JP6215613B2 - Motor drive device - Google Patents

Motor drive device Download PDF

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JP6215613B2
JP6215613B2 JP2013164167A JP2013164167A JP6215613B2 JP 6215613 B2 JP6215613 B2 JP 6215613B2 JP 2013164167 A JP2013164167 A JP 2013164167A JP 2013164167 A JP2013164167 A JP 2013164167A JP 6215613 B2 JP6215613 B2 JP 6215613B2
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lubricating oil
motor
chamber
deceleration
speed reduction
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JP2015034557A (en
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山本　憲
山本　　憲
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    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
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    • Y02T10/64—Electric machine technologies in electromobility

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  • Connection Of Motors, Electrical Generators, Mechanical Devices, And The Like (AREA)
  • Arrangement Or Mounting Of Propulsion Units For Vehicles (AREA)
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Description

本発明は、車両の動力源として用いられるモータ駆動装置の潤滑構造に関する。   The present invention relates to a lubricating structure for a motor drive device used as a power source for a vehicle.

モータ部と減速部とを備えるモータ駆動装置は、その内部に複数の回転要素を有し、高速回転することから適切に潤滑する必要がある。モータ駆動装置の潤滑構造としては従来、例えば、特開２００７−１３１２９５号公報（特許文献１）、特許第４９１８０５１号公報（特許文献２）、および特許第４２８６３９０号公報（特許文献３）に記載の技術が知られている。   A motor drive device including a motor unit and a speed reduction unit has a plurality of rotating elements therein and needs to be properly lubricated because it rotates at a high speed. Conventionally, as a lubricating structure of a motor driving device, for example, as described in Japanese Patent Application Laid-Open No. 2007-131295 (Patent Document 1), Japanese Patent No. 4918051 (Patent Document 2), and Japanese Patent No. 4286390 (Patent Document 3). Technology is known.

特許文献１に記載の動力出力装置は、軸線方向一方側から他方側まで同軸に順次配置される電動モータと、サイクロイド減速機構と、これら電動モータおよびサイクロイド減速機構を収容するケーシングと、ハブ軸受とを備える。ケーシングの内部には減速機構収納空間が区画されている。減速機構収納空間のインボード側端部およびアウトボード側端部にはシール部材がそれぞれ組み込まれ、かかるシール部材により減速機構収納空間は密閉されて、減速機構収納空間内に潤滑剤が封入される。動力出力装置の運転中には、減速機構収納空間の底部に溜まった潤滑剤が、外歯車の回転により掻き上げられて、減速機構を潤滑するという油浴潤滑方式を採用する。   The power output apparatus described in Patent Document 1 includes an electric motor that is sequentially arranged coaxially from one side to the other in the axial direction, a cycloid reduction mechanism, a casing that houses these electric motors and a cycloid reduction mechanism, and a hub bearing. Is provided. A reduction mechanism storage space is defined inside the casing. A seal member is incorporated in each of the inboard side end and the outboard side end of the speed reduction mechanism storage space, and the speed reduction mechanism storage space is sealed by the seal member, and a lubricant is sealed in the speed reduction mechanism storage space. . During operation of the power output apparatus, an oil bath lubrication system is adopted in which the lubricant accumulated in the bottom of the speed reduction mechanism housing space is scraped up by the rotation of the external gear to lubricate the speed reduction mechanism.

特許文献２に記載のモータ駆動装置も、軸線方向一方から他方まで同軸に順次配置されるモータ部と、サイクロイド減速機構と、ハブ軸受部とを備えるが、油浴潤滑方式に代えて軸心給油方式を採用する。すなわち、モータ部およびサイクロイド減速機構の軸線に沿って延びるモータ側回転部材に潤滑油が流れる潤滑油路を設け、モータ側回転部材に偏心して設けられるサイクロイド減速機構の偏心部に潤滑油供給口を設ける。そして、回転ポンプから吐出する潤滑油を潤滑油路に供給して、潤滑油供給口から潤滑油を流出させることによりサイクロイド減速機構を中心から潤滑するものである。   The motor driving device described in Patent Document 2 also includes a motor unit, a cycloid reduction mechanism, and a hub bearing unit that are sequentially arranged coaxially from one to the other in the axial direction. Adopt the method. That is, a lubricating oil passage through which lubricating oil flows is provided in the motor-side rotating member extending along the axis of the motor unit and the cycloid reduction mechanism, and a lubricating oil supply port is provided in the eccentric portion of the cycloid reduction mechanism provided eccentrically on the motor-side rotating member. Provide. Then, the lubricating oil discharged from the rotary pump is supplied to the lubricating oil passage, and the lubricating oil is caused to flow out from the lubricating oil supply port, whereby the cycloid reduction mechanism is lubricated from the center.

特許文献３に記載のドライブユニットでは、軸線方向同一位置において外径部分に環状の電気モータが配置され、内径部分に電気モータの回転を変速して駆動車輪に伝達するギヤユニットが配置される。そしてドライブユニットのケース内にオイルを封入し、ケースの底部に設けたオイル溜まりのオイルを、モータのロータで掻き上げて、ケース内を潤滑する油浴潤滑方式を採用する。またケース内にはオイル溜まりよりも高い位置にオイルリザーバ室を設け、オイルリザーバ室に溜められるオイル量によって、オイル溜まりのオイルレベルを変化させるというものである。   In the drive unit described in Patent Document 3, an annular electric motor is disposed at the outer diameter portion at the same position in the axial direction, and a gear unit that shifts the rotation of the electric motor and transmits it to the drive wheels is disposed at the inner diameter portion. An oil bath lubrication system is employed in which oil is sealed in the case of the drive unit, and oil in an oil reservoir provided at the bottom of the case is scraped up by the rotor of the motor to lubricate the inside of the case. An oil reservoir chamber is provided in the case at a position higher than the oil reservoir, and the oil level of the oil reservoir is changed according to the amount of oil stored in the oil reservoir chamber.

特開２００７−１３１２９５号公報 段落００４０、００４６JP 2007-131295 A paragraphs 0040 and 0046 特許第４９１８０５１号公報 段落００３４〜００３５Japanese Patent No. 4918051 Paragraphs 0034 to 0035 特許第４２８６３９０号公報Japanese Patent No. 4286390

しかし、上記従来のような技術にあっては、以下に説明するような問題を生ずる。特許文献１では、サイクロイド減速機構を油浴潤滑方式で潤滑するため、サイクロイド減速機構の外歯車の回転による遠心力により潤滑剤は半径方向外側に飛ばされる。かかる外歯車は偏心軸受を介して偏心軸部に回転自在に支持されるが、かかる偏心軸受は軸心付近に設けられている。このため、高速回転時には遠心力が大きくなり、油浴潤滑方式では潤滑剤が偏心軸受に到達し難くなるという問題がある。かといって減速機構収納空間内に封入する潤滑剤の量を多くすると、潤滑剤の攪拌抵抗が大きくなって効率低下の問題が生じる。   However, the conventional techniques described above cause problems as described below. In Patent Document 1, since the cycloid reduction mechanism is lubricated by an oil bath lubrication system, the lubricant is blown outward in the radial direction by the centrifugal force generated by the rotation of the external gear of the cycloid reduction mechanism. Such an external gear is rotatably supported by an eccentric shaft portion via an eccentric bearing, and the eccentric bearing is provided in the vicinity of the shaft center. For this reason, there is a problem that the centrifugal force increases during high-speed rotation, and the oil bath lubrication method makes it difficult for the lubricant to reach the eccentric bearing. However, if the amount of lubricant enclosed in the speed reduction mechanism housing space is increased, the stirring resistance of the lubricant increases and the problem of reduced efficiency arises.

特許文献２では、サイクロイド減速機構の曲線板が高速で公転する際に潤滑油の供給量が追い付かず、曲線板とサイクロイド減速機構の外ピンとの係合箇所で潤滑不足が懸念される。特に、曲線板の外周のうち、曲線板の最上縁部分と外ピンとの係合箇所での潤滑が不足しがちである。またモータ駆動装置の停止中は回転ポンプおよび潤滑油路から潤滑油が抜け落ちているため、モータ駆動装置の始動する際に回転ポンプの立ち上がりに時間遅れを生じる。したがってモータ駆動装置の始動する際に減速部を潤滑することができない。   In Patent Document 2, when the curved plate of the cycloid reduction mechanism revolves at high speed, the supply amount of the lubricating oil does not catch up, and there is a concern about insufficient lubrication at the engagement point between the curved plate and the outer pin of the cycloid reduction mechanism. In particular, in the outer periphery of the curved plate, lubrication tends to be insufficient at the engagement portion between the uppermost edge portion of the curved plate and the outer pin. Further, since the lubricating oil has fallen off from the rotary pump and the lubricating oil passage while the motor drive device is stopped, a time delay occurs in the startup of the rotary pump when the motor drive device is started. Therefore, the speed reducer cannot be lubricated when the motor drive device is started.

特許文献３では、油浴潤滑方式を採用することから、高速回転では遠心力が大きくなってしまい、特許文献１と同様の理由で内径部分の潤滑が不十分になる。   In Patent Document 3, since the oil bath lubrication method is adopted, the centrifugal force becomes large at high speed rotation, and the lubrication of the inner diameter portion becomes insufficient for the same reason as in Patent Document 1.

本発明は上述の問題に鑑み、油浴潤滑方式および軸心給油方式の短所を補い、従来の潤滑機構よりも潤滑性能に優れた技術を提供する。   In view of the above-described problems, the present invention compensates for the disadvantages of the oil bath lubrication method and the axial center oil supply method, and provides a technique that is superior in lubrication performance to conventional lubrication mechanisms.

この目的のため本発明によるモータ駆動装置は、軸心給油のための油路を有する入力軸を回転駆動するモータを含むモータ室と、前記入力軸の回転を減速して出力軸に伝達する減速機構を含む減速室と、前記減速室内の潤滑油を減速室底部の減速室排出孔から回収する潤滑油タンクと、前記潤滑油タンク内の潤滑油を吸入して前記入力軸の油路に送り込み、給油孔を介して前記減速室内に潤滑油を供給する潤滑油循環機構と、減速室のうち減速室排出孔よりも高い位置に設けられて減速室から潤滑油を排出するオーバーフロー排出孔と、モータ室の底部と潤滑油タンクを接続するモータ室排出孔とを備え、上記の軸心給油によって給油孔から減速室内に流入する潤滑油を当該減速室内に貯留することを特徴とする。 For this purpose, a motor drive device according to the present invention includes a motor chamber including a motor that rotationally drives an input shaft having an oil passage for axially refueling, and a deceleration that decelerates the rotation of the input shaft and transmits it to the output shaft. A deceleration chamber including a mechanism, a lubricating oil tank that collects lubricating oil in the deceleration chamber from a deceleration chamber discharge hole at the bottom of the deceleration chamber, and sucks the lubricating oil in the lubricating oil tank and sends it to the oil passage of the input shaft A lubricating oil circulation mechanism that supplies lubricating oil into the deceleration chamber through an oil supply hole, an overflow discharge hole that is provided at a position higher than the deceleration chamber discharge hole in the deceleration chamber, and discharges the lubricating oil from the deceleration chamber; A motor chamber discharge hole for connecting a bottom portion of the motor chamber and a lubricating oil tank is provided, and the lubricating oil flowing into the reduction chamber from the oil supply hole by the above-described axial center supply is stored in the reduction chamber .

かかる本発明によれば、減速室に潤滑油を貯留することができる。したがって軸心給油方式で減速機構を潤滑することを基本としながらも、減速機構の回転時において減速機構の回転要素が潤滑油を掻き上げて、潤滑油をケーシングの内側壁面に沿って回転要素の最上縁部分まで送り込むことができ、減速機構の外径側部分を確実に潤滑することができる。これにより、回転要素の最上縁部分における潤滑不足が解消される。なお回転要素とは歯車や回転体といった減速機構の回転部材をいう。 According to the present invention, it is possible to store the lubricating oil to the speed reduction chamber. Therefore, while the lubrication of the speed reduction mechanism is based on the axial center lubrication method, the rotation element of the speed reduction mechanism scoops up the lubricating oil during rotation of the speed reduction mechanism, and the lubricating oil is moved along the inner wall surface of the casing. It is possible to feed to the uppermost edge portion, and it is possible to reliably lubricate the outer diameter side portion of the speed reduction mechanism. Thereby, insufficient lubrication in the uppermost edge portion of the rotating element is eliminated. The rotating element means a rotating member of a speed reduction mechanism such as a gear or a rotating body.

なお軸心給油方式の潤滑油循環機構は、潤滑油タンクから潤滑油を吸入して給油孔に吐出する潤滑油ポンプを備え、給油孔から噴射する潤滑油は開口面積を絞られて圧力が大きくされる。このため給油孔における潤滑油の流速は、潤滑油の自然落下により流れる減速室排出孔の流速よりも大きくなり、減速室に潤滑油を貯留することができる。給油孔が並行して複数ある場合、給油孔の開口面積とは複数の開口面積の合計をいう。減速室排出孔の開口面積も同様である。   In addition, the lubrication system for the axial center lubrication system is equipped with a lubrication pump that draws the lubrication oil from the lubrication oil tank and discharges it to the lubrication hole. Is done. For this reason, the flow rate of the lubricating oil in the oil supply hole becomes larger than the flow rate of the deceleration chamber discharge hole that flows due to the natural fall of the lubricating oil, and the lubricating oil can be stored in the deceleration chamber. When there are a plurality of oil supply holes in parallel, the opening area of the oil supply holes means the sum of the plurality of opening areas. The opening area of the deceleration chamber discharge hole is the same.

