheel motor drive device. 従来のインホイールモータ駆動装置における減速部の出力軸と車輪ハブ軸受部との固定部分の拡大図である。It is an enlarged view of the fixing | fixed part of the output shaft of a deceleration part and a wheel hub bearing part in the conventional in-wheel motor drive device.

以下、この発明の実施の形態を添付図面に基づいて説明する。
この発明の一実施形態に係るインホイールモータ駆動装置を備えた電気自動車１１は、図１２に示すように、シャーシ１２と、操舵輪としての前輪１３と、駆動輪としての後輪１４と、左右の後輪１４それぞれに駆動力を伝達するインホイールモータ駆動装置２１とを備える。後輪１４は、図１３に示すように、シャーシ１２のホイールハウジング１２ａの内部に収容され、懸架装置（サスペンション）１２ｂを介してシャーシ１２の下部に固定されている。 Embodiments of the present invention will be described below with reference to the accompanying drawings.
As shown in FIG. 12, an electric vehicle 11 including an in-wheel motor drive device according to an embodiment of the present invention includes a chassis 12, a front wheel 13 as a steering wheel, a rear wheel 14 as a drive wheel, And an in-wheel motor drive device 21 that transmits a driving force to each of the rear wheels 14. As shown in FIG. 13, the rear wheel 14 is accommodated in 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.

懸架装置１２ｂは、左右に伸びるサスペンションアームによって後輪１４を支持すると共に、コイルスプリングとショックアブソーバとを含むストラットによって、後輪１４が地面から受ける振動を吸収してシャーシ１２の振動を抑制する。さらに、左右のサスペンションアームの連結部分には、旋回時等に車体の傾きを抑制するスタビライザーが設けられる。なお、懸架装置１２ｂは、路面の凹凸に対する追従性を向上し、駆動輪の駆動力を効率良く路面に伝達するために、左右の車輪を独立して上下させることができる独立懸架式とするのが望ましい。   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.

この電気自動車１１は、ホイールハウジング１２ａ内部に、左右の後輪１４それぞれを駆動するインホイールモータ駆動装置２１を設けることによって、シャーシ１２上にモータ、ドライブシャフト、およびデファレンシャルギヤ機構等を設ける必要がなくなるので、客室スペースを広く確保でき、かつ、左右の駆動輪の回転をそれぞれ制御することができるという利点を備えている。   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.

一方、この電気自動車１１の走行安定性を向上するために、ばね下重量を抑える必要がある。また、さらに広い客室スペースを確保するために、インホイールモータ駆動装置２１の小型・軽量化が求められる。   On the other hand, in order to improve the running stability of the electric vehicle 11, it is necessary to suppress the unsprung weight. Further, in order to secure a wider cabin space, the in-wheel motor drive device 21 is required to be smaller and lighter.

インホイールモータ駆動装置２１は、図１に示すように、駆動力を発生させるモータ部Ａと、モータ部Ａの回転を減速して出力する減速部Ｂと、減速部Ｂからの出力を駆動輪（後輪）１４に伝える車輪ハブ軸受部Ｃとを備え、モータ部Ａと減速部Ｂとは、モータ部ハウジング２２ａと減速部ハウジング２２ｂに収納されて、図１３に示すように電気自動車１１のホイールハウジング１２ａ内に取り付けられる。   As shown in FIG. 1, the in-wheel motor drive device 21 includes a motor unit A that generates a driving force, a deceleration unit B that decelerates and outputs the rotation of the motor unit A, and an output from the deceleration unit B as driving wheels. (Rear wheel) 14 is provided with a wheel hub bearing portion C to be transmitted, and the motor portion A and the speed reduction portion B are accommodated in the motor portion housing 22a and the speed reduction portion housing 22b, and as shown in FIG. It is mounted in the wheel housing 12a.

車輪ハブ軸受部Ｃは、図４に示すように、ハブ輪３２、およびハブ輪３２の筒部３４の減速部Ｂ側に設けられた段差部３５に嵌合する内輪３６からなる内方部材と、ハブ輪３２の筒部３４に外嵌される外方部材３３とを備える。   As shown in FIG. 4, the wheel hub bearing portion C includes an inner member composed of a hub ring 32 and an inner ring 36 that fits into a stepped portion 35 provided on the speed reduction portion B side of the cylindrical portion 34 of the hub ring 32. And an outer member 33 fitted on the cylindrical portion 34 of the hub wheel 32.

外方部材３３は、その内周に２列の外側軌道面（アウタレース）３７、３８が設けられ、第１外側軌道面３７とハブ輪３２の軸部外周に設けられる第１内側軌道面（インナレース）３９とが対向し、第２外側軌道面３８と、内輪３６の外周面に設けられる第２内側軌道面（インナレース）４０とが対向し、これらの間に転動体７３としてのボールが介装される。なお、外方部材３３の両開口部にはシール部材Ｓが装着されている。   The outer member 33 is provided with two rows of outer raceways (outer races) 37, 38 on the inner circumference thereof, and a first inner raceway (inner race) provided on the outer circumference of the shaft portion of the first outer raceway surface 37 and the hub wheel 32. Race) 39, the second outer raceway surface 38 and the second inner raceway surface (inner race) 40 provided on the outer peripheral surface of the inner ring 36 are opposed, and a ball as the rolling element 73 is interposed between them. Intervened. A seal member S is attached to both openings of the outer member 33.

ハブ輪３２は、筒部３４と、筒部３４の反減速部Ｂ側の端部に設けられるフランジ４２とを有する。筒部３４の孔部は、軸方向中間部の軸部嵌合孔３４ａと、反減速部Ｂ側のテーパ孔３４ｂと、減速部Ｂ側の大径孔３４ｃとを備える。即ち、軸部嵌合孔３４ａにおいて、後述する凹凸嵌合構造Ｍを介して減速部Ｂの出力軸２８の軸部２８ｂとハブ輪３２とが結合される。   The hub wheel 32 includes a cylindrical portion 34 and a flange 42 provided at the end of the cylindrical portion 34 on the side opposite to the deceleration portion B. The hole part of the cylinder part 34 is provided with a shaft part fitting hole 34a at the intermediate part in the axial direction, a tapered hole 34b on the anti-decelerating part B side, and a large-diameter hole 34c on the speed reducing part B side. That is, the shaft portion 28b of the output shaft 28 of the speed reduction portion B and the hub wheel 32 are coupled to each other in the shaft portion fitting hole 34a via the concave-convex fitting structure M described later.

この場合、ハブ輪３２の内輪３６の減速部Ｂ側の端面を、減速部Ｂの出力軸２８のフランジ部２８ａに押し当てて、車輪ハブ軸受部Ｃに予圧を付与し、内輪３６をハブ輪３２に固定している。またハブ輪３２のフランジ４２にはボルト装着孔４３が設けられて、ホイールおよびブレーキロータをこのフランジ４２に固定するためのハブボルト７４がこのボルト装着孔４３に装着される。
前記内輪３６は、図１４に示すように、前記ハブ輪３２の端部を加締めることによって、軸受に予圧を付与するようにしてもよい。符号３４ｄは、ハブ輪３２の端部の加締め部を示している。 In this case, the end surface of the inner ring 36 of the hub wheel 32 on the side of the speed reduction part B is pressed against the flange part 28a of the output shaft 28 of the speed reduction part B, preload is applied to the wheel hub bearing part C, and the inner ring 36 is moved to the hub wheel. 32 is fixed. A bolt mounting hole 43 is provided in the flange 42 of the hub wheel 32, and a hub bolt 74 for fixing the wheel and the brake rotor to the flange 42 is mounted in the bolt mounting hole 43.
As shown in FIG. 14, the inner ring 36 may apply a preload to the bearing by crimping the end of the hub ring 32. Reference numeral 34 d indicates a caulking portion at the end of the hub wheel 32.

凹凸嵌合構造Ｍは、図６に示すように、例えば、軸部２８ｂの端部に設けられて軸方向に延びる凸部４５と、ハブ輪３２の孔部の内径面（この場合、軸部嵌合孔３４ａの内径面４８）に形成される凹部４６とからなり、凸部４５の凹部嵌合部位４７の全体がその対応する凹部４６に対して密着している。即ち、軸部２８ｂの反減速部Ｂ側の外周面に、複数の凸部４５が周方向に沿って所定ピッチで配設され、ハブ輪３２の孔部の軸部嵌合孔３４ａの内径面４８に凸部４５が嵌合する複数の凹部４６が周方向に沿って形成されている。つまり、周方向全周にわたって、凸部４５とこれに嵌合する凹部４６とがタイトフィットしている。   As shown in FIG. 6, the concave-convex fitting structure M includes, for example, a convex portion 45 provided at an end portion of the shaft portion 28b and extending in the axial direction, and an inner diameter surface of the hole portion of the hub wheel 32 (in this case, the shaft portion). The concave portion 46 is formed in the inner diameter surface 48) of the fitting hole 34 a, and the entire concave portion fitting portion 47 of the convex portion 45 is in close contact with the corresponding concave portion 46. That is, a plurality of convex portions 45 are arranged at a predetermined pitch along the circumferential direction on the outer peripheral surface of the shaft portion 28b on the side opposite to the deceleration portion B, and the inner diameter surface of the shaft portion fitting hole 34a of the hole portion of the hub wheel 32. A plurality of concave portions 46 into which the convex portions 45 are fitted to 48 are formed along the circumferential direction. That is, the convex part 45 and the concave part 46 fitted to this are tight-fitted over the entire circumference in the circumferential direction.

