WO2021192812A1 - In-wheel motor drive device - Google Patents

In-wheel motor drive device Download PDF

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Publication number
WO2021192812A1
WO2021192812A1 PCT/JP2021/007269 JP2021007269W WO2021192812A1 WO 2021192812 A1 WO2021192812 A1 WO 2021192812A1 JP 2021007269 W JP2021007269 W JP 2021007269W WO 2021192812 A1 WO2021192812 A1 WO 2021192812A1
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WO
WIPO (PCT)
Prior art keywords
wheel
motor
wheel hub
axis
drive device
Prior art date
Application number
PCT/JP2021/007269
Other languages
French (fr)
Japanese (ja)
Inventor
真也 太向
四郎 田村
Original Assignee
Ntn株式会社
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Priority claimed from JP2020054028A external-priority patent/JP2021154763A/en
Priority claimed from JP2020054027A external-priority patent/JP2021154762A/en
Application filed by Ntn株式会社 filed Critical Ntn株式会社
Publication of WO2021192812A1 publication Critical patent/WO2021192812A1/en

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

Definitions

  • the present invention relates to a steering wheel that is steered by a steering device, and relates to an in-wheel motor drive device that is provided in an air region of the steering wheel and drives the steering wheel.
  • Patent Document 1 Japanese Patent Application Laid-Open No. 2018-063019
  • the motor unit 121 is arranged so as to be offset from the axis O (axle) passing through the center of the hub wheel 112, and the output of the motor rotation shaft 125 is output to the hub.
  • the speed reduction unit 131 transmitted to the wheels 112 is a parallel shaft gear speed reducer.
  • Axle line O represents an axle and passes through the center of the wheel hub 112.
  • the in-wheel motor drive device 110 when the in-wheel motor drive device 110 is provided on the steering wheel, it is necessary to pay attention to the swing distance Ls from the steering axis Kp extending in the vertical direction to the farthest part of the in-wheel motor drive device 110.
  • the wheels (not shown) coupled to the in-wheel motor drive 110 and the hub wheel 112 are housed in the space defined by the wheel house 91. Therefore, when the in-wheel motor drive 110 is steered, FIG. This is to avoid interfering with the wheel house 91 as shown.
  • the motor portion 121 of the conventional example is arranged offset from the axle O in the vehicle front-rear direction, and is arranged in the order of the wheel hub bearing portion, the deceleration portion, and the motor portion in the axle direction. For this reason, the swing distance from the steering axis extending in the vertical direction to the farthest part of the motor section is large, and if you try to avoid interference during steering, you have to increase the wheel house at the expense of the internal space of the vehicle body. Or the dimensions of the motor section must be reduced at the expense of the output of the motor section.
  • An object of the present invention is to shorten the swing distance of the in-wheel motor drive device in view of the above circumstances.
  • the in-wheel motor drive device has a wheel hub bearing portion that rotatably supports a wheel hub coupled to a steering wheel, and a motor that is arranged offset from the axis of the wheel hub to drive the wheel hub.
  • the wheel hub bearing portion and the motor portion are arranged on one side in the axial direction with respect to the axis of the wheel hub, and the deceleration portion is arranged on one side in the axial direction. Placed on the side.
  • the power transmission path from the motor portion to the wheel hub is formed so as to extend from one axial direction to the other and then fold back from the other axial direction to one side, and the large-dimensional motor portion is used as the rotation axis. It can be made closer and the swing distance can be made shorter than before. Therefore, it is not necessary to widen the wheel house even if the steering angle of the in-wheel motor drive device is increased. Further, the size of the motor unit can be increased to increase the output of the in-wheel motor drive device.
  • the fact that the axial position of the wheel hub and the axial position of the motor portion overlap means that at least a part of the wheel hub overlaps with a part of the motor portion when viewed in the direction perpendicular to the axis.
  • a part of the axial region of the raceway surface is a motor. It means that it overlaps with a part of the axial region of the stator and / or rotor of the part.
  • the stator includes a stator core and a coil.
  • the large-sized motor portion can be brought closer to the steering axis, and the swing distance Ls can be shortened as compared with the conventional case.
  • the position of the deceleration part in the axial direction is not particularly limited.
  • the wheel hub bearing portion is arranged on one side in the axial direction and the deceleration portion is arranged on the other side in the axial direction when viewed from the motor portion.
  • the wheel hub bearing portion is arranged on the outside in the vehicle width direction
  • the motor portion is arranged on the inside in the vehicle width direction
  • the deceleration unit Is further placed inside in the vehicle width direction. Therefore, the motor unit can be brought closer to the steering wheel to shorten the swing distance of the in-wheel motor drive device.