また本発明によればオーバーフロー排出孔を有することから、減速機構の回転時における減速室の貯留潤滑油の油面レベルを規制することができる。したがって減速機構の攪拌抵抗が大きくなることを解消できる。 Further, according to the present invention, since the overflow discharge hole is provided, it is possible to regulate the oil level of the stored lubricating oil in the deceleration chamber when the speed reduction mechanism rotates. Accordingly, it is possible to eliminate an increase in the stirring resistance of the speed reduction mechanism.

本発明の一実施形態として、減速機構の停止時に減速室に貯留する潤滑油のレベルが、減速機構の回転要素の最下縁部分よりも高い位置にある。かかる実施形態によれば、減速機構の停止時に、回転要素の最下縁部分のみを、貯留した潤滑油に浸漬させることができる。モータ駆動装置の始動する際に回転ポンプの立ち上がりに時間遅れを生じても、潤滑油を掻き上げて、油浴潤滑方式により減速機構を潤滑することができる。したがって、潤滑油が潤滑油循環機構から抜け落ちて潤滑油タンクに貯留する始動時であっても、減速機構を適切に潤滑することができる。   As one embodiment of the present invention, the level of lubricating oil stored in the deceleration chamber when the speed reduction mechanism is stopped is higher than the lowest edge portion of the rotation element of the speed reduction mechanism. According to this embodiment, when the speed reduction mechanism is stopped, only the lowermost edge portion of the rotating element can be immersed in the stored lubricating oil. Even if there is a time delay in the start-up of the rotary pump when starting the motor drive device, it is possible to scoop up the lubricating oil and lubricate the speed reduction mechanism by the oil bath lubrication method. Therefore, the deceleration mechanism can be properly lubricated even at the start-up when the lubricating oil falls off the lubricating oil circulation mechanism and is stored in the lubricating oil tank.

本発明は一実施形態に限定されるものではないが、潤滑油タンクの底部には減速室排出孔と同軸にドレン孔が配設され、前記減速室排出孔は、前記ドレン孔と同一径あるいは前記ドレン孔よりも小径であってもよい。かかる実施形態によれば、ドレン孔を経由して減速室排出孔を穴あけ加工することが可能となり、モータ駆動装置の生産性が向上する。   Although the present invention is not limited to one embodiment, a drain hole is provided coaxially with the deceleration chamber discharge hole at the bottom of the lubricating oil tank, and the deceleration chamber discharge hole has the same diameter as the drain hole or The diameter may be smaller than the drain hole. According to this embodiment, it becomes possible to drill the deceleration chamber discharge hole via the drain hole, and the productivity of the motor drive device is improved.

本発明のモータ駆動装置は、一実施形態として、出力軸と結合するハブ輪、減速室およびモータ室を画成するハウジングに固定されてハブ輪の軸部分の全周を包囲する外輪部材、およびハブ輪と外輪部材との環状空間に配置される複数の転動体を有する車輪ハブ軸受部をさらに備えてもよい。かかる実施形態によればモータ駆動装置をインホイールモータ駆動装置として、車輪のロードホイール内に配置することから、車体よりも下方にモータ駆動装置を配置して、車室空間を広く確保することができる。あるいは、本発明のモータ駆動装置は、車体に搭載されて、駆動軸を介して駆動輪と連結されるオンボード型の駆動装置であってもよい。   A motor drive device according to the present invention includes, as one embodiment, a hub ring coupled to an output shaft, an outer ring member that is fixed to a housing that defines a reduction chamber and a motor chamber, and surrounds the entire circumference of the shaft portion of the hub ring, and You may further provide the wheel hub bearing part which has a some rolling element arrange | positioned in the annular space of a hub ring and an outer ring member. According to such an embodiment, since the motor drive device is disposed as an in-wheel motor drive device in the road wheel of the wheel, the motor drive device can be disposed below the vehicle body to ensure a wide cabin space. it can. Alternatively, the motor drive device of the present invention may be an on-board type drive device that is mounted on a vehicle body and connected to drive wheels via a drive shaft.

本発明の一実施形態として、減速機構はサイクロイド減速機構であって、略水平に延びる前記出力軸の軸線から偏心して該出力軸に結合する円盤形状の偏心部材、内周が転がり軸受を介して偏心部材の外周に相対回転可能に取り付けられ、出力軸の回転に伴って軸線を中心とする公転運動を行う公転部材、公転部材の外周部に係合して公転部材の自転運動を生じさせる外周係合部材、公転部材の自転のみを取り出して出力軸に伝達する運動変換機構とを有する。そしてオーバーフロー排出孔は、軸線の高さ位置と公転部材の最下縁部分の高さ位置との間に配置される。他の実施形態として、減速機構は遊星歯車組からなる減速機構であって、回転要素としてサンギヤあるいはキャリアを有する。   As one embodiment of the present invention, the speed reduction mechanism is a cycloid speed reduction mechanism, a disc-shaped eccentric member that is eccentric from the axis of the output shaft extending substantially horizontally and is coupled to the output shaft, and an inner periphery via a rolling bearing A revolving member that is attached to the outer periphery of the eccentric member so as to be relatively rotatable, and performs a revolving motion around the axis along with the rotation of the output shaft. And a motion conversion mechanism that extracts only the rotation of the engaging member and the revolving member and transmits it to the output shaft. The overflow discharge hole is disposed between the height position of the axis and the height position of the lowermost edge portion of the revolution member. As another embodiment, the speed reduction mechanism is a speed reduction mechanism including a planetary gear set, and has a sun gear or a carrier as a rotating element.

本発明の好ましい実施形態として、運動変換機構は、公転部材に、自転軸心を中心として周方向に間隔を空けて形成される複数の孔と、出力軸の端部に、出力軸の軸線を中心として周方向に間隔を空けて設けられ、孔とそれぞれ係合する複数の内側係合部材とで構成される。そしてオーバーフロー排出孔は、最も低い位置にある内側係合部材の高さ位置と重なるように配置される。かかる実施形態によれば運転時に、内側係合部材を、貯留した潤滑油に浸漬させることができる。したがって、公転部材の孔と内側係合部材との係合箇所を確実に潤滑することができる。また潤滑油のレベルが最も低い位置にある内側係合部材よりも高くなることがないことから、攪拌抵抗を抑制することができる。   As a preferred embodiment of the present invention, the motion conversion mechanism includes a plurality of holes formed in the revolving member at circumferential intervals around the rotation axis, and an axis of the output shaft at the end of the output shaft. A plurality of inner engaging members that are provided at intervals in the circumferential direction as a center and engage with the holes, respectively. The overflow discharge hole is disposed so as to overlap the height position of the inner engagement member at the lowest position. According to this embodiment, the inner engagement member can be immersed in the stored lubricating oil during operation. Therefore, the engagement portion between the hole of the revolution member and the inner engagement member can be reliably lubricated. Further, since the level of the lubricating oil does not become higher than that of the inner engagement member at the lowest position, the stirring resistance can be suppressed.

このように本発明によれば、減速室の底部に潤滑油を貯留することができ、公転部材の外周部分がかかる潤滑油を掻き上げて外ピンを潤滑することができる。したがって、軸心給油方式で懸念されていた公転部材の外周と外ピンとの係合部分の潤滑不足を解消することができる。   Thus, according to this invention, lubricating oil can be stored in the bottom part of a deceleration chamber, the outer peripheral part of a revolution member can scoop up the lubricating oil, and can lubricate an outer pin. Therefore, insufficient lubrication of the engaging portion between the outer periphery of the revolving member and the outer pin, which has been a concern with the shaft center oiling method, can be solved.

本発明の一実施形態になるモータ駆動装置を示す概略縦断面図である。It is a schematic longitudinal cross-sectional view which shows the motor drive device which becomes one Embodiment of this invention. 同実施形態の減速部を示す概略横断面図である。It is a schematic cross-sectional view which shows the deceleration part of the same embodiment. 同実施形態の隔壁を示す概略図である。It is the schematic which shows the partition of the same embodiment. 同実施形態のモータ駆動装置を有する電気自動車を、模式的に示す平面図である。It is a top view which shows typically the electric vehicle which has the motor drive device of the embodiment. 同実施形態のモータ駆動装置を有する電気自動車を模式的に示す正面図である。It is a front view which shows typically the electric vehicle which has the motor drive device of the embodiment. 本発明の実施形態になるモータ駆動装置を有する他の電気自動車を、模式的に示す平面図である。It is a top view which shows typically the other electric vehicle which has the motor drive device which becomes embodiment of this invention.

以下、本発明の実施の形態を、図面に基づき詳細に説明する。   Hereinafter, embodiments of the present invention will be described in detail with reference to the drawings.

図１は、本発明の一実施形態になるインホイールモータ駆動装置を示す概略縦断面図である。図２は、同実施形態の減速部を示す概略横断面図であり、軸線方向車輪ハブ軸受部側からみた様子を表す。図３は、同実施形態の隔壁を示す概略図であり、軸線方向モータ部側からみた様子を表す。図４、図５は、同実施形態のインホイールモータ駆動装置を有する電気自動車を模式的に示す平面図および正面図である。   FIG. 1 is a schematic longitudinal sectional view showing an in-wheel motor driving apparatus according to an embodiment of the present invention. FIG. 2 is a schematic cross-sectional view showing the speed reduction portion of the same embodiment, showing a state seen from the axial wheel hub bearing portion side. FIG. 3 is a schematic view showing the partition wall of the embodiment, and shows a state seen from the axial direction motor unit side. 4 and 5 are a plan view and a front view schematically showing an electric vehicle having the in-wheel motor drive device of the same embodiment.

図４を参照して、電気自動車１１は、シャーシ１２と、前輪としての操舵輪１３と、後輪としての駆動輪１４と、左右の駆動輪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。図５を参照して、駆動輪１４は、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の下部に取り付けられている。   Referring to FIG. 4, an electric vehicle 11 includes an in-wheel motor driving device that transmits driving force to a chassis 12, a steering wheel 13 as a front wheel, a driving wheel 14 as a rear wheel, and left and right driving wheels 14. 21. Referring to FIG. 5, the drive wheel 14 is housed inside a wheel housing 12a of the chassis 12 and is attached to the lower portion of the chassis 12 via a suspension device (suspension) 12b.

懸架装置１２ｂは、電気自動車１１の車幅方向に延びるサスペンションアームと、コイルスプリングおよびショックアブソーバを含むストラットとを有し、サスペンションアームの車幅方向外側端がインホイールモータ駆動装置２１と連結する。またシャーシ１２とインホイールモータ駆動装置２１との間にはストラットが介在する。ストラットは車重を負担してインホイールモータ駆動装置２１のハブ輪に取り付け固定された駆動輪１４に車重を伝達するとともに、駆動輪１４が路面の不陸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。なお、路面の不陸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、懸架装置１２ｂは、左右の駆動輪１４を独立して上下させることができる独立懸架式であるのが望ましい。   The suspension device 12 b includes a suspension arm extending in the vehicle width direction of the electric vehicle 11 and a strut including a coil spring and a shock absorber, and an outer end in the vehicle width direction of the suspension arm is connected to the in-wheel motor drive device 21. A strut is interposed between the chassis 12 and the in-wheel motor drive device 21. The strut bears the vehicle weight and transmits the vehicle weight to the drive wheel 14 attached and fixed to the hub wheel of the in-wheel motor drive device 21, and absorbs the vibration that the drive wheel 14 receives from the unevenness of the road surface to absorb the chassis 12. Suppresses vibration. In order to improve the followability of the road surface against unevenness and efficiently transmit the driving force of the driving wheels to the road surface, the suspension device 12b can independently move the left and right driving wheels 14 up and down. It is desirable that

この電気自動車１１は、ホイールハウジング１２ａ内部に、左右の駆動輪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。   In this electric vehicle 11, it is necessary to provide 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 that drives the left and right drive 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の小型化が求められる。そこで、図１に示すような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２１を採用する。   On the other hand, in order to improve the running stability of the electric vehicle 11, it is necessary to suppress the unsprung weight. In addition, in-wheel motor drive device 21 is required to be downsized in order to secure a wider cabin space. Therefore, an in-wheel motor drive device 21 according to an embodiment of the present invention as shown in FIG. 1 is employed.

まず、図１を参照して、車両減速部の一例としてのインホイールモータ駆動装置２１は、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１４に伝える車輪ハブ軸受部Ｃから構成される。そして、略水平な軸線方向に関し、モータ部Ａ、減速部Ｂ、車輪ハブ軸受部Ｃの順に同軸配置される。   First, referring to FIG. 1, an in-wheel motor drive device 21 as an example of a vehicle deceleration unit includes a motor unit A that generates a driving force, a deceleration unit B that decelerates and outputs the rotation of the motor unit A, The wheel hub bearing portion C is configured to transmit the output from the deceleration portion B to the drive wheels 14. And about the substantially horizontal axial direction, it arranges coaxially in order of the motor part A, the deceleration part B, and the wheel hub bearing part C.