この場合、各凸部４５は、その断面が凸アール状の頂点を有する三角形状（山形状）であり、各凸部４５の凹部嵌合部位４７とは、図６（ｂ）に示す範囲Ａであり、断面における山形の中腹部から山頂にいたる範囲である。また、周方向の隣合う凸部４５間において、ハブ輪３２の内径面４８よりも内径側に隙間４９が形成されている。即ち、この隙間４９は、凸部４５間の歯底部と、ハブ輪３２の孔部に設けられた、前記歯底部と半径方向に対向する突出部分との間に設けられる。   In this case, each convex portion 45 has a triangular shape (mountain shape) having a convex rounded apex in cross section, and the concave portion fitting portion 47 of each convex portion 45 is a range A shown in FIG. It is the range from the middle part of the mountain shape to the mountaintop in the cross section. Further, a gap 49 is formed between the adjacent convex portions 45 in the circumferential direction on the inner diameter side than the inner diameter surface 48 of the hub wheel 32. In other words, the gap 49 is provided between the tooth bottom portion between the convex portions 45 and the protruding portion provided in the hole portion of the hub wheel 32 and facing the tooth bottom portion in the radial direction.

このように、ハブ輪３２と減速部Ｂの出力軸２８とを凹凸嵌合構造Ｍを介して連結できる。この際、ハブ輪３２の内輪３６の減速部Ｂ側の端面を、出力軸２８のフランジ部２８ａによって押圧して、車輪ハブ軸受部Ｃに予圧を付与している。   In this way, the hub wheel 32 and the output shaft 28 of the speed reduction part B can be connected via the concave / convex fitting structure M. At this time, the end surface of the inner ring 36 of the hub wheel 32 on the speed reduction part B side is pressed by the flange part 28a of the output shaft 28 to apply preload to the wheel hub bearing part C.

この発明おいて、凹凸嵌合構造Ｍは、凸部４５の凹部嵌合部位４７の全体がその対応する凹部４６に対して密着しているので、この嵌合構造Ｍにおいて、径方向及び円周方向においてガタが生じる隙間が形成されない。このため、嵌合部位の全てが回転トルク伝達に寄与し、安定したトルク伝達が可能であり、しかも、異音の発生も生じさせない。   In the present invention, the concave / convex fitting structure M is in close contact with the corresponding concave portion 46 of the concave portion 47 of the convex portion 45. There is no gap in which play occurs in the direction. For this reason, all the fitting parts contribute to rotational torque transmission, stable torque transmission is possible, and no abnormal noise is generated.

次に、凹凸嵌合構造Ｍの嵌合方法を説明する。この場合、図５に示すように、減速部Ｂの出力軸２８の軸部２８ｂの外径部には、スプライン５０を形成し、熱硬化処理を施し、この硬化層Ｈにスプライン５０を形成する。このため、スプライン５０の山部が硬化処理されて、この山部が凹凸嵌合構造Ｍの凸部４５となる。ハブ輪３２の筒部３４の内径面においては熱硬化処理を行わない未硬化部とする。なお、図５において、クロスハッチング部が硬化層Ｈを示している。硬化層Ｈとハブ輪３２の筒部３４の内径面の未硬化部との硬度差は、ＨＲＣで３０ポイント以上とする。軸部２８ｂのスプライン５０のモジュールを０．５以下の小さい歯とする。ここで、モジュールとは、ピッチ円直径を歯数で割ったものである。   Next, the fitting method of the uneven fitting structure M will be described. In this case, as shown in FIG. 5, a spline 50 is formed on the outer diameter portion of the shaft portion 28 b of the output shaft 28 of the speed reduction portion B, and a heat curing process is performed, so that the spline 50 is formed in the cured layer H. . For this reason, the peak part of the spline 50 is hardened, and this peak part becomes the convex part 45 of the concave-convex fitting structure M. The inner surface of the cylindrical portion 34 of the hub wheel 32 is an uncured portion that is not subjected to thermosetting. In FIG. 5, the cross hatched portion indicates the hardened layer H. The hardness difference between the hardened layer H and the uncured portion of the inner diameter surface of the cylindrical portion 34 of the hub wheel 32 is 30 points or more in HRC. The module of the spline 50 of the shaft portion 28b is a small tooth of 0.5 or less. Here, the module is a pitch circle diameter divided by the number of teeth.

この際、凸部４５の突出方向中間部位を、凹部形成前の凹部形成面（この場合、ハブ輪３２の軸部嵌合孔３４ａの内径面４８）の位置に対応させる。軸部嵌合孔３４ａの内径面４８の内径寸法Ｄは、凸部４５の最大径部を結ぶ円の直径寸法（外接円直径）Ｄ１よりも小さく、凸部間の最小径部を結ぶ円の直径寸法Ｄ２よりも大きく設定される。即ち、Ｄ２＜Ｄ＜Ｄ１とされる。 At this time, the intermediate portion in the protruding direction of the convex portion 45 is made to correspond to the position of the concave portion forming surface (in this case, the inner diameter surface 48 of the shaft portion fitting hole 34a) of the hub wheel 32. The inner diameter dimension D of the inner diameter surface 48 of the shaft section fitting hole 34a has a diameter dimension (circumscribed circle diameter) of a circle connecting the maximum diameter portion of the convex portion 45 smaller than D 1, a circle connecting outermost diameter portion between the convex portion It is set to be larger than the diameter D 2. That is, D 2 <D <D 1 is satisfied.

スプライン５０は、従来からの公知公用の手段である転造加工、切削加工、プレス加工、引き抜き加工等の種々の加工方法によって形成することができる。また、熱硬化処理としては、高周波焼入れ、浸炭焼入れ等の種々の熱処理を採用することができる。   The spline 50 can be formed by various processing methods such as rolling, cutting, pressing, drawing, etc., which are conventional publicly known means. Moreover, various heat processing, such as induction hardening and carburizing hardening, can be employ | adopted as a thermosetting process.

そして、図５に示すように、ハブ輪３２の軸心と減速部Ｂの出力軸２８の軸心とを合わせた状態で、ハブ輪３２に対して、出力軸２８の軸部２８ｂを挿入（圧入）していく。この際、筒部３４の内径面４８の径寸法Ｄと、凸部４５の最大外径寸法Ｄ１と、スプライン５０の凹部の最小外径寸法Ｄ２とが前記のような関係であり、しかも、凸部４５の硬度が筒部３４の内径面の硬度よりも３０ポイント以上大きいので、軸部２８ｂをハブ輪３２の筒部３４に圧入していけば、この凸部４５が内径面に食い込んでいき、凸部４５が嵌合する凹部４６を、軸方向に沿って形成していくことになる。 Then, as shown in FIG. 5, the shaft portion 28 b of the output shaft 28 is inserted into the hub wheel 32 in a state where the shaft center of the hub wheel 32 and the shaft center of the output shaft 28 of the speed reduction portion B are aligned ( Press fit). In this case, the diameter D of the inner diameter surface 48 of the tubular portion 34, the maximum outer diameter dimension D 1 of the convex portion 45, a minimum outer diameter dimension D 2 and the like of the relationship of the recesses of the spline 50, moreover Since the hardness of the convex portion 45 is 30 points or more larger than the hardness of the inner diameter surface of the cylindrical portion 34, if the shaft portion 28b is press-fitted into the cylindrical portion 34 of the hub wheel 32, the convex portion 45 bites into the inner diameter surface. Thus, the concave portion 46 into which the convex portion 45 is fitted is formed along the axial direction.

これによって、図６に示すように、軸部２８ｂの端部の凸部４５と凹部４６の嵌合部位の全体が密着している嵌合状態を構成することができる。即ち、相手側の凹部形成面（この場合、筒部３４の軸部嵌合孔３４ａの内径面４８）に凸部４５の形状の転写を行うことになる。この際、凸部４５が筒部３４の内径面４８に食い込んでいくことによって、筒部３４が僅かに拡径した状態となって、凸部４５の軸方向の移動を許容し、軸方向の移動が停止すれば、筒部３４が元の径に戻ろうとして縮径することになる。言い換えれば、凸部４５の圧入時にハブ輪３２の筒部３４が径方向に弾性変形し、この弾性変形分の予圧が凸部４５の歯面（凹部嵌合部位４７の表面）に付与される。このため、凸部４５の凹部嵌合部位４７の全体がその対応する凹部４６に対して密着する凹凸嵌合構造Ｍを確実に形成することができる。しかも、凹部４６が形成される部材（この場合、ハブ輪３２）には、スプライン部等を形成しておく必要がなく、生産性に優れ、かつスプライン同士の位相合わせを必要とせず、組立性の向上を図るとともに、圧入時の歯面の損傷を回避することができ、安定した嵌合状態を維持できる。   As a result, as shown in FIG. 6, it is possible to configure a fitting state in which the entire fitting portion of the convex portion 45 and the concave portion 46 at the end of the shaft portion 28 b is in close contact. That is, the shape of the convex portion 45 is transferred to the other-side concave portion forming surface (in this case, the inner diameter surface 48 of the shaft portion fitting hole 34a of the cylindrical portion 34). At this time, as the convex portion 45 bites into the inner diameter surface 48 of the cylindrical portion 34, the cylindrical portion 34 is slightly expanded in diameter, allowing the convex portion 45 to move in the axial direction, and the axial direction. If the movement stops, the diameter of the cylindrical portion 34 is reduced to return to the original diameter. In other words, when the convex portion 45 is press-fitted, the cylindrical portion 34 of the hub wheel 32 is elastically deformed in the radial direction, and a preload corresponding to this elastic deformation is applied to the tooth surface of the convex portion 45 (the surface of the concave portion fitting portion 47). . For this reason, the concave / convex fitting structure M in which the entire concave portion fitting portion 47 of the convex portion 45 is in close contact with the corresponding concave portion 46 can be reliably formed. In addition, the member (in this case, the hub wheel 32) in which the concave portion 46 is formed does not need to be formed with a spline portion, etc., is excellent in productivity, and does not require phase alignment between the splines. In addition, it is possible to avoid damage to the tooth surface during press-fitting and maintain a stable fitting state.