  • the casing of the motor section which forms the outer shell of the motor section, is formed to be thin, the film vibrates like a drum during operation of the in-wheel motor drive device, and there is a concern of unpleasant vibration and noise.
  • the motor unit since the motor unit is arranged outside the deceleration unit in the vehicle width direction, it is possible to suppress the transmission of the film vibration of the motor unit to the vehicle interior space.
  • the reduction gear is a parallel shaft gear reducer.
  • one or a plurality of intermediate shafts can be provided in the reduction gear portion, and the reduction ratio can be increased.
  • the parallel shaft gear reducer consists only of meshing of external gears and does not include planetary gear sets.
  • the reduction gear may be a combination of a parallel shaft gear reducer and a planetary gear set.
  • the swing distance of the in-wheel motor drive device is shorter than before, and even if the output of the motor unit is increased, the interference between the in-wheel motor drive device and the wheel house of the vehicle body is suppressed. be able to.
  • FIG. 1 is a developed cross-sectional view showing an in-wheel motor drive device according to an embodiment of the present invention. Represents the inside in the width direction (also referred to as the inboard side and the other in the axial direction).
  • FIG. 2 is a side view schematically showing the embodiment, and shows a state seen in the axial direction of the wheel hub. Note that in FIG. 2, the terminal box of the in-wheel motor drive device is illustrated.
  • the in-wheel motor drive device 10 is arranged in the inner space region of the road wheel W.
  • a tire T is fitted on the outer circumference of the road wheel W.
  • the road wheel W and the tire T form a wheel.
  • the center of the road wheel W is coupled to the wheel hub 12, which will be described later.
  • the in-wheel motor drive device 10 includes a wheel hub bearing portion 11, a motor portion 21, and a deceleration portion 31 that decelerates the rotation of the motor portion 21 and transmits the rotation to the wheel hub bearing portion 11.
  • the motor unit 21 and the deceleration unit 31 are arranged offset from the axis O of the wheel hub bearing unit 11.
  • the axis O is the central axis of the wheel hub 12 extending in the vehicle width direction and coincides with the axle.
  • the wheel hub bearing portion 11 is arranged on one side of the in-wheel motor drive device 10 in the axial direction
  • the motor portion 21 is arranged on the other side of the in-wheel motor drive device 10 in the axial direction
  • the deceleration unit 31 is a motor unit. It is arranged further in the axial direction than the 21 and the axial position of the motor portion 21 overlaps with the axial position of the wheel hub bearing portion 11.
  • the in-wheel motor drive device 10 is a vehicle motor drive device that drives the wheels of an electric vehicle.
  • the in-wheel motor drive device 10 can drive an electric vehicle at a speed of 0 to 180 km / h.
  • the in-wheel motor drive device 10 is attached to the vehicle body via a suspension device (not shown) provided with a kingpin. Further, the in-wheel motor drive device 10 is connected to the steering device via a tie rod (not shown). The steering device is mounted on the body of the electric vehicle. As a result, the in-wheel motor drive device 10 and the wheels are steered around the kingpin. That is, the wheel coupled to the in-wheel motor drive device 10 of the present embodiment is a steering wheel.
  • the wheel hub bearing portion 11 is between the wheel hub 12 that is coupled to the road wheel W of the wheel, the outer ring 13 as a fixed ring that is coaxially arranged on the outer diameter side of the wheel hub 12, and the wheel hub 12 and the outer ring 13. It has a plurality of rolling elements 14 arranged in the annular space of.
  • the speed reduction unit casing 39 includes the outer shell of the speed reduction unit 31, and accommodates the rotating elements (reduction unit rotation shaft and gears) of the speed reduction unit 31.
  • a plurality of outer ring protruding portions 13g are further provided on the outer peripheral surface of the outer ring 13 at different positions in the circumferential direction.
  • a female screw hole is formed in each outer ring projecting portion 13g projecting in the outer diameter direction.
  • a carrier 41 is arranged adjacent to the outer ring protruding portion 13g.
  • a plurality of through holes are formed in the carrier 41.
  • Each through hole of the carrier 41 and each female screw hole of the outer ring 13 extend parallel to the axis O and coincide with each other.
  • the first bolt 42 is passed through the female screw hole of the outer ring 13 and the through hole of the carrier 41 from the other side in the axis O direction, the shaft portion of the first bolt 42 penetrates the through hole of the carrier 41, and the tip of the first bolt 42.
  • the portion is screwed into the female screw hole of the outer ring protruding portion 13 g, and the head of the first bolt 42 abuts on the carrier 41, so that the outer ring 13 is firmly attached and fixed to the carrier 41 by the first bolt 42.