ケーシング２２は、外径寸法が異なる筒状のモータ部ケーシング２２ａおよび減速部ケーシング２２ｂを軸線方向に接続した筒状であって、インホイールモータ駆動装置２１の外郭を構成する。モータ部Ａは外径の大きなモータ部ケーシング２２ａに収容される。モータ部ケーシング２２ａの内空領域をモータ室Ｓａという。減速部Ｂは外径の小さな減速部ケーシング２２ｂに収容される。減速部ケーシング２２ｂの内空領域を減速室Ｓｂという。車輪ハブ軸受部Ｃは、転がり軸受になる車輪ハブ軸受３３と、かかる車輪ハブ軸受３３に回転自在に支持されるハブ輪３２とを有する。ハブ輪３２はボルト３２ｃによって駆動輪１４を固定し、駆動輪１４を駆動する。駆動輪１４は、車幅方向に関し最も外側に配置され、インホイールモータ駆動装置２１よりも充分大きな外径を有して路面に接地する。これにより、駆動輪１４の接地面からケーシング２２までのクリアランスが確保される。 The casing 22 has a cylindrical shape in which a cylindrical motor portion casing 22a and a speed reduction portion casing 22b having different outer diameter dimensions are connected in the axial direction, and constitutes an outline of the in-wheel motor drive device 21. The motor part A is accommodated in a motor part casing 22a having a large outer diameter. The inner space of the motor casing 22a is referred to as a motor chamber Sa. The speed reduction part B is accommodated in a speed reduction part casing 22b having a small outer diameter. The inner space region of the reduction unit casing 22 b of the speed reduction chamber Sb. The wheel hub bearing portion C includes a wheel hub bearing 33 that serves as a rolling bearing, and a hub wheel 32 that is rotatably supported by the wheel hub bearing 33. The hub wheel 32 fixes the driving wheel 14 with a bolt 32 c and drives the driving wheel 14. The drive wheel 14 is disposed on the outermost side in the vehicle width direction, has a sufficiently larger outer diameter than the in-wheel motor drive device 21, and contacts the road surface. Thereby, a clearance from the ground contact surface of the drive wheel 14 to the casing 22 is ensured.

ケーシング２２につき説明すると、ケーシング２２のうちモータ部Ａに位置する部位であるモータ部ケーシング２２ａは、インホイールモータ駆動装置２１の中で最も外径が大きく、軸線Ｏを中心とする中空円筒壁を含む。ケーシング２２のうち減速部Ｂに位置する部位である減速部ケーシング２２ｂは、次に外径が大きく、軸線Ｏを中心とする中空円筒壁を含む。ケーシング２２の軸線方向両端のうち減速部Ｂから遠い側にある軸線方向端には、モータカバー２２ｄが取付固定される。モータカバー２２ｄは、ケーシング２２の一部になる円板形状の壁部材であって、モータ部ケーシング２２ａの軸線方向端の開口を封止する。モータ部Ａと減速部Ｂとの境界には隔壁２２ｅが設けられる。隔壁２２ｅは、ケーシング２２の一部になる円板形状部分であって、モータ部ケーシング２２ａの軸線方向両端のうち減速部Ｂに近い側の軸線方向端と連続するように形成されて、モータ室Ｓａと減速室Ｓｂを仕切る。ケーシング２２の軸線方向両端のうち減速部Ｂに近い側の軸線方向端には、車輪ハブ軸受部Ｃの外輪部材３３ｇが固定される。外輪部材３３ｇの外径は、減速部ケーシング２２ｂの外径よりも小さい。   A description will be given of the casing 22. The motor part casing 22 a, which is a part located in the motor part A of the casing 22, has the largest outer diameter in the in-wheel motor drive device 21, and has a hollow cylindrical wall centered on the axis O. Including. The speed reduction part casing 22b which is a part located in the speed reduction part B in the casing 22 has the next largest outer diameter and includes a hollow cylindrical wall centering on the axis O. A motor cover 22d is attached and fixed to an axial end on the side farther from the speed reduction portion B of both ends of the casing 22 in the axial direction. The motor cover 22d is a disk-shaped wall member that becomes a part of the casing 22, and seals the opening at the axial end of the motor section casing 22a. A partition wall 22e is provided at the boundary between the motor part A and the speed reduction part B. The partition wall 22e is a disk-shaped portion that becomes a part of the casing 22, and is formed so as to be continuous with the axial end on the side closer to the speed reduction portion B among the axial ends of the motor casing 22a. Sa and the deceleration chamber Sb are partitioned. The outer ring member 33g of the wheel hub bearing portion C is fixed to the axial direction end on the side close to the speed reduction portion B of both ends in the axial direction of the casing 22. The outer diameter of the outer ring member 33g is smaller than the outer diameter of the speed reduction unit casing 22b.

モータ部Ａは、モータ部ケーシング２２ａを含み、モータ部ケーシング２２ａの内周面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回転軸３５とを備えるラジアルギャップモータである。ステータ２３にはコイル２３ｃが巻回される。ロータ２４は、中央に貫通孔を有する複数枚の円盤を積層してなる中空円筒形状のロータ本体２４ａと、モータ回転軸３５の外周から径方向外側に突出するよう形成されるとともにロータ本体２４ａの内周に固定されて、ロータ本体２４ａをモータ回転軸３５の軸線方向中央部に支持する円筒形状のロータ支持体２４ｂとを有する。減速部Ｂとは反対側に位置するモータ回転軸３５の軸線方向端は、転がり軸受３６ａを介してモータカバー２２ｄの中心部に回転自在に支持されている。減速部Ｂに近い側にあるモータ回転軸３５の軸線方向端は、隔壁２２ｅの中心孔に通されて、転がり軸受３６ｂを介して隔壁２２ｅの中心孔に回転自在に支持されている。さらにモータ回転軸３５の両端部のうち、減速部Ｂに近い側にある端部は、減速部Ｂの入力軸２５と、例えばセレーション嵌合によって連結固定される。モータ部Ａのモータ回転軸３５および減速部Ｂの入力軸２５は、略水平な軸線Ｏに沿って延び、一体回転することから、モータ回転軸３５および入力軸２５の組立体はモータ側回転部材と呼ばれる。   The motor part A includes a motor part casing 22a, a stator 23 fixed to the inner peripheral surface of the motor part casing 22a, and a rotor 24 arranged at a position facing the inner side of the stator 23 with a radial gap therebetween. The radial gap motor includes a motor rotating shaft 35 that is fixedly connected to the inside of the rotor 24 and rotates integrally with the rotor 24. A coil 23 c is wound around the stator 23. The rotor 24 is formed so as to protrude radially outward from the outer periphery of the motor rotating shaft 35 and the rotor main body 24a having a hollow cylindrical shape in which a plurality of discs having a through hole in the center are stacked. A cylindrical rotor support 24b that is fixed to the inner periphery and supports the rotor main body 24a at the axial center of the motor rotation shaft 35 is provided. The axial end of the motor rotation shaft 35 located on the side opposite to the speed reduction portion B is rotatably supported by the central portion of the motor cover 22d via a rolling bearing 36a. The axial end of the motor rotation shaft 35 on the side close to the speed reduction portion B is passed through the center hole of the partition wall 22e and is rotatably supported by the center hole of the partition wall 22e via the rolling bearing 36b. Further, of the both end portions of the motor rotation shaft 35, the end portion on the side close to the speed reduction portion B is connected and fixed to the input shaft 25 of the speed reduction portion B by, for example, serration fitting. Since the motor rotation shaft 35 of the motor part A and the input shaft 25 of the speed reduction part B extend along a substantially horizontal axis O and rotate integrally, the assembly of the motor rotation shaft 35 and the input shaft 25 is a motor side rotation member. Called.

減速部Ｂは減速部ケーシング２２ｂを含む。また減速部Ｂは、入力軸２５と、出力軸２８と、入力軸２５および出力軸２８間で回転を伝達する回転要素とを有するサイクロイド減速機構を含む。具体的には入力軸２５と、モータ回転軸３５から遠い側にある入力軸２５の端部に偏心して設けられた偏心部材２５ａ，２５ｂと、内周が偏心部材２５ａ，２５ｂの外周に相対回転可能に取り付けられ、入力軸２５の回転に伴って回転軸線を中心とする公転運動を行う公転部材としての曲線板２６ａ，２６ｂと、波形状にされた曲線板２６ａ，２６ｂの外周部に係合して曲線板２６ａ，２６ｂの自転運動を生じさせる外周係合部材としての複数の外ピン２７と、曲線板２６ａ，２６ｂの自転のみを取り出して出力軸２８に伝達する運動変換機構と、かかる自転であって減速部Ｂで減速された回転を車輪ハブ軸受部Ｃに出力する出力軸２８と、偏心部材２５ａ，２５ｂにそれぞれ隣接する位置で入力軸２５に取り付けられたカウンタウェイト２９とを有する。また、減速部Ｂは、後述する潤滑油循環機構により、潤滑油を供給される。なお以下の説明において曲線板２６ａ，２６ｂのいずれ一方を特定しない場合、ａ、ｂを付さず単に符号２６とする場合がある。   The speed reduction part B includes a speed reduction part casing 22b. The deceleration unit B includes a cycloid reduction mechanism having an input shaft 25, an output shaft 28, and a rotating element that transmits rotation between the input shaft 25 and the output shaft 28. Specifically, the input shaft 25, eccentric members 25a, 25b provided eccentrically at the end of the input shaft 25 on the side far from the motor rotation shaft 35, and the inner periphery relatively rotated to the outer periphery of the eccentric members 25a, 25b. Attached to the outer peripheral portions of the curved plates 26a and 26b, which are revolving members that are mounted as possible and perform a revolving motion around the rotation axis along with the rotation of the input shaft 25, and the curved plates 26a and 26b that are corrugated. Then, a plurality of outer pins 27 as outer peripheral engagement members that cause the rotation of the curved plates 26a and 26b, a motion conversion mechanism that extracts only the rotation of the curved plates 26a and 26b and transmits it to the output shaft 28, and such rotation. An output shaft 28 for outputting the rotation decelerated by the speed reduction portion B to the wheel hub bearing portion C, and a counterweight 2 attached to the input shaft 25 at positions adjacent to the eccentric members 25a and 25b, respectively. With the door. Moreover, the deceleration part B is supplied with lubricating oil by the lubricating oil circulation mechanism mentioned later. In the following description, if one of the curved plates 26a and 26b is not specified, a and b may not be attached and the reference numeral 26 may be used.

入力軸２５は、モータ部Ａ側から減速部Ｂ側まで延び、筒状の内ピン補強部材３１ｂに通される。入力軸２５は減速部Ｂ内で転がり軸受３６ｃ、３６ｄによって支持される。転がり軸受３６ｃは、偏心部材２５ａ，２５ｂよりもモータ部Ａ側にあって、入力軸２５外周面と内ピン補強部材３１ｂ内周面との環状隙間に配置される。入力軸２５の減速部Ｂ側の端部は転がり軸受３６ｄによって支持される。転がり軸受３６ｄは、偏心部材２５ａ，２５ｂよりも車輪ハブ軸受部Ｃ側にあって、入力軸２５外周面とフランジ部２８ａ内周面との環状隙間に配置される。入力軸２５のモータ部Ａ側の一端はモータ回転軸３５の軸線方向端と嵌合する。入力軸２５の減速部Ｂ側の端部に取り付けられた偏心部材２５ａ，２５ｂは、軸線Ｏから偏心して取り付けられた円盤形状の偏心部材である。さらに、２つの偏心部材２５ａ，２５ｂ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。 Input shaft 25 extends from the motor part A side to the reducer part B side is passed through the tubular inner pin reinforcing member 31 b. The input shaft 25 is supported in the speed reduction part B by rolling bearings 36c and 36d. Rolling bearing 36c is eccentric member 25a, In the motor part A side of 25b, are disposed in an annular gap between the input shaft 25 outer circumference and the inner pin reinforcing member 31 b in the circumferential surface. The end of the input shaft 25 on the speed reduction portion B side is supported by a rolling bearing 36d. The rolling bearing 36d is located closer to the wheel hub bearing portion C than the eccentric members 25a and 25b, and is disposed in an annular gap between the outer peripheral surface of the input shaft 25 and the inner peripheral surface of the flange portion 28a. One end of the input shaft 25 on the motor part A side is fitted to the axial end of the motor rotation shaft 35. The eccentric members 25a and 25b attached to the end portion of the input shaft 25 on the speed reduction portion B side are disc-shaped eccentric members attached eccentrically from the axis O. Further, the two eccentric members 25a and 25b are provided with a phase difference of 180 ° in order to cancel the centrifugal force due to the eccentric motion.

モータ回転軸３５および入力軸２５と同軸配置された出力軸２８は、減速部Ｂから車輪ハブ軸受部Ｃまで延び、軸線Ｏに沿って延びる軸部２８ｂと、減速部Ｂに近い側にあるこの軸部２８ｂの端部に形成されたフランジ部２８ａとを有する。出力軸２８の端部に形成されたフランジ部２８ａは、入力軸２５の端部と突き合わせて配置される。フランジ部２８ａには有底の中心穴が形成され、かかる中心穴は、入力軸２５の軸線方向端を受け入れるとともに、転がり軸受３６ｄを介して入力軸２５の軸線方向端を相対回転自在に支持する。またフランジ部２８ａの端面には、出力軸２８の回転軸線である軸線Ｏを中心とする円周に沿って、内ピン３１を固定する穴が等間隔に複数形成されている。これらの穴は、出力軸２８の軸線Ｏと平行に延在する。軸部２８ｂの外周面には、車輪ハブ軸受部Ｃのハブ輪３２が嵌合する。   The output shaft 28 arranged coaxially with the motor rotation shaft 35 and the input shaft 25 extends from the speed reduction portion B to the wheel hub bearing portion C, and extends on the axis O to a side close to the speed reduction portion B. And a flange portion 28a formed at the end of the shaft portion 28b. The flange portion 28 a formed at the end portion of the output shaft 28 is disposed to face the end portion of the input shaft 25. A bottomed center hole is formed in the flange portion 28a. The center hole receives the axial end of the input shaft 25 and supports the axial end of the input shaft 25 via a rolling bearing 36d so as to be relatively rotatable. . A plurality of holes for fixing the inner pin 31 are formed at equal intervals along the circumference centering on the axis O that is the rotation axis of the output shaft 28 on the end face of the flange portion 28a. These holes extend parallel to the axis O of the output shaft 28. The hub wheel 32 of the wheel hub bearing portion C is fitted to the outer peripheral surface of the shaft portion 28b.