前記実施形態のように、軸部２８ｂに形成するスプライン５０は、モジュールが０．５以下の小さい歯を用いたので、このスプライン５０の成形性の向上を図ることができるとともに、圧入荷重の低減を図ることができる。なお、凸部４５を、この種のシャフトに通常形成されるスプラインをもって構成することができるので、低コストにて簡単にこの凸部４５を形成することができる。   As in the above-described embodiment, the spline 50 formed on the shaft portion 28b uses small teeth with a module of 0.5 or less, so that the formability of the spline 50 can be improved and the press-fit load can be reduced. Can be achieved. In addition, since the convex part 45 can be comprised with the spline normally formed in this kind of shaft, this convex part 45 can be easily formed at low cost.

また、軸部２８ｂをハブ輪３２に圧入していくとによって、凹部４６を形成していくと、この凹部４６側に加工硬化が生じる。ここで、加工硬化とは、物体に塑性変形（塑性加工）を与えると、変形の度合が増すにつれて変形に対する抵抗が増大し、変形を受けていない材料よりも硬くなることをいう。このため、圧入時に塑性変形することによって、凹部４６側のハブ輪３２の内径面４８が硬化して、回転トルク伝達性の向上を図ることができる。   Further, when the concave portion 46 is formed by press-fitting the shaft portion 28b into the hub wheel 32, work hardening occurs on the concave portion 46 side. Here, work hardening means that when plastic deformation (plastic processing) is applied to an object, resistance to deformation increases as the degree of deformation increases, and the material becomes harder than a material that has not undergone deformation. For this reason, the plastic deformation at the time of press-fitting hardens the inner diameter surface 48 of the hub wheel 32 on the recess 46 side, thereby improving the rotational torque transmission.

ところで、前記図５に示すスプライン５０では、軸部２８ｂの凸部４５のピッチとハブ輪３２の凹部４６のピッチとが同一に設定される。このため、前記実施形態では、図６に示すように、凸部４５の突出方向中間部位において、凸部４５の周方向寸法Ｌと、周方向に隣り合う凸部４５間の溝幅Ｌ０とがほぼ同一となっている。 Incidentally, in the spline 50 shown in FIG. 5, the pitch of the convex portions 45 of the shaft portion 28b and the pitch of the concave portions 46 of the hub wheel 32 are set to be the same. For this reason, in the embodiment, as shown in FIG. 6, at the intermediate portion in the protruding direction of the convex portion 45, the circumferential dimension L of the convex portion 45 and the groove width L 0 between the convex portions 45 adjacent in the circumferential direction are Are almost the same.

これに対して、図７に示すように、凸部４５の突出方向中間部位において、凸部４５の周方向寸法Ｌ２は、周方向に隣り合う凸部４５間の溝幅Ｌ１よりも小さいものであってもよい。即ち、軸部２８ｂに形成されるスプライン５０において、凸部４５の突出方向中間部位の周方向寸法（歯厚）Ｌ２を、凸部４５間に嵌合するハブ輪３２側の突出部分５１の突出方向中間部位の周方向寸法（歯厚）Ｌ１よりも小さくしている。 On the other hand, as shown in FIG. 7, the circumferential dimension L < b > 2 of the convex portion 45 is smaller than the groove width L < b > 1 between the convex portions 45 adjacent in the circumferential direction at the intermediate portion in the protruding direction of the convex portion 45. It may be a thing. That is, in the spline 50 formed on the shaft portion 28b, the projecting direction intermediate portion of the convex portion 45 circumferential dimension (the tooth thickness) L 2, the hub wheel 32 side to be fitted between the protrusions 45 of the protrusion 51 It is smaller than the circumferential dimension of the projecting direction intermediate portion (tooth thickness) L 1.

また、凸部４５の突出方向中間部位において、軸部２８ｂ側の全周における凸部４５の歯厚の総和Σ（Ｂ１＋Ｂ２＋Ｂ３＋・・・）を、ハブ輪３２側の突出部分５１（凸歯）の歯厚の総和Σ（Ａ１＋Ａ２＋Ａ３＋・・・）よりも小さく設定するのが望ましい。これによって、ハブ輪３２側の突出部分５１のせん断面積を大きくすることができ、ねじり強度を確保することができる。しかも、凸部４５の歯厚が小であるので、圧入荷重を小さくでき、圧入性の向上を図ることができる。凸部４５の周方向寸法の総和を、相手側の突出部分５１における周方向寸法の総和よりも小さくする場合、全ての凸部４５の周方向寸法Ｌ２を、周方向に隣り合う凸部４５間の溝幅Ｌ１よりも小さくする必要がない。即ち、複数の凸部４５のうち、任意の凸部４５の周方向寸法Ｌ２が周方向に隣り合う凸部間の溝幅Ｌ１と同一であっても、この溝幅Ｌ１よりも大きくても、総和で小さければよい。なお、図７における凸部４５は、断面台形（富士山形状）としている。 In addition, at the intermediate portion in the protruding direction of the convex portion 45, the total tooth thickness Σ (B 1 + B 2 + B 3 +. It is desirable to set it to be smaller than the total tooth thickness Σ (A 1 + A 2 + A 3 +...) Of 51 (convex teeth). Thereby, the shear area of the protruding portion 51 on the hub wheel 32 side can be increased, and the torsional strength can be ensured. And since the tooth thickness of the convex part 45 is small, a press-fit load can be made small and a press-fit property can be aimed at. The sum of the dimension in the circumferential direction of the convex portion 45, to less than the sum of the circumferential dimension of the projecting portion 51 of the mating, the circumferential dimension L 2 of all of the projections 45, projecting circumferentially adjacent portion 45 there is no need to be smaller than the groove width L 1 between. That is, among the plurality of convex portions 45, be the same as the groove width L 1 between the convex portions circumferential dimension L 2 of any of the projections 45 are circumferentially adjacent, larger than the groove width L 1 However, it is sufficient if the sum is small. 7 has a trapezoidal cross section (Mt. Fuji shape).

ところで、ハブ輪３２に対して減速部Ｂの軸部２８ｂを圧入していけば、凸部４５にて形成される凹部４６から材料がはみ出して第２実施形態の図８及び図９に示すようなはみ出し部５２が形成される。はみ出し部５２は、凸部４５の凹部嵌合部位が嵌入（嵌合）する凹部４６の容量の材料分であって、形成される凹部４６から押し出されたもの、凹部４６を形成するために切削されたもの、又は押し出されたものと切削されたものの両者等から構成される。その際、嵌合部の極く一部領域に凸部による凹部成形過程で不可避的に隙間が生じる場合がある。   By the way, if the shaft part 28b of the speed reduction part B is press-fitted into the hub wheel 32, the material protrudes from the concave part 46 formed by the convex part 45, as shown in FIGS. 8 and 9 of the second embodiment. A protruding portion 52 is formed. The protruding portion 52 is a material component of the capacity of the concave portion 46 into which the concave portion fitting portion of the convex portion 45 is inserted (fitted), and is extruded from the formed concave portion 46, and is cut to form the concave portion 46. Or both extruded and cut. At that time, a gap may be inevitably generated in the concave portion forming process by the convex portion in a very partial region of the fitting portion.

このため、前記図１に示す車輪ハブ軸受部Ｃでは、ハブ輪３２に減速部Ｂの出力軸２８を組み付けた後、このはみ出し部５２の除去作業を必要としていた。そこで、図８に示す他の実施形態では、はみ出し部５２を収納するポケット部５３を軸部２８ｂに設けている。   For this reason, in the wheel hub bearing portion C shown in FIG. 1, after the output shaft 28 of the speed reduction portion B is assembled to the hub wheel 32, it is necessary to remove the protruding portion 52. Therefore, in another embodiment shown in FIG. 8, a pocket portion 53 for accommodating the protruding portion 52 is provided in the shaft portion 28b.

即ち、軸部２８ｂのスプライン５０の軸端縁に周方向溝５４を設けることによって、ポケット部５３を形成している。図９（ａ）に示すように、周方向溝５４は、そのスプライン５０側の側壁５５ａは、軸方向に対して直交する平面であり、反スプライン側の側面５５ｂは、溝底５４ｃから反スプライン側に向かって拡径するテーパ面である。   That is, the pocket portion 53 is formed by providing the circumferential groove 54 at the shaft end edge of the spline 50 of the shaft portion 28b. As shown in FIG. 9A, in the circumferential groove 54, the side wall 55a on the spline 50 side is a plane orthogonal to the axial direction, and the side surface 55b on the anti-spline side extends from the groove bottom 54c to the anti-spline. It is a taper surface which expands toward the side.

また、この側面５５ｂよりも反スプライン側（軸端側）には、調芯用の円盤状の鍔部５６が設けられている。鍔部５６の外径寸法が筒部３４の軸部嵌合孔３４ａの孔径と同一乃至嵌合孔の孔径よりも僅かに小さく設定される。この場合、鍔部５６の外径面５６ａと筒部３４の軸部嵌合孔３４ａの内径面４８との間に微小隙間ｔが設けられている。   Further, a disc-shaped flange portion 56 for alignment is provided on the side opposite to the spline (shaft end side) from the side surface 55b. The outer diameter dimension of the flange part 56 is set to be the same as the hole diameter of the shaft part fitting hole 34a of the cylindrical part 34 or slightly smaller than the hole diameter of the fitting hole. In this case, a minute gap t is provided between the outer diameter surface 56 a of the flange portion 56 and the inner diameter surface 48 of the shaft portion fitting hole 34 a of the cylindrical portion 34.