またフランジ部２８ａは、減速部Ｂ側の軸線方向端部が大径に形成され、軸部２８ｂ側が小径に形成される。かかる小径部分の外周面は転がり軸受３６ｆを介して、後述する外ピン保持部４５の車輪ハブ軸受部Ｃ側の軸線方向端部の内周面に支持される。   Further, the flange portion 28a has a large diameter end portion on the speed reduction portion B side and a small diameter portion on the shaft portion 28b side. The outer peripheral surface of the small-diameter portion is supported by the inner peripheral surface of the axial end portion on the wheel hub bearing portion C side of the outer pin holding portion 45 described later via a rolling bearing 36f.

図２を参照して、曲線板２６ｂは、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は、曲線板２６ｂ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３０ｂは、曲線板２６ｂの中心（自転軸心）に設けられており、偏心部材２５ｂの外周面を同心円となるように保持する。   Referring to FIG. 2, the curved plate 26 b has a plurality of corrugations composed of trochoidal curves such as epitrochoids on the outer periphery, and a plurality of through holes 30 a and 30 b penetrating from one end face to the other end face. Have A plurality of through holes 30a are provided at equal intervals on a circumference centered on the rotation axis of the curved plate 26b, and receive an inner pin 31 described later. The through hole 30b is provided at the center (rotation axis) of the curved plate 26b, and holds the outer peripheral surface of the eccentric member 25b so as to be concentric.

回転要素である曲線板２６ｂは、転がり軸受４１によって偏心部材２５ｂに対して回転自在に支持されている。この転がり軸受４１は、偏心部材２５ｂの外周面に嵌合し、その外周面に内側軌道面４２ａを有する内輪部材４２と、曲線板２６ｂの貫通孔３０ｂの内周面に直接形成された外側軌道面４３と、内側軌道面４２ａおよび外側軌道面４３の間に配置される複数の円筒ころ４４と、隣り合う円筒ころ４４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。あるいは深溝玉軸受であってもよい。内輪部材４２は、転動体になる円筒ころ４４が転走する内輪部材４２の内側軌道面４２ａを軸線方向に挟んで向かい合う１対の鍔部４２ｆをさらに有し、円筒ころ４４を１対の鍔部４２ｆ，４２ｆ間に保持する。   The curved plate 26b which is a rotating element is supported by the rolling bearing 41 so as to be rotatable with respect to the eccentric member 25b. The rolling bearing 41 is fitted to the outer peripheral surface of the eccentric member 25b, and the outer ring formed directly on the inner peripheral surface of the inner ring member 42 having the inner raceway surface 42a on the outer peripheral surface and the through hole 30b of the curved plate 26b. The cylindrical roller bearing includes a surface 43, a plurality of cylindrical rollers 44 disposed between the inner raceway surface 42 a and the outer raceway surface 43, and a retainer (not shown) that holds an interval between adjacent cylindrical rollers 44. . Alternatively, it may be a deep groove ball bearing. The inner ring member 42 further includes a pair of flange portions 42f that face each other with the inner raceway surface 42a of the inner ring member 42 on which the cylindrical rollers 44, which are rolling elements roll, sandwiching in the axial direction. Hold between the portions 42f, 42f.

外ピン２７は、入力軸２５の回転軸線である軸線Ｏを中心とする円周軌道上に等間隔に設けられる。外ピン２７は、軸線Ｏと平行に延び、その両端が、ケーシング２２のうち減速部Ｂを収容する減速室Ｓｂの内壁面に嵌合固定されている外ピン保持部４５に保持されている。より具体的には、外ピン２７の軸線方向両端部を外ピン保持部４５に取り付けられた針状ころ軸受２７ａによって回転自在に支持されている。 The outer pins 27 are provided at equal intervals on a circumferential track around the axis O that is the rotation axis of the input shaft 25. Outer pins 27 extend parallel to the axis O, and both ends are held in the outer pin holding portion 45 which is fitted and fixed to the inner wall surface of the speed reduction chamber S b for accommodating the speed reduction portion B of the casing 22 . More specifically, both end portions in the axial direction of the outer pin 27 are rotatably supported by needle roller bearings 27 a attached to the outer pin holding portion 45.

回転要素である曲線板２６ａ，２６ｂが入力軸２５の回転軸線である軸線Ｏを中心に公転運動すると、曲線形状の波形と外ピン２７とが係合して、曲線板２６ａ，２６ｂに自転運動を生じさせる。また外ピン２７の両端に設けられた針状ころ軸受２７ａにより、外ピン２７が曲線板２６ａ，２６ｂの外周面に当接する際、曲線板２６ａ，２６ｂとの摩擦抵抗が低減される。   When the curved plates 26a and 26b, which are rotating elements, revolve around the axis O, which is the rotational axis of the input shaft 25, the curved waveform and the outer pin 27 engage with each other, and the curved plates 26a, 26b rotate. Give rise to Further, the needle roller bearings 27a provided at both ends of the outer pin 27 reduce the frictional resistance with the curved plates 26a and 26b when the outer pin 27 comes into contact with the outer peripheral surfaces of the curved plates 26a and 26b.

カウンタウェイト２９は、円板状で、円板中心から外れた位置に入力軸２５と嵌合する貫通孔を有し、曲線板２６ａ，２６ｂ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、各偏心部材２５ａ，２５ｂに隣接する位置に偏心部材と１８０°位相を変えて配置される。   The counterweight 29 has a disc shape and has a through hole that fits with the input shaft 25 at a position deviated from the disc center. In order to counteract the unbalanced inertia couple generated by the rotation of the curved plates 26a and 26b, The eccentric member is disposed at a position adjacent to the eccentric members 25a and 25b with a phase difference of 180 ° from that of the eccentric member.

運動変換機構は、出力軸２８のフランジ部２８ａに植設された内側係合部材としての複数の内ピン３１と、曲線板２６ａ，２６ｂに設けられた貫通孔３０ａとで構成される。内ピン３１は、出力軸２８の回転軸線になる軸線Ｏを中心とする円周軌道上に等間隔に設けられており、出力軸２８の軸線Ｏと平行に延び、内ピン３１の基端が出力軸２８に固定されている。また内ピン３１の外周には中空円筒体および針状ころからなる針状ころ軸受３１ａが設けられている。かかる針状ころ軸受３１ａにより、内ピン３１が曲線板２６ａ，２６ｂの貫通孔３０ａの孔壁面に当接する際、曲線板２６ａ，２６ｂとの摩擦抵抗が低減される。貫通孔３０ａの内径は、針状ころ軸受３１ａの中空円筒体の外径よりも十分に大きく、これにより中空円筒体は貫通孔３０ａの孔壁面に沿って転がりながら移動する。針状ころ軸受３１ａは３１に含まれると考えてもよい。   The motion conversion mechanism includes a plurality of inner pins 31 as inner engagement members implanted in the flange portion 28a of the output shaft 28, and through holes 30a provided in the curved plates 26a and 26b. The inner pins 31 are provided at equal intervals on a circumferential orbit centering on the axis O serving as the rotation axis of the output shaft 28, extend in parallel with the axis O of the output shaft 28, and the proximal end of the inner pin 31 is It is fixed to the output shaft 28. A needle roller bearing 31 a made up of a hollow cylindrical body and needle rollers is provided on the outer periphery of the inner pin 31. The needle roller bearing 31a reduces the frictional resistance with the curved plates 26a and 26b when the inner pin 31 contacts the hole wall surface of the through hole 30a of the curved plates 26a and 26b. The inner diameter of the through hole 30a is sufficiently larger than the outer diameter of the hollow cylindrical body of the needle roller bearing 31a, whereby the hollow cylindrical body moves while rolling along the hole wall surface of the through hole 30a. It may be considered that the needle roller bearing 31 a is included in 31.

図１を参照して、各内ピン３１の先端には、内ピン３１を補強する内ピン補強部材３１ｂが圧入で連結固定されている。内ピン補強部材３１ｂは、複数の内ピン３１先端同士を連結する円環形状のフランジ部３１ｃと、フランジ部３１ｃの内径部と結合し内ピン３１から離れるよう軸線方向に延びる円筒形状の筒状部３１ｄとを含む。複数の内ピン３１を補強する内ピン補強部材３１ｂは、曲線板２６ａ，２６ｂから一部の内ピン３１に負荷された荷重を全ての内ピン３１に均一に分散する。フランジ部３１ｃは、筒状部３１ｄ側の径寸法が小さく、内ピン３１側の径寸法が大きく形成され、軸線方向中間部分が筒状に形成されている。フランジ部３１ｃの軸線方向中間部分は、その内周面で転がり軸受３６ｃを支持し、その外周面で転がり軸受３６ｅに支持される。転がり軸受３６ｅは外ピン保持部４５のモータ部Ａ側の軸線方向端部の内周面に支持される。   Referring to FIG. 1, an inner pin reinforcing member 31 b that reinforces the inner pin 31 is connected and fixed to the tip of each inner pin 31 by press-fitting. The inner pin reinforcing member 31b is an annular flange portion 31c that connects the tips of the plurality of inner pins 31, and a cylindrical tube that is coupled to the inner diameter portion of the flange portion 31c and extends in the axial direction so as to be away from the inner pin 31. Part 31d. The inner pin reinforcing member 31 b that reinforces the plurality of inner pins 31 uniformly distributes the load applied to some of the inner pins 31 from the curved plates 26 a and 26 b to all the inner pins 31. The flange portion 31c has a small diameter dimension on the cylindrical portion 31d side, a large diameter dimension on the inner pin 31 side, and a cylindrical intermediate portion in the axial direction. The axial intermediate portion of the flange portion 31c supports the rolling bearing 36c on its inner peripheral surface and is supported on the rolling bearing 36e on its outer peripheral surface. The rolling bearing 36e is supported on the inner peripheral surface of the end portion in the axial direction of the outer pin holding portion 45 on the motor portion A side.

内ピン３１は、曲線板２６ａ，２６ｂのうち外周部と入力軸２５の軸線Ｏとの間の径方向部位に設けられた貫通孔３０ａを貫通する。貫通孔３０ａは、複数の内ピン３１それぞれに対応する位置に設けられる。また、貫通孔３０ａの内径寸法は、内ピン３１の外径寸法（「針状ころ軸受３１ａ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。したがって、曲線板２６ａ，２６ｂに設けられた貫通孔３０ａを貫通して延びる内ピン３１は、貫通孔３０ａとそれぞれ係合する内側係合部材になる。   The inner pin 31 passes through a through hole 30 a provided in a radial direction portion between the outer peripheral portion of the curved plates 26 a and 26 b and the axis O of the input shaft 25. The through hole 30 a is provided at a position corresponding to each of the plurality of inner pins 31. The inner diameter dimension of the through hole 30a is set to be larger than the outer diameter dimension of the inner pin 31 (referred to as “maximum outer diameter including the needle roller bearing 31a”; the same applies hereinafter). Therefore, the inner pins 31 extending through the through holes 30a provided in the curved plates 26a and 26b become inner engagement members that respectively engage with the through holes 30a.

筒状部３１ｄは、潤滑油ポンプ５１を駆動結合する。複数の内ピン３１が出力軸２８とともに回転すると、内ピン３１に連れ回される筒状部３１ｄが潤滑油ポンプ５１を駆動する。ケーシング２２の内部に設けられる潤滑油ポンプ５１は、モータ部Ａの出力によって駆動され、インホイールモータ駆動装置２１の内部に潤滑油を循環させる。なお図示はしなかったが、潤滑油を冷却する水冷式または空冷式の冷却構造を、ケーシング２２に設けると良い。これにより潤滑油は、インホイールモータ駆動装置２１を潤滑するのみならず、インホイールモータ駆動装置２１の冷却に寄与する。   The cylindrical portion 31d drives and couples the lubricating oil pump 51. When the plurality of inner pins 31 rotate together with the output shaft 28, the cylindrical portion 31 d that is rotated by the inner pins 31 drives the lubricating oil pump 51. The lubricating oil pump 51 provided inside the casing 22 is driven by the output of the motor unit A, and circulates lubricating oil inside the in-wheel motor driving device 21. Although not shown, the casing 22 may be provided with a water-cooled or air-cooled cooling structure for cooling the lubricating oil. Thereby, the lubricating oil not only lubricates the in-wheel motor drive device 21 but also contributes to cooling of the in-wheel motor drive device 21.

車輪ハブ軸受部Ｃは、出力軸２８に固定連結されたハブ輪３２と、ハブ輪３２をケーシング２２に対して回転自在に保持する車輪ハブ軸受３３とを備える。車輪ハブ軸受３３は複列アンギュラ玉軸受であって、その内輪部材３３ｎがハブ輪３２の外周面に嵌合固定される。車輪ハブ軸受３３の外輪部材３３ｇは、ケーシング２２のうち減速部ケーシング２２ｂの軸線方向端に固定される。ハブ輪３２は、出力軸２８の軸部２８ｂと結合する円筒形状の中空部３２ａと、軸部２８ｂのうち減速部Ｂから遠い側の端部に形成されるフランジ部３２ｂとを有する。フランジ部３２ｂにはボルト３２ｃによって駆動輪１４(図４)が固定連結される。   The wheel hub bearing portion C includes a hub wheel 32 fixedly connected to the output shaft 28 and a wheel hub bearing 33 that holds the hub wheel 32 rotatably with respect to the casing 22. The wheel hub bearing 33 is a double-row angular ball bearing, and an inner ring member 33 n is fitted and fixed to the outer peripheral surface of the hub ring 32. The outer ring member 33g of the wheel hub bearing 33 is fixed to the end of the casing 22 in the axial direction of the speed reduction unit casing 22b. The hub wheel 32 includes a cylindrical hollow portion 32a that is coupled to the shaft portion 28b of the output shaft 28, and a flange portion 32b that is formed at an end portion of the shaft portion 28b that is far from the speed reduction portion B. The driving wheel 14 (FIG. 4) is fixedly connected to the flange portion 32b by a bolt 32c.

上記構成のインホイールモータ駆動装置２１の作動原理を詳しく説明する。   The operation principle of the in-wheel motor drive device 21 having the above configuration will be described in detail.

モータ部Ａは、例えば、ステータ２３のコイル２３ｃ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。   The motor unit A receives, for example, electromagnetic force generated by supplying an alternating current to the coil 23c of the stator 23, and the rotor 24 composed of a permanent magnet or a magnetic material rotates.

これにより、ロータ２４に接続されたモータ回転軸３５は回転を出力し、モータ回転軸３５および入力軸２５が回転すると、曲線板２６ａ，２６ｂは入力軸２５の軸線Ｏを中心として公転運動する。このとき、外ピン２７が、曲線板２６ａ，２６ｂの曲線形状の波形と転がり接触するよう係合して、曲線板２６ａ，２６ｂを入力軸２５の回転とは逆向きに自転運動させる。   As a result, the motor rotating shaft 35 connected to the rotor 24 outputs rotation, and when the motor rotating shaft 35 and the input shaft 25 rotate, the curved plates 26 a and 26 b revolve around the axis O of the input shaft 25. At this time, the outer pin 27 is engaged so as to be in rolling contact with the curved waveform of the curved plates 26 a and 26 b to rotate the curved plates 26 a and 26 b in the direction opposite to the rotation of the input shaft 25.

貫通孔３０ａに挿通される内ピン３１および針状ころ軸受３１ａの中空円筒体は、貫通孔３０ａの内径よりも十分に細く、曲線板２６ａ，２６ｂの自転運動に伴って貫通孔３０ａの孔壁面と当接する。これにより、曲線板２６ａ，２６ｂの公転運動が内ピン３１に伝わらず、曲線板２６ａ，２６ｂの自転運動のみが出力軸２８を介して車輪ハブ軸受部Ｃに伝達される。かくして、貫通孔３０ａおよび内ピン３１は運動変換機構としての役目を果たす。   The hollow cylindrical body of the inner pin 31 and the needle roller bearing 31a inserted through the through hole 30a is sufficiently thinner than the inner diameter of the through hole 30a, and the hole wall surface of the through hole 30a is accompanied with the rotation of the curved plates 26a and 26b. Abut. As a result, the revolving motion of the curved plates 26 a and 26 b is not transmitted to the inner pin 31, and only the rotational motion of the curved plates 26 a and 26 b is transmitted to the wheel hub bearing portion C via the output shaft 28. Thus, the through hole 30a and the inner pin 31 serve as a motion conversion mechanism.

この運動変換機構を介して、入力軸２５と同軸に配置された出力軸２８は、曲線板２６ａ，２６ｂの自転を減速部Ｂの出力として取り出す。この結果、入力軸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。したがって、低トルク、高回転型のモータ部Ａを採用した場合でも、駆動輪に必要なトルクを伝達することが可能となる。   Through this motion conversion mechanism, the output shaft 28 arranged coaxially with the input shaft 25 takes out the rotation of the curved plates 26a, 26b as the output of the deceleration unit B. As a result, the rotation of the input shaft 25 is decelerated by the deceleration unit B and transmitted to the output shaft 28. Therefore, even when the low torque, high rotation type motor unit A is employed, it is possible to transmit the necessary torque to the drive wheels.

なお、上記構成の減速部Ｂの減速比は、外ピン２７の数をＺＡ、曲線板２６ａ，２６ｂの波形の数をＺＢとすると、（ＺＡ−ＺＢ）／ＺＢで算出される。図２に示す実施例では、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 unit B having the above-described configuration is calculated as (Z A −Z B ) / Z B where Z A is the number of outer pins 27 and Z B is the number of waveforms of the curved plates 26a and 26b. The In the embodiment shown in FIG. 2, because Z A = 12 and Z B = 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サイクロイド減速機構を減速部Ｂに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。   Thus, by adopting the cycloid reduction mechanism that can obtain a large reduction ratio without using a multistage configuration in the reduction part B, a compact and high reduction ratio in-wheel motor drive device 21 can be obtained.

次に潤滑油循環機構について説明すると、減速部ケーシング２２ｂの下部には潤滑油タンク５３が附設される。潤滑油タンク５３は減速部ケーシング２２ｂの外周よりも径方向外側へ突出し、モータ部ケーシング２２ａよりも低い位置に配置される。また減速室Ｓｂの底部には、減速部ケーシング２２ｂを上下方向に貫通する減速室排出孔６１が形成される。これにより減速室排出孔６１は減速室Ｓｂと潤滑油タンク５３を接続する。   Next, the lubricating oil circulation mechanism will be described. A lubricating oil tank 53 is attached to the lower part of the speed reduction unit casing 22b. The lubricating oil tank 53 protrudes radially outward from the outer periphery of the speed reduction unit casing 22b and is disposed at a position lower than the motor unit casing 22a. A deceleration chamber discharge hole 61 is formed in the bottom of the deceleration chamber Sb so as to penetrate the deceleration portion casing 22b in the vertical direction. Thereby, the deceleration chamber discharge hole 61 connects the deceleration chamber Sb and the lubricating oil tank 53.

潤滑油タンク５３の底部にはドレン孔６８が穿設される。ドレン孔６８の内周面には雌ねじが形成され、この雌ねじにドレンボルト６９が螺合固定する。ドレン孔６８および減速室排出孔６１は、共通する軸線Ｙに沿って延びる。つまりドレン孔６８と減速室排出孔６１は同軸に配置される。またドレン孔６８の内径は減速室排出孔６１の内径よりも大きい。これにより潤滑油タンク６８を減速部ケーシング２２ｂと一体に形成した場合は、ドレン孔６８を経由して、減速室排出孔６１の穴あけ加工が容易になり、低コスト化が可能となる。   A drain hole 68 is formed in the bottom of the lubricating oil tank 53. A female screw is formed on the inner peripheral surface of the drain hole 68, and a drain bolt 69 is screwed and fixed to the female screw. The drain hole 68 and the deceleration chamber discharge hole 61 extend along the common axis Y. That is, the drain hole 68 and the deceleration chamber discharge hole 61 are arranged coaxially. The inner diameter of the drain hole 68 is larger than the inner diameter of the deceleration chamber discharge hole 61. As a result, when the lubricating oil tank 68 is formed integrally with the speed reducer casing 22b, the speed reduction chamber discharge hole 61 can be easily drilled through the drain hole 68, and the cost can be reduced.

ケーシング２２のうちモータ部Ａと減速部Ｂとの境界になる隔壁２２ｅには、前述した潤滑油ポンプ５１が設けられている。潤滑油ポンプ５１は、軸線Ｏと同軸に配置され、内ピン補強部材３１ｂによって駆動される。隔壁２２ｅの壁内部に形成された吸入油路５２は、上下方向に延びて、その上端が潤滑油ポンプ５１の吸入口と接続し、その下端が減速部Ｂの下部に設けられた潤滑油タンク５３と接続する。隔壁２２ｅの壁内部に形成された吐出油路５４は、上下方向に延びて、その下端で潤滑油ポンプ５１の吐出口と接続し、その上端でモータ部ケーシング２２ａに形成されたケーシング油路５５の一端と接続する。   In the casing 22, the above-described lubricating oil pump 51 is provided in a partition wall 22 e that is a boundary between the motor part A and the speed reduction part B. The lubricating oil pump 51 is disposed coaxially with the axis O, and is driven by the inner pin reinforcing member 31b. A suction oil passage 52 formed in the wall of the partition wall 22e extends in the vertical direction, and an upper end thereof is connected to the suction port of the lubricant pump 51, and a lower end thereof is a lubricant tank provided at a lower portion of the speed reduction unit B. 53. The discharge oil passage 54 formed inside the wall of the partition wall 22e extends in the vertical direction, and is connected to the discharge port of the lubricating oil pump 51 at the lower end thereof. The casing oil passage 55 formed in the motor section casing 22a at the upper end thereof. Connect to one end.

ケーシング油路５５は、モータ部ケーシング２２ａを構成する中空円筒壁の壁内部に形成されて、軸線方向に延びている。ケーシング油路５５のモータカバー２２ｄ側の端部は、連絡油路５６の外径側端と接続する、連絡油路５６は、ケーシング２２のモータカバー２２ｄの壁内部に形成されて、径方向に延びる。連絡油路５６の内径側端は、出力軸カバー油路５７を介して、モータ回転軸３５に設けられるモータ回転軸油路５８ａと接続する。   The casing oil passage 55 is formed inside the hollow cylindrical wall that constitutes the motor section casing 22a, and extends in the axial direction. The end of the casing oil passage 55 on the motor cover 22d side is connected to the outer diameter side end of the communication oil passage 56. The communication oil passage 56 is formed inside the wall of the motor cover 22d of the casing 22 and extends in the radial direction. Extend. An inner diameter side end of the communication oil passage 56 is connected to a motor rotation shaft oil passage 58 a provided in the motor rotation shaft 35 via an output shaft cover oil passage 57.

出力軸カバー油路５７は、ケーシング２２の一部になる出力軸カバー２２ｆに設けられる。出力軸カバー２２ｆは、モータ回転軸３５の一端と対向位置される略円板状の壁部材である。そして出力軸カバー油路５７は出力軸カバー２２ｆの壁内部に形成される。固定側になる出力軸カバー油路５７の一端と、回転側になるモータ回転軸油路５８ａの一端は、軸線Ｏに沿って配置され、僅かな隙間を介して対面する。かかる隙間は転がり軸受３６ａと接続する。   The output shaft cover oil passage 57 is provided in the output shaft cover 22 f that becomes a part of the casing 22. The output shaft cover 22 f is a substantially disk-shaped wall member positioned opposite to one end of the motor rotation shaft 35. The output shaft cover oil passage 57 is formed inside the wall of the output shaft cover 22f. One end of the output shaft cover oil passage 57 on the fixed side and one end of the motor rotation shaft oil passage 58a on the rotation side are arranged along the axis O and face each other through a slight gap. Such a gap is connected to the rolling bearing 36a.

モータ回転軸油路５８ａは、モータ回転軸３５の内部に設けられて、軸線Ｏに沿って延びる軸心給油のための油路である。そして、モータ回転軸油路５８ａの減速部Ｂに近い側の一端が、入力軸２５に設けられて軸線Ｏに沿って延びる減速部入力軸油路５８ｂと接続する。また、モータ回転軸油路５８ａの減速部Ｂから遠い側の一端が、上述した出力軸カバー油路５７と接続する。さらにモータ回転軸油路５８ａは、途中の軸線方向中央部でロータ油路６４の内径側端と接続する。   The motor rotation shaft oil passage 58 a is an oil passage that is provided inside the motor rotation shaft 35 and extends along the axis O to supply the center of the shaft. One end of the motor rotation shaft oil passage 58a on the side close to the speed reduction portion B is connected to a speed reduction portion input shaft oil passage 58b provided on the input shaft 25 and extending along the axis O. Further, one end of the motor rotation shaft oil passage 58a on the side farther from the speed reduction portion B is connected to the output shaft cover oil passage 57 described above. Further, the motor rotation shaft oil passage 58a is connected to the inner diameter side end of the rotor oil passage 64 at the middle in the axial direction.

減速部入力軸油路５８ｂは、入力軸２５の内部に設けられて、入力軸２５の両端間を軸線Ｏに沿って延びる軸心給油のための油路である。出力軸２８のフランジ部２８ａと対向する一端には、給油孔６０が設けられる。給油孔６０は、減速部入力軸油路５８ｂの断面よりも小径の孔であり、通過する潤滑油の流量を規制して、減速部入力軸油路５８ｂの一端と転がり軸受３６ｄとを連通する。モータ回転軸油路５８ａおよび減速部入力軸油路５８ｂは連続して延び１本の直線を構成することから、これらを軸線油路５８とも呼ぶ。軸線油路５８はモータ側回転部材に１本のみ設けられる。減速部入力軸油路５８ｂの開口面積はモータ回転軸油路５８ａの開口面積よりも小さい。 The speed reducer input shaft oil passage 58b is an oil passage provided inside the input shaft 25 and extending along the axis O between both ends of the input shaft 25. An oil supply hole 60 is provided at one end of the output shaft 28 facing the flange portion 28a. Oil supply hole 60 is a small diameter hole than the cross-section of the reduction unit input shaft oil passage 58b, to regulate the flow rate of the lubricating oil passing through, it communicates the end rolling bearing 36 d of the reduction unit input shaft oil passage 58b To do. Since the motor rotation shaft oil passage 58a and the speed reducer input shaft oil passage 58b continuously extend to form one straight line, they are also referred to as an axis oil passage 58. Only one axial oil passage 58 is provided on the motor-side rotating member. The opening area of the speed reducer input shaft oil passage 58b is smaller than the opening area of the motor rotation shaft oil passage 58a.