この図８に示す車輪ハブ軸受部Ｃであっても、軸部２８ｂをハブ輪３２の筒部３４の軸部嵌合孔３４ａに圧入していけば、軸部２８ｂ側の凸部４５によって、ハブ輪３２側に凹部４６を形成することができる。この際、形成されるはみ出し部５２は、図９に示すように、カールしつつポケット部５３内に収納されて行く。即ち、筒部３４の軸部嵌合孔３４ａの内径面から削り取られたり、押し出されたりした材料の一部がポケット部５３内に入り込んでいく。   Even in the wheel hub bearing portion C shown in FIG. 8, if the shaft portion 28b is press-fitted into the shaft portion fitting hole 34a of the cylindrical portion 34 of the hub wheel 32, the convex portion 45 on the shaft portion 28b side A recess 46 can be formed on the hub wheel 32 side. At this time, the formed protruding portion 52 is housed in the pocket portion 53 while curling as shown in FIG. That is, a part of the material scraped off or pushed out from the inner diameter surface of the shaft portion fitting hole 34 a of the cylindrical portion 34 enters the pocket portion 53.

このように、前記圧入による凹部形成によって生じるはみ出し部５２を収納するポケット部５３を設けることによって、はみ出し部５２をこのポケット部５３内に保持（維持）することができ、はみ出し部５２が装置外の車両内等へ入り込んだりすることがない。即ち、はみ出し部５２をポケット部５３に収納したままにしておくことができ、はみ出し部５２の除去処理を行う必要がなく、組み立て作業工数の減少を図ることができて、組み立て作業性の向上及びコスト低減を図ることができる。   In this way, by providing the pocket portion 53 that accommodates the protruding portion 52 generated by forming the concave portion by the press-fitting, the protruding portion 52 can be held (maintained) in the pocket portion 53, and the protruding portion 52 is outside the apparatus. Never get into any other vehicle. That is, the protruding portion 52 can be kept stored in the pocket portion 53, and it is not necessary to perform the removal processing of the protruding portion 52, the number of assembling operations can be reduced, and the assembling workability can be improved. Cost reduction can be achieved.

また、ポケット部５３の軸方向反スプライン側（軸端側）にハブ輪３２の筒部３４の軸部嵌合孔３４ａとの調芯用の鍔部５６を設けることによって、ポケット部５３内のはみ出し部５２の鍔部５６側への飛び出しがなくなって、はみ出し部５２の収納がより安定したものとなる。しかも、鍔部５６は調芯用であるので、芯ずれを防止しつつ軸部２８ｂをハブ輪３２に圧入することができる。このため、減速部Ｂの出力軸２８とハブ輪３２とを高精度に連結でき、安定したトルク伝達が可能となる。   Further, by providing a flange 56 for alignment with the shaft fitting hole 34a of the tube portion 34 of the hub ring 32 on the axially opposite spline side (shaft end side) of the pocket portion 53, the inside of the pocket portion 53 is provided. The protruding portion 52 does not protrude to the flange portion 56 side, and the protruding portion 52 is more stably stored. Moreover, since the collar portion 56 is for alignment, the shaft portion 28b can be press-fitted into the hub wheel 32 while preventing misalignment. For this reason, the output shaft 28 of the deceleration part B and the hub wheel 32 can be connected with high precision, and stable torque transmission becomes possible.

鍔部５６は圧入時の調芯用であるので、その外径寸法は、ハブ輪３２の筒部３４の軸部嵌合孔３４ａの孔径よりも僅かに小さい程度に設定するが好ましい。即ち、鍔部５６の外径寸法が嵌合孔の孔径よりも大きければ、鍔部５６自体を軸部嵌合孔３４ａに圧入することになる。この際、芯ずれしていれば、このまま凹凸嵌合構造Ｍの凸部４５が圧入され、軸部２８ｂの軸心とハブ輪３２の軸心とが合っていない状態で軸部２８ｂとハブ輪３２とが連結されることになる。また、鍔部５６の外径寸法が軸部嵌合孔３４ａの孔径よりも小さすぎると、調芯用として機能しない。このため、鍔部５６の外径面５６ａと筒部３４の軸部嵌合孔３４ａの内径面４８との間の微小隙間ｔとしては、０．０１ｍｍ〜０．２ｍｍ程度に設定するのが好ましい。   Since the flange portion 56 is used for alignment during press-fitting, the outer diameter dimension is preferably set to be slightly smaller than the diameter of the shaft portion fitting hole 34a of the cylindrical portion 34 of the hub wheel 32. That is, if the outer diameter dimension of the flange portion 56 is larger than the hole diameter of the fitting hole, the flange portion 56 itself is press-fitted into the shaft portion fitting hole 34a. At this time, if the center is misaligned, the convex portion 45 of the concave-convex fitting structure M is pressed in as it is, and the shaft portion 28b and the hub wheel are not aligned with the shaft center of the shaft portion 28b and the shaft center of the hub wheel 32. 32 will be connected. Moreover, if the outer diameter dimension of the collar part 56 is too smaller than the hole diameter of the shaft part fitting hole 34a, it will not function for alignment. For this reason, it is preferable that the minute gap t between the outer diameter surface 56a of the flange portion 56 and the inner diameter surface 48 of the shaft portion fitting hole 34a of the cylindrical portion 34 is set to about 0.01 mm to 0.2 mm. .

図８に示す車輪用軸受装置においては、出力軸２８を、内輪３６の減速部Ｂ側の端面が出力軸２８のフランジ部２８ａに押圧されるまで圧入するが、このとき、ハブ輪の軸部嵌合孔３４ａから鍔部５６が突出しないようにするのが好ましい。鍔部５６が、軸部嵌合孔３４ａから突出しなければ、はみ出し部５２がポケット部５３からはみでることがなく、また、スプライン５０が軸部嵌合孔３４ａを貫通することがないので、凹凸嵌合構造が軸方向にも移動しにくくなる。   In the wheel bearing device shown in FIG. 8, the output shaft 28 is press-fitted until the end surface of the inner ring 36 on the speed reduction portion B side is pressed against the flange portion 28a of the output shaft 28. It is preferable that the flange portion 56 does not protrude from the fitting hole 34a. If the flange portion 56 does not protrude from the shaft portion fitting hole 34a, the protruding portion 52 will not protrude from the pocket portion 53, and the spline 50 will not penetrate the shaft portion fitting hole 34a. The combined structure is difficult to move in the axial direction.

ところで、前記各実施形態では、軸部２８ｂ側に凸部４５を構成するスプライン５０を形成するとともに、この軸部２８ｂのスプライン５０に対して硬化処理を施し、ハブ輪３２の内径面４８を未硬化（生材）としている。これに対して、図１０に示すように、ハブ輪３２の筒部３４の軸部嵌合孔３４ａの内径面に硬化処理を施されたスプライン６１（凸条６１ａ及び凹条６１ｂとからなる）を形成するとともに、軸部２８ｂには硬化処理を施さないものであってもよい。なお、このスプライン６１も公知公用の手段であるブローチ加工、切削加工、プレス加工、引き抜き加工等の種々の加工方法によって、形成することがきる。また、熱硬化処理としても、高周波焼入れ、浸炭焼入れ等の種々の熱処理を採用することができる。   By the way, in each of the above-described embodiments, the spline 50 constituting the convex portion 45 is formed on the shaft portion 28b side, and the spline 50 of the shaft portion 28b is hardened so that the inner diameter surface 48 of the hub wheel 32 is not formed. Hardened (raw material). On the other hand, as shown in FIG. 10, the spline 61 (consisting of the ridges 61a and the ridges 61b) in which the inner diameter surface of the shaft portion fitting hole 34a of the cylindrical portion 34 of the hub wheel 32 is cured. In addition, the shaft portion 28b may not be subjected to a curing process. The spline 61 can also be formed by various processing methods such as broaching, cutting, pressing, and drawing, which are publicly known means. Further, various heat treatments such as induction hardening and carburizing and quenching can be employed as the thermosetting treatment.

この場合、凸部４５の突出方向中間部位を、凹部形成前の凹部形成面（軸部２８ｂの外径面）の位置に対応させる。即ち、スプライン６１の凸部４５の最小径部を結ぶ円の径寸法（凸部４５の最小径寸法）Ｄ４を、軸部２８ｂの外径寸法Ｄ３よりも小さく、スプライン６１の最大径部を結ぶ円の径寸法（凸部間の嵌合用孔内径面の内径寸法）Ｄ５を軸部２８ｂの外径寸法Ｄ３よりも大きく設定する。即ち、Ｄ４＜Ｄ３＜Ｄ５とされる。 In this case, the intermediate portion in the protruding direction of the convex portion 45 is made to correspond to the position of the concave portion forming surface (the outer diameter surface of the shaft portion 28b) before forming the concave portion. In other words, diameter of a circle connecting outermost diameter portion of the convex portion 45 of the splines 61 of the D 4 (minimum diameter dimension of the convex portion 45), smaller than the outer diameter D 3 of the shaft portion 28b, the maximum diameter of the spline 61 It is set to be larger than the outer diameter D 3 of the D 5 (inner diameter of the fitting hole inner surface between the convex portion) of the shaft portion 28b diameter of a circle connecting. That is, D 4 <D 3 <D 5 .

軸部２８ｂをハブ輪３２の筒部３４の軸部嵌合孔３４ａに圧入すれば、ハブ輪３２側の凸部４５によって、軸部２８ｂの外周面にこの凸部４５が嵌合する凹部４６を形成することができる。これによって、ハブ輪３２側の凸部４５と軸部２８ｂ側の凹部４６とを、その嵌合接触部位の全体で密着させることができる。   When the shaft portion 28b is press-fitted into the shaft portion fitting hole 34a of the cylindrical portion 34 of the hub wheel 32, the concave portion 46 in which the convex portion 45 is fitted to the outer peripheral surface of the shaft portion 28b by the convex portion 45 on the hub wheel 32 side. Can be formed. Thereby, the convex part 45 by the side of the hub wheel 32 and the concave part 46 by the side of the axial part 28b can be closely_contact | adhered in the whole fitting contact site | part.