減速部入力軸油路５８ｂは、偏心部材２５ａ内を径方向外側に向かって延びる給油孔５９ａと、偏心部材２５ｂ内を径方向外側に向かって延びる給油孔５９ｂとに分岐する。給油孔５９ａ，５９ｂは同一構成であるため、代表的に給油孔５９ｂを説明すると、図２を参照して、給油孔５９ｂは偏心部材２５ｂの偏心方向、つまり軸線Ｏから偏心部材２５ｂの外周面に最も遠い方向と、偏心部材２５ｂの反偏心方向、つまり軸線Ｏから偏心部材２５ｂの外周面に最も近い方向と、にそれぞれ直線状に延びる。給油孔５９ｂの外径側端は、偏心部材２５ｂの外周面に沿って形成された環状溝６２と接続する。環状溝６２は、偏心部材２５ｂの外周面と内輪部材４２の内周面との間に配置されており、内輪部材４２に穿設された複数の給油孔先端口６３と接続する。給油孔先端口６３は内輪部材４２の内周面から内側軌道面４２ａまで貫通する。給油孔先端口６３の周方向位置は、例えば偏心部材２５ｂの偏心方向と、この偏心方向から一方および他方に４５°離れた位置にされる。これにより給油孔先端口６３を、転がり軸受４１の軸受荷重が０になる無負荷領域に配置することができる。環状溝６２および給油孔先端口６３は給油孔５９ｂに含まれると理解されたい。本実施形態では１つの内輪部材４２につき３個の給油孔先端口６３が形成されるところ、２本の給油孔５９ｂの開口面積の合計は、これら３個の給油孔先端口６３の合計よりも小さい。   The speed reducer input shaft oil passage 58b branches into an oil supply hole 59a extending radially outward in the eccentric member 25a and an oil supply hole 59b extending radially outward in the eccentric member 25b. Since the oil supply holes 59a and 59b have the same configuration, the oil supply hole 59b will be described representatively. Referring to FIG. 2, the oil supply hole 59b is in the eccentric direction of the eccentric member 25b, that is, from the axis O to the outer peripheral surface of the eccentric member 25b. , And the direction farthest from the eccentric member 25b, that is, the direction closest to the outer peripheral surface of the eccentric member 25b from the axis O, respectively. The outer diameter side end of the oil supply hole 59b is connected to an annular groove 62 formed along the outer peripheral surface of the eccentric member 25b. The annular groove 62 is disposed between the outer peripheral surface of the eccentric member 25 b and the inner peripheral surface of the inner ring member 42, and is connected to a plurality of oil supply hole front ends 63 formed in the inner ring member 42. The oil supply hole tip 63 penetrates from the inner peripheral surface of the inner ring member 42 to the inner raceway surface 42a. The circumferential direction position of the oil supply hole front end 63 is, for example, an eccentric direction of the eccentric member 25b and a position 45 ° away from the eccentric direction to one and the other. Thereby, the oil supply hole front end port 63 can be disposed in a no-load region where the bearing load of the rolling bearing 41 becomes zero. It should be understood that the annular groove 62 and the oil supply hole tip 63 are included in the oil supply hole 59b. In the present embodiment, three oil supply hole front end openings 63 are formed for one inner ring member 42. The total opening area of the two oil supply holes 59b is larger than the total of these three oil supply hole front end openings 63. small.

一方の偏心部材２５ａに形成される２本の給油孔５９ａの開口面積と、他方の偏心部材２５ｂに形成される２本の給油孔５９ｂの開口面積との合計、つまり４本の給油孔５９ａ，５９ｂの合計開口面積は、減速部入力軸油路５８ｂの開口面積よりも小さい。さらには、４本の給油孔５９ａ，５９ｂおよび給油孔６０の合計開口面積は、減速部入力軸油路５８ｂの開口面積よりも小さい。つまり潤滑油タンク５３から減速室Ｓｂまでの油路のうち、開口面積が最も小さい箇所は給油孔５９ａ，５９ｂおよび給油孔６０である。なお本実施形態の他、図示はしなかったが減速部入力軸油路５８ｂの一端に給油孔６０を設けなくてもよい。かかる実施形態であっても、潤滑油タンク５３から減速室Ｓｂまでの油路のうち、開口面積が最も小さい箇所は給油孔５９ａ，５９ｂである。   The sum of the opening area of the two oil supply holes 59a formed in one eccentric member 25a and the opening area of the two oil supply holes 59b formed in the other eccentric member 25b, that is, four oil supply holes 59a, The total opening area of 59b is smaller than the opening area of the speed reducer input shaft oil passage 58b. Furthermore, the total opening area of the four oil supply holes 59a and 59b and the oil supply hole 60 is smaller than the opening area of the speed reducing portion input shaft oil passage 58b. That is, in the oil passage from the lubricating oil tank 53 to the deceleration chamber Sb, the portions with the smallest opening area are the oil supply holes 59a and 59b and the oil supply hole 60. In addition to the present embodiment, although not shown, the oil supply hole 60 may not be provided at one end of the speed reduction unit input shaft oil passage 58b. Even in this embodiment, the portions with the smallest opening area in the oil passage from the lubricating oil tank 53 to the deceleration chamber Sb are the oil supply holes 59a and 59b.

図１を参照して、ロータ２４には、ロータ油路６４が設けられる。ロータ油路６４は、モータ回転軸油路５８ａから分岐する油路であり、ロータ支持体２４ｂの内部に形成されて径方向に延び、ロータ本体２４ａまで達する。本実施形態では、ロータ油路６４がロータ支持体２４ｂの直径に沿って延びる。つまりロータ支持体２４ｂは、その半径に沿って延びる２本のロータ油路６４を有する。   With reference to FIG. 1, a rotor oil passage 64 is provided in the rotor 24. The rotor oil passage 64 is an oil passage branched from the motor rotation shaft oil passage 58a, is formed inside the rotor support 24b, extends in the radial direction, and reaches the rotor main body 24a. In the present embodiment, the rotor oil passage 64 extends along the diameter of the rotor support 24b. That is, the rotor support 24b has two rotor oil passages 64 extending along the radius thereof.

モータ室Ｓａの底部には軸線方向に延びる溝６５と、溝６５の一端と接続して隔壁２２ｅを貫通するモータ室排出孔６６とが設けられる。溝６５はモータ室Ｓａの最も低い位置に配置される。モータ室排出孔６６は、吸入油路５２を回避するように、インホイールモータ駆動装置２１の幅方向両側に１本ずつ設けられ、その一端が溝６５の一端と接続し、他端が図２に示すように潤滑油タンク５３の上部と接続する。   A groove 65 extending in the axial direction and a motor chamber discharge hole 66 connected to one end of the groove 65 and penetrating the partition wall 22e are provided at the bottom of the motor chamber Sa. The groove 65 is disposed at the lowest position of the motor chamber Sa. One motor chamber discharge hole 66 is provided on each side in the width direction of the in-wheel motor drive device 21 so as to avoid the suction oil passage 52, one end of which is connected to one end of the groove 65, and the other end of FIG. As shown in FIG. 4, the upper part of the lubricating oil tank 53 is connected.

モータ室排出孔６６の開口面積の合計は、ロータ油路６４の開口面積の合計よりも大きい。さらにモータ室排出孔６６の開口面積の合計は、ロータ油路６４の開口面積および後述するオーバーフロー排出孔６７の開口面積の合計よりも大きい。このため、ロータ油路６４およびオーバーフロー排出孔６７を通過してモータ室Ｓａに流入する潤滑油の流入量の合計よりも、モータ室排出孔６６の排出能力が大きく、インホイールモータ駆動装置２１の回転時にモータ室Ｓａに潤滑油が貯留することはない。   The total opening area of the motor chamber discharge holes 66 is larger than the total opening area of the rotor oil passages 64. Furthermore, the sum of the opening areas of the motor chamber discharge holes 66 is larger than the sum of the opening areas of the rotor oil passages 64 and the overflow discharge holes 67 described later. For this reason, the discharge capacity of the motor chamber discharge hole 66 is larger than the sum of the inflow amounts of the lubricating oil flowing into the motor chamber Sa through the rotor oil passage 64 and the overflow discharge hole 67, and the in-wheel motor drive device 21 Lubricating oil does not accumulate in the motor chamber Sa during rotation.

隔壁２２ｅには、モータ室排出孔６６よりも高い位置に、オーバーフロー排出孔６７がさらに穿設される。オーバーフロー排出孔６７は、詳しくは後述するが、減速室Ｓｂの内部に潤滑油が貯留するときに、潤滑油の油面がオーバーフロー排出孔６７の高さ位置（レベルＬ１）を超えないようにする役目を果たすものであって、外ピン２７を回避するように、インホイールモータ駆動装置２１の幅方向両側に１本ずつ同じ高さ位置に設けられる。オーバーフロー排出孔６７は軸線方向に延び、その一端がモータ室Ｓａと接続し、その他端が減速室Ｓｂと接続する。   An overflow discharge hole 67 is further formed in the partition wall 22e at a position higher than the motor chamber discharge hole 66. As will be described in detail later, the overflow discharge hole 67 prevents the oil level of the lubricant from exceeding the height position (level L1) of the overflow discharge hole 67 when the lubricant oil is stored in the deceleration chamber Sb. The in-wheel motor drive device 21 is provided at the same height position, one on each side in the width direction so as to avoid the outer pin 27. The overflow discharge hole 67 extends in the axial direction, one end thereof is connected to the motor chamber Sa, and the other end is connected to the deceleration chamber Sb.

オーバーフロー排出孔６７の高さ位置は、曲線板２６ａ，２６ｂの外周の最下縁よりも高く、転がり軸受４１よりも低い位置に設定される。具体的には、複数ある内ピン３１のうち、最も低い位置にある内ピン３１と略同じ高さとなるように設定される。また複数ある外ピン２７のうち、最も低い位置にある外ピン２７を含む数本の外ピン２７よりも高い位置に設定される。これによりオーバーフロー排出孔６７は減速室Ｓｂに貯留する潤滑油の上限レベルＬ１を規定し、レベルＬ１以下の内ピン３１および外ピン２７は貯留した潤滑油に浸漬している。   The height of the overflow discharge hole 67 is set to a position higher than the lowermost edge of the outer periphery of the curved plates 26 a and 26 b and lower than the rolling bearing 41. Specifically, it is set so as to be substantially the same height as the inner pin 31 at the lowest position among the plurality of inner pins 31. Further, among the plurality of outer pins 27, it is set at a position higher than several outer pins 27 including the outer pin 27 at the lowest position. Thereby, the overflow discharge hole 67 defines the upper limit level L1 of the lubricating oil stored in the deceleration chamber Sb, and the inner pin 31 and the outer pin 27 below the level L1 are immersed in the stored lubricating oil.

潤滑油循環機構の作用につき説明すると、内ピン補強部材３１ｂを介して出力軸２８によって駆動される潤滑油ポンプ５１は、図１に矢印で示すように、吸入油路５２を介して潤滑油タンク５３に貯留した潤滑油を吸入し、吐出油路５４に潤滑油を吐出する。潤滑油は、潤滑油ポンプ５１によって加圧され、吐出油路５４からケーシング油路５５と、連絡油路５６と、出力軸カバー油路５７とを流れる。そして潤滑油の一部が転がり軸受３６ａを潤滑してモータ室Ｓａへ向かい、残部が軸線油路５８に流入する。   The operation of the lubricating oil circulation mechanism will be described. The lubricating oil pump 51 driven by the output shaft 28 via the inner pin reinforcing member 31b is connected to the lubricating oil tank via the suction oil passage 52 as shown by an arrow in FIG. The lubricating oil stored in 53 is sucked, and the lubricating oil is discharged into the discharge oil passage 54. The lubricating oil is pressurized by the lubricating oil pump 51 and flows from the discharge oil passage 54 through the casing oil passage 55, the communication oil passage 56, and the output shaft cover oil passage 57. A part of the lubricating oil lubricates the rolling bearing 36 a and moves toward the motor chamber Sa, and the remaining part flows into the axial oil passage 58.

図１に矢印で示すように、モータ回転軸油路５８ａを流れる潤滑油は、一部がロータ油路６４に流入し、ロータ２４の外周面から外径方向に噴射されて、ステータ２３に向かい、ロータ２４およびステータ２３を潤滑および冷却する。次に潤滑油は、モータ室Ｓａの底部へ向かい、溝６５に集まって、モータ室排出孔６６を経て潤滑油タンク５３に還流する。   As indicated by arrows in FIG. 1, a part of the lubricating oil flowing through the motor rotating shaft oil passage 58 a flows into the rotor oil passage 64 and is injected from the outer peripheral surface of the rotor 24 in the outer diameter direction toward the stator 23. The rotor 24 and the stator 23 are lubricated and cooled. Next, the lubricating oil moves toward the bottom of the motor chamber Sa, collects in the groove 65, and returns to the lubricating oil tank 53 through the motor chamber discharge hole 66.

またモータ回転軸油路５８ａを流れる潤滑油の残部は、減速部入力軸油路５８ｂに流入する。そして減速部入力軸油路５８ｂを流れる潤滑油の一部が、給油孔５９ａ、５９ｂにそれぞれ分岐して流れ、環状溝６２を経由して給油孔先端口６３から内側軌道面４２ａに噴射される。かかる潤滑油は、偏心部材２５ａに設けられた転がり軸受４１と、偏心部材２５ｂに設けられた転がり軸受４１とをそれぞれ潤滑する。潤滑油は遠心力の作用によって減速部Ｂの外径方向へ流れ、減速室Ｓｂにおいて曲線板２６ａ，２６ｂの表面と、内ピン３１と貫通孔３０ａの孔壁面との当接箇所と、針状ころ軸受３１ａと、外ピン２７と曲線板２６ａ，２６ｂの波状外周面との係合箇所と、針状ころ軸受２７ａとを順次潤滑する、かかる軸心給油方式により潤滑油は、減速部Ｂを好適に潤滑および冷却する。   Further, the remaining portion of the lubricating oil flowing through the motor rotating shaft oil passage 58a flows into the speed reducer input shaft oil passage 58b. A part of the lubricating oil flowing through the speed reducing portion input shaft oil passage 58 b flows into the oil supply holes 59 a and 59 b, respectively, and is injected from the oil supply hole front end port 63 to the inner raceway surface 42 a via the annular groove 62. . Such lubricating oil lubricates the rolling bearing 41 provided on the eccentric member 25a and the rolling bearing 41 provided on the eccentric member 25b. The lubricating oil flows in the direction of the outer diameter of the speed reduction part B by the action of the centrifugal force, and in the speed reduction chamber Sb, the contact points between the surfaces of the curved plates 26a and 26b, the inner pins 31 and the hole wall surfaces of the through holes 30a, Lubricating oil causes the speed reduction part B to be lubricated by this axial center lubrication system, which sequentially lubricates the roller bearing 31a, the engaging portion of the outer pin 27 and the corrugated outer surfaces of the curved plates 26a, 26b, and the needle roller bearing 27a. Preferably lubricate and cool.