ここで、凸部４５の凹部嵌合部位とは、図１０（ｂ）に示す範囲Ｂであり、断面における山形の中腹部から山頂にいたる範囲である。また、周方向の隣合う凸部４５間において、軸部２８ｂの外周面よりも外径側に隙間６２が形成される。即ち、この隙間６２は、凸部４５間の歯底部と、軸部２８ｂに設けられた、前記歯底部と半径方向に対向する突出部分との間に設けられる。   Here, the recessed part fitting part of the convex part 45 is the range B shown in FIG.10 (b), and is the range from the mountain-shaped middle part to the summit in the cross section. In addition, a gap 62 is formed between the adjacent convex portions 45 in the circumferential direction on the outer diameter side of the outer peripheral surface of the shaft portion 28b. That is, the gap 62 is provided between the tooth bottom portion between the convex portions 45 and the protruding portion provided in the shaft portion 28b and facing the tooth bottom portion in the radial direction.

この場合であっても、圧入によってはみ出し部５２が形成されるので、このはみ出し部５２を収納するポケット部５３を設けるのが好ましい。はみ出し部５２は、図８に示すものと相違して、軸部２８ｂの減速部Ｂ側に形成されることになるので、ポケット部をハブ輪３２側に設けることになる。   Even in this case, since the protruding portion 52 is formed by press-fitting, it is preferable to provide a pocket portion 53 for storing the protruding portion 52. Unlike the one shown in FIG. 8, the protruding portion 52 is formed on the speed reducing portion B side of the shaft portion 28b, so that the pocket portion is provided on the hub wheel 32 side.

本発明は、以上の実施形態に限定されることなく種々の変形が可能であって、例えば、凹凸嵌合構造Ｍの凸部４５の形状として、前記図６に示す実施形態では断面三角形状であり、図７に示す実施形態では断面台形（富士山形状）であるが、これら以外の半円形状、半楕円形状、矩形形状等の種々の形状のものを採用でき、凸部４５の面積、数、周方向配設ピッチ等も任意に変更できる。即ち、スプライン５０、６１を形成し、このスプライン５０、６１の山部をもって凹凸嵌合構造Ｍの凸部４５とする必要はなく、キーのようなものであってもよく、曲線状の波型の合わせ面を形成するものであってもよい。要は、軸方向に沿って配設される凸部４５を相手側に圧入し、この凸部４５にて凸部４５に密着嵌合する凹部４６を相手側に形成することができて、凸部４５の凹部嵌合部位の全体がその対応する凹部４６に対して密着し、しかも、ハブ輪３２と減速部Ｂの出力軸２８との間で回転トルクの伝達ができればよい。   The present invention is not limited to the above embodiment, and various modifications are possible. For example, as the shape of the convex portion 45 of the concave-convex fitting structure M, the embodiment shown in FIG. Yes, in the embodiment shown in FIG. 7, it is a trapezoidal cross section (Mt. Fuji shape), but other shapes such as a semicircular shape, a semi-elliptical shape, a rectangular shape, etc. can be adopted. The circumferential arrangement pitch and the like can be arbitrarily changed. That is, it is not necessary to form the splines 50 and 61, and the crests of the splines 50 and 61 to be the convex portions 45 of the concave-convex fitting structure M. It is also possible to form a mating surface. In short, the convex portion 45 arranged along the axial direction can be press-fitted into the mating side, and the concave portion 46 can be formed on the mating side with the convex portion 45 so that the convex portion 45 can be closely fitted. It is only necessary that the entire recessed portion fitting portion of the portion 45 is in close contact with the corresponding recessed portion 46, and that rotational torque can be transmitted between the hub wheel 32 and the output shaft 28 of the speed reducing portion B.

また、ハブ輪３２の軸孔としては円孔以外の多角形孔等の異形孔であってよく、この軸孔に嵌挿する軸部２８ｂの端部の断面形状も円形断面以外の多角形等の異形断面であってもよい。このため、例えば、ハブ輪３２の軸孔を円孔として、軸部２８ｂの断面形状を円形以外の多角形として、このエッジ部を前記凸部４５とすることができる。   Further, the shaft hole of the hub wheel 32 may be a deformed hole such as a polygonal hole other than a circular hole, and the cross-sectional shape of the end portion of the shaft portion 28b fitted into the shaft hole is also a polygon other than a circular cross section. It may be an irregular cross section. For this reason, for example, the shaft hole of the hub wheel 32 can be a circular hole, the cross-sectional shape of the shaft part 28b can be a polygon other than a circle, and the edge part can be the convex part 45.

前記実施形態では、凸部４５に対して熱硬化処理を行い、凸部対応側を未硬化部位として、凸部４５の硬度を凹部４６が形成される部位よりも高くしたが、硬度差をつけることができれば、両者を熱処理しても、両者を熱処理しなくてもよい。さらに、圧入する際に凸部４５の圧入始端部のみが、凹部４６が形成される部位より硬度が高ければよいので、凸部４５の全体の硬度を高くする必要がない。図６等では隙間４９が形成されるが、凸部４５間の凹部まで、ハブ輪３２の内径面に食い込むようなものであってもよい。また、なお、凸部４５側と、凸部４５にて形成される凹部形成面側との硬度差としては、前記したようにＨＲＣで３０ポイント以上とするのが好ましいが、凸部４５が圧入可能であれば３０ポイント未満であってもよい。   In the embodiment, the convex portion 45 is subjected to thermosetting treatment, and the convex portion corresponding side is set as an uncured portion, and the hardness of the convex portion 45 is higher than the portion where the concave portion 46 is formed. If possible, both may be heat treated or both may not be heat treated. Furthermore, since only the press-fitting start end portion of the convex portion 45 is required to have a higher hardness than the portion where the concave portion 46 is formed, it is not necessary to increase the overall hardness of the convex portion 45. In FIG. 6 and the like, the gap 49 is formed. However, the gap 49 between the convex portions 45 may bite into the inner diameter surface of the hub wheel 32. In addition, as described above, the hardness difference between the convex portion 45 side and the concave portion forming surface formed by the convex portion 45 is preferably 30 points or more by HRC, but the convex portion 45 is press-fitted. If possible, it may be less than 30 points.

凸部４５の端面（圧入始端）は前記実施形態では軸方向に対して直交する面であることが望ましく、これにより、削りを伴う良好な密着構造を得ることができる。ったが、軸方向に対して、所定角度で傾斜するものであってもよい。この場合、内径側から外径側に向かって反凸部側に傾斜しても凸部側に傾斜してもよい。   In the above-described embodiment, the end surface (press-fit start end) of the convex portion 45 is desirably a surface orthogonal to the axial direction, whereby a good adhesion structure with shaving can be obtained. However, it may be inclined at a predetermined angle with respect to the axial direction. In this case, it may be inclined from the inner diameter side toward the outer diameter side toward the anti-convex portion side or inclined toward the convex portion side.

また、ポケット部５３の形状としては、前記実施形態では、その周方向溝５４は反スプライン側の側面５５ｂを、溝底５４ｃから反スプライン側に向かって拡径するテーパ面としたが、このようなテーパ面としないものであってもよく、要は、生じるはみ出し部５２を収納（収容）できるものであればよく、そのため、ポケット部５３の容量として、生じるはみ出し部５２に対応できるものであればよい。   Further, as the shape of the pocket portion 53, in the above-described embodiment, the circumferential groove 54 has a side surface 55b on the anti-spline side that is a tapered surface that expands from the groove bottom 54c toward the anti-spline side. In other words, it is sufficient that the protruding portion 52 to be generated can be accommodated (accommodated), and therefore, the capacity of the pocket portion 53 can correspond to the generated protruding portion 52. That's fine.

モータ部Ａは、図２に示すように、モータ部ハウジング２２ａに固定されるステータ２３と、ステータ２３の内側に径方向の隙間を空けて対向する位置に配置されるロータ２４と、ロータ２４の内側に固定連結されてロータ２４と一体回転するモータ側回転部材２５とを備えるラジアルギャップモータである。
モータ側回転部材２５は、中空形状で、転がり軸受７２ａ、７２ｂによってモータ部ハウジング２２ａに対して回転自在に支持されている。 As shown in FIG. 2, the motor unit A includes a stator 23 fixed to the motor unit housing 22 a, a rotor 24 disposed at a position facing the inner side of the stator 23 with a radial gap therebetween, A radial gap motor including a motor-side rotation member 25 that is fixedly connected to the inside and rotates integrally with the rotor 24.
The motor-side rotating member 25 has a hollow shape and is rotatably supported with respect to the motor unit housing 22a by rolling bearings 72a and 72b.

モータ側回転部材２５の中空部には、モータ部Ａの駆動力を減速部Ｂに伝達するためにモータ部Ａから減速部Ｂにかけて入力軸２６が配置されている。   An input shaft 26 is arranged in the hollow portion of the motor side rotation member 25 from the motor portion A to the speed reduction portion B in order to transmit the driving force of the motor portion A to the speed reduction portion B.

減速部Ｂ内の入力軸２６は、偏心部２６ａ、２６ｂを有し、ロータ２４と一体回転する。さらに、２つの偏心部２６ａ、２６ｂは、偏心運動による遠心力を互いに打ち消し合うために、１８０°位相を変えて設けられている。   The input shaft 26 in the speed reduction portion B has eccentric portions 26 a and 26 b and rotates integrally with the rotor 24. Further, the two eccentric portions 26a and 26b are provided with a 180 ° phase change so as to cancel out the centrifugal force caused by the eccentric motion.