また減速部入力軸油路５８ｂを流れる潤滑油の残部は、給油孔６０からフランジ部２８ａに向かって噴射されて転がり軸受３６ｄを潤滑し、減速室Ｓｂに流入する。給油孔５９ａ，５９ｂおよび給油孔６０から減速室Ｓｂに流入した潤滑油は、減速室Ｓｂの下部に貯留する。   Further, the remaining portion of the lubricating oil flowing through the speed reducing portion input shaft oil passage 58b is injected from the oil supply hole 60 toward the flange portion 28a, lubricates the rolling bearing 36d, and flows into the speed reducing chamber Sb. The lubricating oil that has flowed into the deceleration chamber Sb from the oil supply holes 59a and 59b and the oil supply hole 60 is stored in the lower portion of the deceleration chamber Sb.

ここで付言すると、減速室排出孔６１の開口面積は、給油孔５９ａ，５９ｂおよび給油孔６０の開口面積の合計よりも小さく、給油孔５９ａ，５９ｂの開口面積の合計よりも小さい。このため、減速室排出孔６１の流量が給油孔５９ａ，５９ｂおよび給油孔６０の合計流量よりも小さくなり、減速室Ｓｂの下部に貯留する。   In addition, the opening area of the deceleration chamber discharge hole 61 is smaller than the sum of the opening areas of the oil supply holes 59a and 59b and the oil supply hole 60, and smaller than the sum of the opening areas of the oil supply holes 59a and 59b. For this reason, the flow rate of the deceleration chamber discharge hole 61 becomes smaller than the total flow rate of the oil supply holes 59a and 59b and the oil supply hole 60, and is stored in the lower part of the deceleration chamber Sb.

なお減速室排出孔６１の開口面積が一定でない実施形態の場合、減速室排出孔６１の開口面積とは、最も小さい箇所における開口面積をいう。また減速室排出孔６１が複数本ある場合、減速室排出孔６１の開口面積とは、複数本の開口面積の合計をいう。給油孔についても同様である。本実施形態でいう給油孔５９ａ，５９ｂの開口面積とは、図１に示すように、各曲線板２６ａ，２６ｂにつき２本ずつ設けられた給油孔５９ａ，５９ｂの開口面積の合計である。   In the embodiment where the opening area of the deceleration chamber discharge hole 61 is not constant, the opening area of the deceleration chamber discharge hole 61 refers to the opening area at the smallest location. When there are a plurality of deceleration chamber discharge holes 61, the opening area of the deceleration chamber discharge hole 61 is the total of the plurality of opening areas. The same applies to the oil supply holes. As shown in FIG. 1, the opening area of the oil supply holes 59a and 59b in the present embodiment is the total of the opening areas of the oil supply holes 59a and 59b provided for each of the curved plates 26a and 26b.

減速室Ｓｂの下部に貯留した潤滑油は、減速室排出孔６１から少しずつ自重によって落下し、潤滑油タンク５３に流入する。かくして潤滑油タンク５３は、減速室Ｓｂ内の潤滑油を減速室底部の減速室排出孔６１から回収する。また潤滑油タンク５３は、モータ室Ｓａ内の潤滑油をモータ室底部のモータ室排出孔６６から回収する。インホイールモータ駆動装置２１の内部を潤滑して潤滑油タンク５３に戻った潤滑油は、再び潤滑油タンク５３から潤滑油ポンプ５１によって汲み出され、インホイールモータ駆動装置２１の内部を潤滑する。潤滑油が潤滑油タンク５３からモータ室Ｓａおよび減速室Ｓｂを潤滑して潤滑油タンク５３に戻るまでの潤滑油循環機構のうち、開口面積が最も小さい箇所は減速室排出孔６１である。   The lubricating oil stored in the lower part of the deceleration chamber Sb falls from the deceleration chamber discharge hole 61 by its own weight little by little and flows into the lubricating oil tank 53. Thus, the lubricating oil tank 53 collects the lubricating oil in the deceleration chamber Sb from the deceleration chamber discharge hole 61 at the bottom of the deceleration chamber. The lubricating oil tank 53 collects the lubricating oil in the motor chamber Sa from the motor chamber discharge hole 66 at the bottom of the motor chamber. The lubricating oil that has lubricated the inside of the in-wheel motor driving device 21 and returned to the lubricating oil tank 53 is again pumped out of the lubricating oil tank 53 by the lubricating oil pump 51 and lubricates the inside of the in-wheel motor driving device 21. Of the lubricating oil circulation mechanism from which the lubricating oil lubricates the motor chamber Sa and the deceleration chamber Sb from the lubricating oil tank 53 and returns to the lubricating oil tank 53, the portion having the smallest opening area is the deceleration chamber discharge hole 61.

出力軸２８の高速回転中に潤滑油ポンプ５１が吸入吐出する潤滑油の流量は、出力軸２８の低速回転中に潤滑油ポンプ５１が吸入吐出する潤滑油の流量よりも大きくなる。このため、減速室排出孔６１の開口面積を選定することにより、減速室Ｓｂに貯留する潤滑油のレベルを所望の高さ位置に設定することができる。例えば減速室排出孔６１の開口面積を特に小さくして減速室排出孔６１から流出する潤滑油流量を特に少なくすることにより、出力軸２８の高速回転中および低速回転中の双方において、潤滑油がオーバーフロー排出孔６７を流れてレベルＬ１を保持することができる。あるいは減速室排出孔６１の開口面積を上述した場合よりも大きくして減速室排出孔６１から流出する潤滑油流量を多くすることにより、出力軸２８の低速回転中には減速室Ｓｂに貯留する潤滑油のレベルをレベルＬ１よりも低く設定する一方で、出力軸２８の高速回転中には潤滑油がオーバーフロー排出孔６７を流れて減速室Ｓｂに貯留する潤滑油をレベルＬ１に保持してもよい。   The flow rate of the lubricating oil sucked and discharged by the lubricating oil pump 51 during the high speed rotation of the output shaft 28 is larger than the flow rate of the lubricating oil sucked and discharged by the lubricating oil pump 51 during the low speed rotation of the output shaft 28. For this reason, the level of the lubricating oil stored in the deceleration chamber Sb can be set to a desired height position by selecting the opening area of the deceleration chamber discharge hole 61. For example, by making the opening area of the deceleration chamber discharge hole 61 particularly small and particularly reducing the flow rate of the lubricating oil flowing out from the deceleration chamber discharge hole 61, the lubricating oil can be obtained both during high speed rotation and low speed rotation of the output shaft 28. The level L1 can be maintained by flowing through the overflow discharge hole 67. Alternatively, the opening area of the deceleration chamber discharge hole 61 is made larger than that described above to increase the flow rate of the lubricating oil flowing out of the deceleration chamber discharge hole 61, so that the output shaft 28 is stored in the deceleration chamber Sb during low speed rotation. While the level of the lubricating oil is set lower than the level L1, while the lubricating oil flows through the overflow discharge hole 67 during the high speed rotation of the output shaft 28, the lubricating oil stored in the deceleration chamber Sb is held at the level L1. Good.

本実施形態のモータ駆動装置の潤滑油循環機構は、インホイールモータ駆動装置２１の回転時に、潤滑油ポンプ５１によって潤滑油を減速部入力軸油路５８ｂに供給し、減速部Ｂの軸心を潤滑する軸心給油方式を採用し、潤滑油はインホイールモータ駆動装置２１の内部を循環する。   The lubricating oil circulation mechanism of the motor driving device of the present embodiment supplies lubricating oil to the speed reduction unit input shaft oil path 58b by the lubricating oil pump 51 when the in-wheel motor driving device 21 rotates, and the shaft center of the speed reduction unit B is supplied. A lubrication system is employed, and the lubricating oil circulates inside the in-wheel motor drive device 21.

また本実施形態のモータ駆動装置の潤滑油循環機構は、インホイールモータ駆動装置２１の回転時に、潤滑油がレベルＬ１で減速室Ｓｂの下部に貯留するとともに、レベルＬ３で潤滑油タンク５３に貯留する。そして曲線板２６ａ，２６ｂの下部が減速室ＳｂにレベルＬ１で貯留した潤滑油に浸漬し、曲線板２６ａ，２６ｂの波状の外周部が貯留した潤滑油を掻き上げる。掻き上げられた潤滑油は、中空円筒壁を構成する減速部ケーシング２２ｂの内周面に沿って移動し、全ての外ピン２７および針状ころ軸受２７ａを潤滑する。これにより、油浴潤滑方式も併用することができ、掻き上げた潤滑油で最上部の外ピン２７を潤滑することができる。また内ピン３１および針状ころ軸受３１ａは、軸線Ｏ回りに回転してレベルＬ１よりも下方を通過し、減速室Ｓｂに貯留した潤滑油によって潤滑される。   The lubricating oil circulation mechanism of the motor driving device of the present embodiment stores the lubricating oil in the lower portion of the deceleration chamber Sb at the level L1 and in the lubricating oil tank 53 at the level L3 when the in-wheel motor driving device 21 rotates. To do. The lower portions of the curved plates 26a and 26b are immersed in the lubricating oil stored at the level L1 in the deceleration chamber Sb, and the stored lubricating oil is scraped up by the wavy outer peripheral portions of the curved plates 26a and 26b. The lubricated oil that has been scraped moves along the inner peripheral surface of the speed reduction unit casing 22b that forms the hollow cylindrical wall, and lubricates all the outer pins 27 and the needle roller bearings 27a. Thereby, an oil bath lubrication system can also be used together, and the uppermost outer pin 27 can be lubricated with the scraped lubricating oil. The inner pin 31 and the needle roller bearing 31a rotate around the axis O, pass below the level L1, and are lubricated by the lubricating oil stored in the deceleration chamber Sb.

さらに本実施形態のモータ駆動装置の潤滑油循環機構は、インホイールモータ駆動装置２１の回転時に、給油孔６０および給油孔５９ａ，５９ｂを通過する合計流入量が、減速室排出孔６１を通過する流出量よりも多いが、オーバーフロー排出孔６７を設けているため、減速室Ｓｂに貯留する潤滑油がレベルＬ１を超えて上昇することはない。レベルＬ１を超える潤滑油は、オーバーフロー排出孔６７を通過してモータ室Ｓａに流入し、溝６５およびモータ室排出孔６６を通過してモータ室Ｓａから速やかに排出される。オーバーフロー排出孔６７を通過してモータ室Ｓａに流入する潤滑油の流量と、ロータ油路６４を通過してモータ室Ｓａに流入する潤滑油の流量と、転がり軸受３６ａを潤滑してモータ室Ｓａに流入する潤滑油の流量の合計は、モータ室排出孔６６の排出能力よりも小さい。このため潤滑油はモータ室Ｓａに貯留しない。   Further, in the lubricating oil circulation mechanism of the motor drive device of this embodiment, the total inflow amount passing through the oil supply hole 60 and the oil supply holes 59a and 59b passes through the deceleration chamber discharge hole 61 when the in-wheel motor drive device 21 rotates. Although it is larger than the outflow amount, since the overflow discharge hole 67 is provided, the lubricating oil stored in the deceleration chamber Sb does not rise above the level L1. The lubricating oil exceeding the level L1 flows through the overflow discharge hole 67 and flows into the motor chamber Sa, passes through the groove 65 and the motor chamber discharge hole 66, and is quickly discharged from the motor chamber Sa. The flow rate of the lubricating oil flowing through the overflow discharge hole 67 and flowing into the motor chamber Sa, the flow rate of the lubricating oil flowing through the rotor oil passage 64 and flowing into the motor chamber Sa, and the rolling bearing 36a are lubricated to lubricate the motor chamber Sa. The total flow rate of the lubricating oil flowing into the motor is smaller than the discharge capacity of the motor chamber discharge hole 66. For this reason, the lubricating oil is not stored in the motor chamber Sa.

本実施形態では、インホイールモータ駆動装置２１の停止中において、潤滑油のレベルはＬ２にされる。レベルＬ２はモータ室Ｓａでロータ２４の外周と交差して、ロータ２４の外周の最下縁部分が潤滑油に浸漬する。またレベルＬ２は減速室Ｓｂで曲線板２６の外周と交差して、曲線板２６の外周の最下縁部分が潤滑油に浸漬する。レベルＬ２はレベルＬ１よりも低い。全ての内ピン３１はレベルＬ２よりも高い位置にあって、潤滑油に浸漬しない。   In the present embodiment, the level of the lubricating oil is set to L2 while the in-wheel motor drive device 21 is stopped. Level L2 intersects the outer periphery of the rotor 24 in the motor chamber Sa, and the lowermost edge portion of the outer periphery of the rotor 24 is immersed in the lubricating oil. Level L2 intersects the outer periphery of the curved plate 26 in the deceleration chamber Sb, and the lowermost edge portion of the outer periphery of the curved plate 26 is immersed in the lubricating oil. Level L2 is lower than level L1. All the inner pins 31 are at a position higher than the level L2, and are not immersed in the lubricating oil.

停止したインホイールモータ駆動装置２１を始動する際、ロータ２４および曲線板２６がレベルＬ２で貯留した潤滑油を掻き上げることが可能となり、インホイールモータ駆動装置２１の内部を軸心給油方式で潤滑することができる。その後、潤滑油ポンプ５１からの潤滑油が各油路を満たし、潤滑油がモータ部Ａおよび減速部Ｂの各部材の表面と、ケーシング２２の内側壁面に付着して潤滑を行うことになる。潤滑油が油路とモータ部Ａおよび減速部Ｂに供給されることにより、貯留する潤滑油のレベルが潤滑油タンク５３のレベルＬ３まで下がり、モータ室Ｓａには潤滑油が貯留しない一方、一部の潤滑油がレベルＬ２よりも高いレベルＬ１で減速室Ｓｂに貯留する。 When starting the stopped in-wheel motor drive device 21, it becomes possible for the rotor 24 and the curved plate 26 to scoop up the lubricating oil stored at the level L2, and the inside of the in-wheel motor drive device 21 is lubricated by the axial center oil supply method. can do. Thereafter, the lubricating oil from the lubricating oil pump 51 fills the respective oil paths, and the lubricating oil adheres to the surfaces of the members of the motor part A and the speed reducing part B and the inner wall surface of the casing 22 for lubrication. By supplying the lubricating oil to the oil passage, the motor part A, and the speed reducing part B, the level of the stored lubricating oil is lowered to the level L3 of the lubricating oil tank 53, and no lubricating oil is stored in the motor chamber Sa. Part of the lubricating oil is stored in the deceleration chamber Sb at the level L1 higher than the level L2.

本実施形態のモータ駆動装置は、電気自動車のシャーシ１２よりも下方で、駆動輪１４の内空領域に配置されたインホイールモータ駆動装置２１に適用可能である他、変形例として図６に示すように、モータ駆動装置７１をシャーシ１２上に搭載するオンボード型モータ駆動装置にも適用可能である。モータ駆動装置７１は、インホイールモータ駆動装置２１と基本的には同一構成であるが、ハブ輪３２が駆動輪１４に連結されるのではなく、等速ジョイント７２を介して駆動軸７３の車幅方向内側端と連結する。駆動軸７３は車幅方向に延び、その車幅方向外側端が駆動輪１４に連結される。駆動輪１４は懸架装置を介して車体に取り付けられる。   The motor drive device of the present embodiment is applicable to the in-wheel motor drive device 21 disposed in the inner space region of the drive wheel 14 below the chassis 12 of the electric vehicle, and shown in FIG. 6 as a modified example. As described above, the present invention can also be applied to an on-board motor driving device in which the motor driving device 71 is mounted on the chassis 12. The motor drive device 71 has basically the same configuration as the in-wheel motor drive device 21, but the hub wheel 32 is not connected to the drive wheel 14, and the vehicle of the drive shaft 73 is connected via a constant velocity joint 72. Connect to the inner edge in the width direction. The drive shaft 73 extends in the vehicle width direction, and the outer end in the vehicle width direction is coupled to the drive wheels 14. The drive wheel 14 is attached to the vehicle body via a suspension device.

以上、図面を参照してこの発明の実施の形態を説明したが、この発明は、図示した実施の形態のものに限定されない。図示した実施の形態に対して、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。   Although the embodiments of the present invention have been described with reference to the drawings, the present invention is not limited to the illustrated embodiments. Various modifications and variations can be made to the illustrated embodiment within the same range or equivalent range as the present invention.

この発明になるモータ駆動装置は、電気自動車およびハイブリッド車両において有利に利用される。   The motor drive device according to the present invention is advantageously used in electric vehicles and hybrid vehicles.

１１ 電気自動車、 １２ シャーシ、 １４ 駆動輪、
２１ インホイールモータ駆動装置、 ２２ ケーシング、
２２ａ モータ部ケーシング、 ２２ｂ 減速部ケーシング、
２２ｄ モータカバー、 ２２ｅ 隔壁、 ２２ｆ 出力軸カバー、
２３ ステータ、 ２３ｃ コイル、 ２４ ロータ、
２４ａ ロータ本体、 ２４ｂ ロータ支持体、 ２５ 入力軸、
２５ａ，２５ｂ 偏心部材、 ２６，２６ａ，２６ｂ 曲線板、
２７ａ，３１ａ 針状ころ軸受、
３６ａ，３６ｂ，３６ｃ，３６ｄ，３６ｅ，３６ｆ，４１ 転がり軸受、
２７ 外ピン、 ２８ 出力軸、 ２８ａ フランジ部、 ２８ｂ 軸部、
２９ カウンタウェイト、 ３０ａ，３０ｂ 貫通孔、 ３１ 内ピン、
３１ｂ 内ピン補強部材、 ３２ ハブ輪、 ３３ 車輪ハブ軸受、
３３ｇ 外輪部材、 ３３ｎ 内輪部材、 ３５ モータ回転軸、
４２ 内輪部材、 ４２ａ 内側軌道面、 ４２ｆ 鍔部、
４３ 外側軌道面、 ４５ 外ピン保持部、 ５１ 潤滑油ポンプ、
５２ 吸入油路、 ５３ 潤滑油タンク、 ５４ 吐出油路、
５５ ケーシング油路、 ５６ 連絡油路、 ５７ 出力軸カバー油路、
５８ 軸線油路、 ５８ａ モータ回転軸油路、 ５８ｂ 減速部入力軸油路、
５９ａ，５９ｂ，６０ 給油孔、 ６１ 減速室排出孔、 ６２ 環状溝、
６３ 給油孔先端口、 ６４ ロータ油路、 ６５ 溝、
６６ モータ室排出孔、 ６７ オーバーフロー排出孔、 ６８ ドレン孔、
６９ ドレンボルト、 ７１ モータ駆動装置、 ７２ 等速ジョイント、
７３ 駆動軸、 Ａ モータ部、 Ｂ 減速部、
Ｃ 車輪ハブ軸受部、 Ｓａ モータ室、 Ｓｂ 減速室。 11 electric vehicle, 12 chassis, 14 driving wheel,
21 in-wheel motor drive device, 22 casing,
22a motor casing, 22b reduction gear casing,
22d Motor cover, 22e Bulkhead, 22f Output shaft cover,
23 stator, 23c coil, 24 rotor,
24a rotor body, 24b rotor support, 25 input shaft,
25a, 25b eccentric member, 26, 26a, 26b curved plate,
27a, 31a needle roller bearings,
36a, 36b, 36c, 36d, 36e, 36f, 41 Rolling bearings,
27 outer pin, 28 output shaft, 28a flange, 28b shaft,
29 counterweight, 30a, 30b through-hole, 31 inner pin,
31b Inner pin reinforcement member, 32 hub wheel, 33 wheel hub bearing,
33g outer ring member, 33n inner ring member, 35 motor rotating shaft,
42 inner ring member, 42a inner raceway surface, 42f collar part,
43 outer raceway surface, 45 outer pin holding part, 51 lubricating oil pump,
52 suction oil passage, 53 lubricating oil tank, 54 discharge oil passage,
55 Casing oil passage, 56 Connection oil passage, 57 Output shaft cover oil passage,
58 axis oil passage, 58a motor rotation shaft oil passage, 58b speed reducer input shaft oil passage,
59a, 59b, 60 oil supply hole, 61 deceleration chamber discharge hole, 62 annular groove,
63 oil supply hole front end, 64 rotor oil passage, 65 groove,
66 motor chamber discharge hole, 67 overflow discharge hole, 68 drain hole,
69 drain bolt, 71 motor drive, 72 constant velocity joint,
73 Drive shaft, A motor part, B reduction part,
C Wheel hub bearing, Sa motor chamber, Sb deceleration chamber.

Claims (6)

軸心給油のための油路を有する入力軸を回転駆動するモータを含むモータ室と、
前記入力軸の回転を減速して出力軸に伝達する減速機構を含む減速室と、
前記減速室内の潤滑油を減速室底部の減速室排出孔から回収する潤滑油タンクと、
前記潤滑油タンク内の潤滑油を吸入して前記入力軸の油路に送り込み、給油孔を介して前記減速室内に潤滑油を供給する潤滑油循環機構と、
前記減速室のうち前記減速室排出孔よりも高い位置に設けられて前記減速室から潤滑油を排出するオーバーフロー排出孔と、
前記モータ室の底部と前記潤滑油タンクを接続するモータ室排出孔とを備え、
前記軸心給油によって前記給油孔から前記減速室内に流入する潤滑油を当該減速室内に貯留することを特徴とする、モータ駆動装置。 A motor chamber including a motor that rotationally drives an input shaft having an oil passage for axially refueling;
A deceleration chamber including a deceleration mechanism that decelerates the rotation of the input shaft and transmits it to the output shaft;
A lubricating oil tank for recovering the lubricating oil in the deceleration chamber from the deceleration chamber discharge hole at the bottom of the deceleration chamber;
A lubricating oil circulation mechanism that sucks the lubricating oil in the lubricating oil tank and sends it to the oil passage of the input shaft, and supplies the lubricating oil into the deceleration chamber through an oil supply hole ;
An overflow discharge hole that is provided at a position higher than the deceleration chamber discharge hole in the deceleration chamber and discharges lubricating oil from the deceleration chamber;
A motor chamber discharge hole connecting the bottom of the motor chamber and the lubricating oil tank ;
The motor drive device according to claim 1, wherein the lubricating oil flowing into the deceleration chamber from the oil supply hole is stored in the deceleration chamber by the axial lubrication . 前記減速機構の停止時に前記減速室に貯留する潤滑油のレベルが、前記減速機構の回転要素の最下縁部分よりも高い位置にある、請求項１に記載のモータ駆動装置。 The lubricating oil level to be stored in the speed reduction chamber when stopping the deceleration mechanism, is located at a position higher than the lowermost edge portion of the rotating element of the speed reduction mechanism, a motor drive device according to claim 1. 前記潤滑油タンクの底部には前記減速室排出孔と同軸にドレン孔が配設され、前記減速室排出孔は、前記ドレン孔と同一径あるいは前記ドレン孔よりも小径である、請求項１または２に記載のモータ駆動装置。 Drain hole is disposed on the bottom portion of the lubricating oil tank to the speed reduction chamber discharge hole coaxial with the reduction chamber discharge hole, the smaller in diameter than the drain hole and the same diameter or said drain hole, according to claim 1 or 2. The motor drive device according to 2. 前記出力軸と結合するハブ輪、前記減速室および前記モータ室を画成するハウジングに固定されて前記ハブ輪の軸部分の全周を包囲する外輪部材、および前記ハブ輪と前記外輪部材との環状空間に配置される複数の転動体を有する車輪ハブ軸受部をさらに備える、請求項１〜３のいずれかに記載のモータ駆動装置。 A hub wheel coupled to the output shaft, an outer ring member fixed to a housing defining the speed reduction chamber and the motor chamber and surrounding an entire circumference of a shaft portion of the hub wheel; and the hub wheel and the outer ring member further comprising a wheel hub bearing unit having a plurality of rolling elements disposed in the annular space, the motor driving device according to any one of claims 1-3. 前記減速機構は、サイクロイド減速機構であって、略水平に延びる前記出力軸の軸線から偏心して該出力軸に結合する円盤形状の偏心部材、内周が転がり軸受を介して前記偏心部材の外周に相対回転可能に取り付けられ、前記出力軸の回転に伴って前記軸線を中心とする公転運動を行う公転部材、前記公転部材の外周部に係合して前記公転部材の自転運動を生じさせる外周係合部材、前記公転部材の自転のみを取り出して前記出力軸に伝達する運動変換機構とを有し、
前記オーバーフロー排出孔は、前記軸線の高さ位置と前記公転部材の最下縁部分の高さ位置との間に配置される、請求項１に記載のモータ駆動装置。 The speed reduction mechanism is a cycloid speed reduction mechanism, a disc-shaped eccentric member that is eccentric from an axis of the output shaft extending substantially horizontally and coupled to the output shaft, and an inner periphery thereof is connected to the outer periphery of the eccentric member via a rolling bearing. A revolving member that is mounted so as to be capable of relative rotation and performs a revolving motion around the axis along with the rotation of the output shaft, and an outer peripheral member that engages with the outer peripheral portion of the revolving member to cause the revolving motion of the revolving member. And a motion conversion mechanism for taking out only the rotation of the revolving member and transmitting it to the output shaft,
The motor drive device according to claim 1 , wherein the overflow discharge hole is disposed between a height position of the axis and a height position of a lowermost edge portion of the revolution member. 前記運動変換機構は、前記公転部材に、自転軸心を中心として周方向に間隔を空けて形成される複数の孔と、
前記出力軸の端部に、出力軸の軸線を中心として周方向に間隔を空けて設けられ、前記孔とそれぞれ係合する複数の内側係合部材とで構成され、
前記オーバーフロー排出孔は、最も低い位置にある前記内側係合部材の高さ位置と重なるように配置される、請求項５に記載のモータ駆動装置。 The motion conversion mechanism includes a plurality of holes formed in the revolving member at intervals in a circumferential direction around a rotation axis.
The end portion of the output shaft is provided with a plurality of inner engagement members that are provided at intervals in the circumferential direction around the axis of the output shaft, and engage with the holes, respectively.
The motor drive device according to claim 5 , wherein the overflow discharge hole is disposed so as to overlap a height position of the inner engagement member at a lowest position.
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