減速部Ｂは、図３に示すように、偏心部２６ａ、２６ｂに回転自在に保持される公転部材としての曲線板２７ａ、２７ｂと、減速部ハウジング２２ｂ上の固定位置に保持され、曲線板２７ａ、２７ｂの外周部に係合する外周係合部材としての複数の外ピン２９と、曲線板２７ａ、２７ｂの自転運動を出力軸２８に伝達する運動変換機構と、偏心部２６ａ、２６ｂに隣接する位置にカウンタウェイト３０とを備える。また、減速部Ｂには、減速部Ｂに潤滑油を供給する減速部潤滑機構が設けられている。   As shown in FIG. 3, the speed reduction part B is held at curved positions 27a and 27b as revolving members that are rotatably held by the eccentric parts 26a and 26b, and fixed positions on the speed reduction part housing 22b. A plurality of outer pins 29 as outer peripheral engagement members that engage with the outer peripheral portion of 27b, adjacent to the eccentric portions 26a and 26b, the motion conversion mechanism for transmitting the rotational motion of the curved plates 27a and 27b to the output shaft 28, and the eccentric portions 26a and 26b. A counterweight 30 is provided at the position. 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.

出力軸２８は、フランジ部２８ａと軸部２８ｂとを有する。フランジ部２８ａの端面には、出力軸２８の回転軸心を中心とする円周上の等間隔に内ピン３１を固定する穴３１ａが形成されている。また、軸部２８ｂは、ハブ輪３２に嵌合固定され、減速部Ｂの出力を車輪（後輪）１４に伝達する。出力軸２８のフランジ部２８ａは、転がり軸受３６ｃによって入力軸２６を回転自在に支持する。   The output shaft 28 has a flange portion 28a and a shaft portion 28b. Holes 31a for fixing the inner pins 31 at equal intervals on the circumference centering on the rotation axis of the output shaft 28 are formed in the end face of the flange portion 28a. The shaft portion 28 b is fitted and fixed to the hub wheel 32, and transmits the output of the speed reduction portion B to the wheel (rear wheel) 14. A flange portion 28a of the output shaft 28 rotatably supports the input shaft 26 by a rolling bearing 36c.

曲線板２７ａ（２７ｂ）は、図１１に示すように、外周部にエピトロコイド等のトロコイド系曲線で構成される複数の波形を有し、一方側端面から他方側端面に貫通する複数の貫通孔３０ａ（３０ｂ）を有する。貫通孔３０ａ（３０ｂ）は、曲線板２７ａ（２７ｂ）の自転軸心を中心とする円周上に等間隔に複数個設けられており、後述する内ピン３１を受入れる。また、貫通孔３０ｃは、曲線板２７ａ（２７ｂ）の中心に設けられており、偏心部２６ａ（２６ｂ）に嵌合する。   As shown in FIG. 11, the curved plate 27 a (27 b) has a plurality of corrugations composed of trochoidal curves such as epitrochoids on the outer peripheral portion, and a plurality of through holes penetrating from one end face to the other end face 30a (30b). A plurality of through holes 30a (30b) are provided at equal intervals on the circumference centering on the rotation axis of the curved plate 27a (27b), and receive an inner pin 31 described later. Further, the through hole 30c is provided at the center of the curved plate 27a (27b) and is fitted to the eccentric portion 26a (26b).

曲線板２７ａ（２７ｂ）は、転がり軸受４１ａ（４１ｂ）によって偏心部２６ａ（２６ｂ）に対して回転自在に支持されている。この転がり軸受４１ａ（４１ｂ）は、偏心部２６ａ（２６ｂ）の外径面に嵌合し、その外径面に内側軌道面を有する内輪部材と、曲線板２７ａ、２７ｂの貫通孔３０ｃの内径面に直接形成された外側軌道面と、内側軌道面および外側軌道面の間に配置される複数の円筒ころ４４ａ（４４ｂ）と、隣接する円筒ころ４４ａ（４４ｂ）の間隔を保持する保持器（図示省略）とを備える円筒ころ軸受である。   The curved plate 27a (27b) is rotatably supported with respect to the eccentric part 26a (26b) by a rolling bearing 41a (41b). The rolling bearing 41a (41b) is fitted to the outer diameter surface of the eccentric portion 26a (26b), and has an inner ring member having an inner raceway surface on the outer diameter surface, and inner diameter surfaces of the through holes 30c of the curved plates 27a and 27b. A retainer (not shown) that holds an interval between an outer raceway surface formed directly on the inner raceway, a plurality of cylindrical rollers 44a (44b) disposed between the inner raceway surface and the outer raceway surface, and an adjacent cylindrical roller 44a (44b). (Omitted).

外ピン２９は、入力軸２６の回転軸心を中心とする円周軌道上に等間隔に設けられる。曲線板２７ａ（２７ｂ）が公転運動すると、曲線形状の波形と外ピン２９とが係合して、曲線板２７ａ、２７ｂに自転運動を生じさせる。ここで、外ピン２９は、曲線板２７ａ（２７ｂ）の外周面に当接する位置に針状ころ軸受を有する。これにより、曲線板２７ａ（２７ｂ）との間の接触抵抗を低減することができる。   The outer pins 29 are provided at equal intervals on a circumferential track centering on the rotation axis of the input shaft 26. When the curved plate 27a (27b) revolves, the curved waveform and the outer pin 29 are engaged to cause the curved plates 27a and 27b to rotate. Here, the outer pin 29 has a needle roller bearing at a position in contact with the outer peripheral surface of the curved plate 27a (27b). Thereby, the contact resistance between the curved plate 27a (27b) can be reduced.

カウンタウェイト３０は、円板状で、中心から外れた位置に入力軸２６と嵌合する貫通孔を有し、曲線板２７ａ、２７ｂの回転によって生じる不釣合い慣性偶力を打ち消すために、各偏心部２６ａ、２６ｂに隣接する位置に偏心部と１８０°位相を変えて配置される。   The counterweight 30 has a disc shape and has a through-hole that fits with the input shaft 26 at a position off the center. Each counterweight 30 is offset in order to counteract the unbalanced inertia couple caused by the rotation of the curved plates 27a and 27b. It is arranged at a position adjacent to the portions 26a and 26b with a 180 ° phase change from the eccentric portion.

運動変換機構は、出力軸２８に保持された複数の内ピン３１と、曲線板２７ａ、２７ｂに設けられた貫通孔３０ａ、３０ｂとで構成される。内ピン３１は、出力軸２８の回転軸心を中心とする円周軌道上に等間隔に設けられており、その軸方向一方側端部が出力軸２８に固定されている。また、曲線板２７ａ、２７ｂとの摩擦抵抗を低減するために、曲線板２７ａ、２７ｂの貫通孔３０ａ、３０ｂの内壁面に当接する位置に針状ころ軸受が設けられている。   The motion conversion mechanism includes a plurality of inner pins 31 held by the output shaft 28 and through holes 30a and 30b provided in the curved plates 27a and 27b. The inner pins 31 are provided at equal intervals on a circumferential track centering on the rotational axis of the output shaft 28, and one axial end thereof is fixed to the output shaft 28. Further, in order to reduce the frictional resistance with the curved plates 27a and 27b, needle roller bearings are provided at positions where they contact the inner wall surfaces of the through holes 30a and 30b of the curved plates 27a and 27b.

減速部Ｂの出力軸２８とハブ輪３２との連結に採用した凹凸嵌合構造Ｍは、以上のように、部品点数が少なく、しかも軸部材と軸孔とを安定した嵌合状態に維持することができるので、この凹凸嵌合構造Ｍを、減速部Ｂの外ピン２９、内ピン３１と出力軸２８のフランジ部２８ａとの固定構造、ハブ輪３２と出力軸２８の軸部２８ｂとの嵌合構造だけでなく、減速機Ｂの外ピン２９の取付け構造として採用することにより、軽量化と、組立性の向上が図れる。   As described above, the concave / convex fitting structure M employed for connecting the output shaft 28 of the speed reduction portion B and the hub wheel 32 has a small number of parts and maintains the shaft member and the shaft hole in a stable fitting state. Therefore, the concave-convex fitting structure M is formed by fixing the outer pin 29 of the speed reduction portion B, the inner pin 31 and the flange portion 28a of the output shaft 28, and the hub ring 32 and the shaft portion 28b of the output shaft 28. By adopting not only the fitting structure but also the mounting structure of the outer pin 29 of the speed reducer B, the weight can be reduced and the assemblability can be improved.

凹凸嵌合構造Ｍを内ピン３１と出力軸２８の孔部３１ａとの固定に採用する場合は、どちらか一方に設けた軸方向に延びる凸部を、軸方向に沿って一方を他方に圧入することにより、他方に凸部で削り取られた凹部を形成し、この凹部を形成し、この凹部と凸部とが両者の嵌合接触部の全域で密着する構造とする。   When the concave-convex fitting structure M is used for fixing the inner pin 31 and the hole 31a of the output shaft 28, one of the convex portions extending in the axial direction provided in either one is press-fitted in the other along the axial direction. By doing so, a concave portion scraped off by the convex portion is formed on the other side, this concave portion is formed, and the concave portion and the convex portion are in close contact with each other in the entire fitting contact portion.

内ピン３１と出力軸２８の孔部３１ａとの固定に採用する凹凸嵌合構造Ｍは、図９（ｂ）のように、孔部３１ａの車輪ハブ軸受部Ｃ側の端部に、内ピン３１の先端面が当接する係止部８１を形成する以外は、上述した出力軸２８の軸部２８ｂとハブ輪３２の筒部３４の軸部嵌合孔３４ａとの結合と基本的に同じであるので、同一構成の部分は同一の符号を付して詳細な説明は省略する。   As shown in FIG. 9B, the concave-convex fitting structure M employed for fixing the inner pin 31 and the hole portion 31a of the output shaft 28 has an inner pin at the end of the hole portion 31a on the wheel hub bearing portion C side. This is basically the same as the above-described coupling between the shaft portion 28b of the output shaft 28 and the shaft portion fitting hole 34a of the cylindrical portion 34 of the hub wheel 32, except that the locking portion 81 with which the tip surface of 31 abuts is formed. Therefore, parts having the same configuration are denoted by the same reference numerals, and detailed description thereof is omitted.

内ピン３１の凹凸嵌合構造Ｍは、内ピン３１の車輪ハブ軸受部Ｃ側の端部に設けられて軸方向に延びる凸部４５と、出力軸２８のフランジ部２８ａに円周方向等配に設けられた孔部３１ａの内径面に形成される凹部４６とからなり、凸部４５の凹部嵌合部位の全体がその対応する凹部４６に対して密着する。即ち、内ピン３１に設けた複数の凸部４５が周方向に沿って所定ピッチで配設され、出力軸２８のフランジ部２８ａの孔部３１ａの内径面に凸部４５が嵌合する複数の凹部４６が周方向に沿って形成されている。つまり、周方向全周にわたって、凸部４５とこれに嵌合する凹部４６とがタイトフィットしている。   The concave-convex fitting structure M of the inner pin 31 is equidistantly arranged in the circumferential direction between the convex portion 45 provided at the end of the inner pin 31 on the wheel hub bearing portion C side and extending in the axial direction, and the flange portion 28a of the output shaft 28. And the concave portion 46 formed on the inner diameter surface of the hole portion 31 a is provided in the hole portion 31 a, and the entire concave portion fitting portion of the convex portion 45 is in close contact with the corresponding concave portion 46. That is, a plurality of convex portions 45 provided on the inner pin 31 are arranged at a predetermined pitch along the circumferential direction, and a plurality of convex portions 45 are fitted into the inner diameter surface of the hole portion 31a of the flange portion 28a of the output shaft 28. A recess 46 is formed along the circumferential direction. That is, the convex part 45 and the concave part 46 fitted to this are tight-fitted over the entire circumference in the circumferential direction.

また、内ピン３１の車輪ハブ軸受部Ｃ側端には、調芯用の円盤状の鍔部５６が設けられている。鍔部５６の外径寸法が孔部３１ａの孔径と同一乃至孔部３１ａの孔径よりも僅かに小さく設定される。この場合、内ピン３１の鍔部５６の外径面５６ａとフランジ部２８ａの孔部３１ａの内径面との間に微小隙間ｔが設けられている。   A disc-shaped flange 56 for alignment is provided at the end of the inner pin 31 on the wheel hub bearing portion C side. The outer diameter of the flange 56 is set to be the same as the hole diameter of the hole 31a or slightly smaller than the hole diameter of the hole 31a. In this case, a minute gap t is provided between the outer diameter surface 56a of the flange portion 56 of the inner pin 31 and the inner diameter surface of the hole portion 31a of the flange portion 28a.

また、フランジ部２８ａの孔部３１ａには、係止部８１が設けられており、内ピン３１の鍔部５６の車輪ハブ軸受部Ｃ側側面５５ｂが係止部８１に当るまで内ピン３１を圧入することで、円周方向に複数本ある内ピン３１の位置決めを行い、車輪ハブ軸受部Ｃ側に対して抜け出ないようにしている。   Further, a locking portion 81 is provided in the hole portion 31 a of the flange portion 28 a, and the inner pin 31 is moved until the wheel hub bearing C side surface 55 b of the flange portion 56 of the inner pin 31 hits the locking portion 81. By press-fitting, a plurality of inner pins 31 are positioned in the circumferential direction so as not to come out with respect to the wheel hub bearing portion C side.

この係止部８１と鍔部５６との当接により、内ピン３１の凸部４５がフランジ部２８ａの孔部３１ａを貫通することがないので、はみ出し部５２により、凹凸嵌合構造がモータ部Ａ側にも移動しにくくなる。   Since the convex portion 45 of the inner pin 31 does not penetrate the hole portion 31a of the flange portion 28a due to the contact between the locking portion 81 and the flange portion 56, the protruding portion 52 causes the concave-convex fitting structure to form the motor portion. It also becomes difficult to move to the A side.

さらに、フランジ部２８ａの孔部３１ａに対して、鍔部５６で調芯しているため、複数本ある内ピン３１の鍔部５６を嵌合孔に対して、予め嵌合させておき、その状態で、一度に圧入すれば、組立性も向上する。このように一度に圧入しても、鍔部５６があるため、フランジ部２８ａに対して垂直に嵌め込むことができる。   Further, since the flange portion 56a is aligned with the flange portion 28a by the flange portion 56a, the flange portions 56 of the plurality of inner pins 31 are previously fitted into the fitting holes, If press-fitting at a time in the state, the assemblability is improved. Thus, even if it press-fits at once, since there is the collar part 56, it can engage | insert perpendicularly with respect to the flange part 28a.

曲線板２７ａ、２７ｂに設けた貫通孔３０ａ、３０ｂは、複数の内ピン３１それぞれに対応する位置に設けられ、貫通孔３０ａ、３０ｂの内径寸法は、内ピン３１の外径寸法（「針状ころ軸受を含む最大外径」を指す。以下同じ。）より所定分大きく設定されている。   The through holes 30a, 30b provided in the curved plates 27a, 27b are provided at positions corresponding to the respective inner pins 31, and the inner diameter of the through holes 30a, 30b is the outer diameter of the inner pin 31 (“needle-like” The maximum outer diameter including the roller bearing ". The same shall apply hereinafter).

減速部潤滑機構は、減速部Ｂに潤滑油を供給するものであって、潤滑油給油口２２ｃと、潤滑油排出口２２ｄと、潤滑油貯留部２２ｅと、潤滑油路２２ｆと、回転ポンプ７１と、循環油路２２ｇとを備える。   The speed reduction unit lubrication mechanism supplies lubricating oil to the speed reduction unit B, and includes a lubricating oil supply port 22c, a lubricating oil discharge port 22d, a lubricating oil storage unit 22e, a lubricating oil passage 22f, and a rotary pump 71. And a circulating oil passage 22g.

循環油路２２ｇは、入力軸２６の内部を軸線方向に沿って延びている。また、潤滑油供給口２２ｃは、偏心部２６ａ、２６ｂに設けられている。   The circulating oil passage 22g extends along the axial direction inside the input shaft 26. The lubricating oil supply port 22c is provided in the eccentric portions 26a and 26b.

以下、インホイールモータ駆動装置２１の作動原理について説明する。
モータ部Ａは、例えば、ステータ２３のコイルに交流電流を供給することによって生じる電磁力を受けて、永久磁石または磁性体によって構成されるロータ２４が回転する。これにより、ロータ２４に接続されたモータ側回転部材２５が回転すると、曲線板２７ａ、２７ｂはモータ側回転部材２５の回転軸心を中心として公転運動する。このとき、外ピン２９が、曲線板２７ａ、２７ｂの曲線形状の波形と係合して、曲線板２７ａ、２７ｂをモータ側回転部材２５の回転とは逆向きに自転運動させる。 Hereinafter, the operation principle of the in-wheel motor drive device 21 will be described.
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. As a result, when the motor-side rotating member 25 connected to the rotor 24 rotates, the curved plates 27 a and 27 b revolve around the rotation axis of the motor-side rotating member 25. At this time, the outer pin 29 engages with the curved waveform of the curved plates 27 a and 27 b to cause the curved plates 27 a and 27 b to rotate in the direction opposite to the rotation of the motor-side rotating member 25.

貫通孔３０ａ、３０ｂに挿通する内ピン３１は、曲線板２７ａ、２７ｂの自転運動に伴って貫通孔３０ａ、３０ｂの内壁面と当接する。これにより、曲線板２７ａ、２７ｂの公転運動が内ピン３１に伝わらず、曲線板２７ａ、２７ｂの自転運動のみが減速部Ｂの出力軸２８を介して車輪ハブ軸受部Ｃに伝達される。   The inner pins 31 inserted through the through holes 30a and 30b come into contact with the inner wall surfaces of the through holes 30a and 30b as the curved plates 27a and 27b rotate. As a result, the revolving motion of the curved plates 27a and 27b is not transmitted to the inner pin 31, but only the rotational motion of the curved plates 27a and 27b is transmitted to the wheel hub bearing portion C via the output shaft 28 of the speed reduction portion B.

このとき、モータ側回転部材２５の回転が減速部Ｂによって減速されて出力軸２８に伝達されるので、低トルク、高回転型のモータ部Ａを採用した場合でも、駆動輪（後輪）１４に必要なトルクを伝達することが可能となる。   At this time, since the rotation of the motor-side rotating member 25 is decelerated by the deceleration unit B and transmitted to the output shaft 28, even when the low-torque, high-rotation type motor unit A is employed, the drive wheels (rear wheels) 14 It is possible to transmit the torque required for.

なお、上記構成の減速部Ｂの減速比は、外ピン２９の数をＺＡ、曲線板２７ａ、２７ｂの波形の数をＺＢとすると、（ＺＡ−ＺＢ）／ＺＢで算出される。図１１に示す実施形態では、ＺＡ＝１２、ＺＢ＝１１であるので、減速比は１／１１と、非常に大きな減速比を得ることができる。   Note that the reduction ratio of the speed reduction portion B having the above-described configuration is calculated as (ZA−ZB) / ZB, where ZA is the number of outer pins 29 and ZB is the number of waveforms of the curved plates 27a and 27b. In the embodiment shown in FIG. 11, since ZA = 12, ZB = 11, the reduction ratio is 1/11, and a very large reduction ratio can be obtained.

このように、多段構成とすることなく大きな減速比を得ることができる減速部Ｂを採用することにより、コンパクトで高減速比のインホイールモータ駆動装置２１を得ることができる。また、外ピン２９および内ピン３１に針状ころ軸受を設けたことにより、曲線板２７ａ、２７ｂとの間の摩擦抵抗が低減されるので、減速部Ｂの伝達効率が向上する。   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, since the needle roller bearings are provided on the outer pin 29 and the inner pin 31, the frictional resistance between the curved plates 27a and 27b is reduced, so that the transmission efficiency of the speed reducing portion B is improved.

上記の実施形態に係るインホイールモータ駆動装置２１を電気自動車１１に採用することにより、ばね下重量を抑えることができる。その結果、走行安定性に優れた電気自動車１１を得ることができる。   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.

また、上記の実施形態において、曲線板２７ａ、２７ｂを支持する軸受として円筒ころ軸受の例を示したが、これに限ることなく、例えば、すべり軸受、円筒ころ軸受、円錐ころ軸受、針状ころ軸受、自動調心ころ軸受、深溝玉軸受、アンギュラ玉軸受、４点接触玉軸受等、すべり軸受であるか転がり軸受であるかを問わず、転動体がころであるか玉であるかを問わず、さらには複列か単列かを問わず、あらゆる軸受を適用することができる。また、その他の場所に配置される軸受についても、同様に任意の形態の軸受を採用することができる。   In the above embodiment, an example of a cylindrical roller bearing is shown as a bearing for supporting the curved plates 27a and 27b. 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.

ただし、深溝玉軸受は、円筒ころ軸受と比較して許容限界回転数は高い反面、負荷容量が低い。そのため、必要な負荷容量を得るためには、大型の深溝玉軸受を採用しなければならない。したがって、インホイールモータ駆動装置２１のコンパクト化の観点からは、転がり軸受４１には円筒ころ軸受が好適である。   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.

また、上記の各実施形態においては、モータ部Ａにラジアルギャップモータを採用した例を示したが、これに限ることなく、任意の構成のモータを適用可能である。例えばケーシングに固定されるステータと、ステータの内側に軸方向の隙間を空けて対向する位置に配置されるロータとを備えるアキシアルギャップモータであってもよい。   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. However, the present invention is not limited to this, and a motor having an arbitrary configuration can be applied. 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.

また、上記の各実施形態においては、減速部Ｂにサイクロイド減速機構を採用したインホイールモータ駆動装置２１の例を示したが、これに限ることなく、任意の減速機構を採用することができる。例えば、遊星歯車減速機構や平行軸歯車減速機構等が該当する。   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.

さらに、図１０に示した電気自動車１１は、後輪１４を駆動輪とした例を示したが、これに限ることなく、前輪１３を駆動輪としてもよく、４輪駆動車であってもよい。なお、本明細書中で「電気自動車」とは、電力から駆動力を得る全ての自動車を含む概念であり、例えば、ハイブリッドカー等をも含むものとして理解すべきである。   Furthermore, although the electric vehicle 11 shown in FIG. 10 has shown the example which used the rear wheel 14 as the driving wheel, it is not restricted to this, The front wheel 13 may be used as a driving wheel and may be a four-wheel drive 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.

以上、図面を参照してこの発明の実施形態を説明したが、この発明は、図示した実施形態のものに限定されない。図示した実施形態に対して、この発明と同一の範囲内において、あるいは均等の範囲内において、種々の修正や変形を加えることが可能である。   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.

１１ 電気自動車
１２ シャーシ
１２ａ ホイールハウジング
１２ｂ 懸架装置
１３ 前輪
１４ 後輪
２１ インホイールモータ駆動装置
２２ａ モータ部ハウジング
２２ｂ 減速部ハウジング
２２ｃ 潤滑油給油口
２２ｄ 潤滑油排出口
２２ｅ 潤滑油貯留部
２２ｆ 潤滑油路
２２ｇ 循環油路
２３ ステータ
２４ ロータ
２５ モータ側回転部材
２６ 入力軸
２６ａ、２６ｂ 偏心部
２７ａ、２７ｂ 曲線板
３０ａ、３０ｂ 貫通孔
２８ 出力軸
２８ａ フランジ部
２８ｂ 軸部
２９ 外ピン
３０ カウンタウェイト
３１ 内ピン
３２ ハブ輪
３３ 外方部材
３４ 筒部
３４ａ 軸部嵌合孔
３４ｂ テーパ孔
３４ｃ 大径孔
３４ｄ 加締め部
３５ 段差部
３６ 内輪
３７ 第一外側軌道面（アウタレース）
３８ 第二外側軌道面（アウタレース）
３９ 第一内側軌道面（インナレース）
４０ 第二内側軌道面（インナレース）
４１ａ、４１ｂ 転がり軸受
４２ フランジ
４４ａ、４４ｂ 円筒ころ
４５ 凸部
４６ 凹部
４７ 凹部嵌合部位
４８ 内径面
４９ 隙間
５０ スプライン
５１ 突出部分
５２ はみ出し部
５３ ポケット部
５４ 周方向溝
５４ｃ 溝底
５５ａ 側壁
５５ｂ 側面
５６ 鍔部
５６ａ 外径面
６１ スプライン
６１ａ 凸条
６１ｂ 凹条
６２ 隙間
７１ 回転ポンプ
７２ａ、７２ｂ 転がり軸受
７２ｃ 転がり軸受
７３ 転動体
７４ ハブボルト
８１ 係止部
Ａ モータ部
Ｂ 減速部
Ｃ 車輪ハブ軸受部
Ｍ 凹凸嵌合構造
Ｈ 硬化層 DESCRIPTION OF SYMBOLS 11 Electric vehicle 12 Chassis 12a Wheel housing 12b Suspension device 13 Front wheel 14 Rear wheel 21 In-wheel motor drive device 22a Motor part housing 22b Deceleration part housing 22c Lubricating oil supply port 22d Lubricating oil discharge port 22e Lubricating oil storage part 22f Lubricating oil path 22g Circulating oil path 23 Stator 24 Rotor 25 Motor side rotating member 26 Input shafts 26a and 26b Eccentric portions 27a and 27b Curved plates 30a and 30b Through hole 28 Output shaft 28a Flange portion 28b Shaft portion 29 Outer pin 30 Counterweight 31 Inner pin 32 Hub Ring 33 Outer member 34 Tube portion 34a Shaft portion fitting hole 34b Taper hole 34c Large diameter hole 34d Caulking portion 35 Step portion 36 Inner ring 37 First outer raceway surface (outer race)
38 Second outer raceway (outer race)
39 First inner raceway surface (inner race)
40 Second inner raceway surface (inner race)
41a, 41b Rolling bearing 42 Flange 44a, 44b Cylindrical roller 45 Convex part 46 Concave part 47 Concave fitting part 48 Inner surface 49 Gap 50 Spline 51 Protruding part 52 Protruding part 53 Pocket part 54 Circumferential groove 54c Groove bottom 55a Side wall 55b Side face 56 Threaded portion 56a Outer diameter surface 61 Spline 61a Convex strip 61b Concave strip 62 Clearance 71 Rotating pumps 72a, 72b Rolling bearing 72c Rolling bearing 73 Rolling body 74 Hub bolt 81 Locking portion A Motor portion B Deceleration portion C Wheel hub bearing portion M Concavity and convexity Composite structure H hardened layer

Claims (1)

車体に取り付けられるハウジングの内部に駆動力を発生させるモータ部と、車輪に接続される車輪ハブ軸受部と、モータ部の回転を減速して車輪ハブ軸受部に伝達する減速部とを備えるインホイールモータ駆動装置において、前記減速部が、サイクロイド減速機であり、偏心部を有する入力軸と、出力軸と、前記偏心部に回転自在に保持されて、前記入力軸に伴ってその回転軸心を中心とする公転運動を行う曲線板と、前記曲線板の外周部に係合して前記曲線板に自転運動を生じさせる外ピンと、前記曲線板の自転運動を前記入力軸の回転軸心を中心とする回転運動に変換して前記出力軸に伝達する運動変換機構とを備え、前記運動変換機構は、前記曲線板を厚み方向に貫通する複数の貫通孔と、軸方向一側端部を前記出力軸のフランジ部の孔部に保持され、前記貫通孔との間に径方向の隙間を隔てた状態で前記貫通孔に挿通される複数の内ピンとを含み、前記内ピンと前記出力軸のフランジ部の孔部とが、どちらか一方に軸方向に延びる凸部を設け、軸方向に沿って一方を他方に圧入することにより、他方に凸部で削り取られた凹部を形成し、この凹部と凸部が両者の嵌合接触部の全域で密着する凹凸嵌合構造を構成し、前記内ピンが出力軸のフランジ部の孔部を貫通しないことを特徴とするインホイールモータ駆動装置。
An in-wheel comprising: a motor unit that generates a driving force inside a housing attached to the vehicle body; a wheel hub bearing unit connected to the wheel; and a reduction unit that decelerates the rotation of the motor unit and transmits the reduced speed to the wheel hub bearing unit. In the motor drive device, the speed reduction unit is a cycloid speed reducer, and is rotatably held by an input shaft having an eccentric portion, an output shaft, and the eccentric portion, and the rotation axis is accompanied by the input shaft. a curved plate to perform revolving motion around an outer pin causing rotation motion on the curved plate engaged with the outer peripheral portion of the curved plates, the rotation axis of the input shaft rotation motion of the curved plates A motion conversion mechanism that converts the rotational motion around the center and transmits the motion to the output shaft. The motion conversion mechanism includes a plurality of through holes that penetrate the curved plate in the thickness direction, and one end portion in the axial direction. the flange portion of the output shaft Parts are held in, and a plurality of inner pins to be inserted into the through hole in a state that at a radial gap between said through-hole, and the hole portion of the flange portion of the output shaft and the inner pin, Protrusions that extend in the axial direction are provided on either side, and one is pressed into the other along the axial direction, thereby forming a recess that is scraped off by the protrusion on the other. configure the recess-projection fitting structure in close contact across the contact portion, in-wheel motor drive device, characterized in that said pin does not penetrate the hole portion of the flange portion of the output shaft.
JP2010210369A 2010-09-21 2010-09-21 In-wheel motor drive device Expired - Fee Related JP5719132B2 (en)

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