  • the wheel hub 12 includes a cylindrical inner ring 12n and a shaft body 15, and is passed through the central hole of the outer ring 13.
  • a shaft body 15 as a rotation shaft is inserted and fixed in the central hole of the inner ring 12n. Both ends of the shaft body 15 project from the inner ring 12n.
  • a coupling portion 15f is formed at one end of the shaft body 15 in the axis O direction.
  • a plurality of coupling portions 15f are provided at intervals in the circumferential direction, and form a coupling portion for coaxially coupling with the brake disc BD and the road wheel W.
  • the shaft body 15 is coupled to the road wheel W of the wheel at the coupling portion 15f, and rotates integrally with the wheel.
  • the other end of the shaft body 15 in the axis O direction is inserted and fixed to one end of the coupler 17 in the axis O direction.
  • the coupler 17 has a cylindrical shape and connects the wheel hub 12 and the output shaft 38 described later.
  • a plurality of rows of rolling elements 14 are arranged in the annular space between the inner ring 12n and the outer ring 13.
  • the outer peripheral surface of the inner ring 12n constitutes the inner raceway surface of the plurality of rolling elements 14 arranged in the first row and the second row, respectively.
  • the inner peripheral surface of the outer ring 13 constitutes the outer raceway surface of the rolling elements 14 arranged in the first row and the second row, respectively.
  • Sealing materials 16 and 16 are further interposed in the annular space between the inner ring 12n and the outer ring 13. The sealing material 16 seals both ends of the annular space to prevent dust and foreign matter from entering.
  • the motor unit 21 has a motor rotating shaft 22, a rotor 23, a stator 24, a motor casing 29, and a terminal box 26, and is sequentially arranged from the axis M of the motor unit 21 to the outer diameter side in this order. Will be done.
  • the motor unit 21 is an inner rotor and outer stator type radial gap motor, but other types may be used.
  • the motor unit 21 may be an axial gap motor.
  • the motor casing 29 surrounds the outer circumference of the stator 24. Further, the motor casing 29 is coupled to the other end of the shaft body 15 in the axial direction and the speed reducing portion casing 39 accommodating the coupler 17. Since the speed reducing portion casing 39 and the motor casing 29 form the outer shell of the in-wheel motor drive device 10, they are also simply referred to as casings.
  • the stator 24 includes a cylindrical stator core 25 and a coil 27 wound around the stator core 25.
  • the stator core 25 is formed by laminating ring-shaped steel plates in the axis M direction.
  • Both ends of the motor rotating shaft 22 are rotatably supported by the motor casing 29 via rolling bearings 28a and 28b.
  • the terminal box 26 is attached to the outer peripheral surface of the motor casing 29.
  • the tip 51 of the power line is inserted into the terminal box 26.
  • the motor unit 21 is supplied with electric power from the power line.
  • the axis M which is the center of rotation of the motor rotation shaft 22 and the rotor 23, extends parallel to the axis O of the wheel hub bearing portion 11. That is, the motor portion 21 is offset so as to be separated from the axis O of the wheel hub bearing portion 11.
  • the axis M of the motor unit is offset from the axis O in the vehicle front-rear direction, and is specifically arranged in front of the axis O of the vehicle. Further, the axis M is arranged above the axis O.
  • the plurality of connecting portions 15f project radially from the shaft body 15 with the axis O as the center. Seen in the axial direction, the cylindrical motor casing 29 overlaps the coupling portion 15f. However, the motor casing 29 does not overlap the outer ring 13. The same applies to the stator 24. As a result, the radial dimension of the motor unit 21 can be increased, and the output can be increased.
  • the in-wheel motor drive device 21 of the present embodiment is connected to the vehicle body via a strut type suspension device. Since the motor unit 21 is arranged offset from the axis O in the vehicle front-rear direction, interference between the motor unit 21 and the struts extending in the vertical direction directly above the axis O is avoided.
  • the axial position of the rolling element 14 in the other row (second row) in the most axial direction among the rolling elements 14 in the plurality of rows and the axial position of the motor unit 21 overlap.
  • the position in the axis O direction of the raceway surface of the rolling element 14 of the wheel hub 12 and the position in the axis O direction of the coil 27 overlap.
  • the wheel hub bearing portion 11 is arranged in the inner space region defined by the rim portion Wr of the road wheel W and the spoke portion ws of the road wheel W. Further, one end of the motor unit 21 in the axial direction is also arranged in the inner space region of the road wheel W. On the other hand, the deceleration unit 31 is arranged on the other side of the road wheel W in the axial direction.
  • the reduction gear 31 is an intermediate that is coupled to an input gear 33 coaxially provided on the outer peripheral surface of the other end of the motor rotating shaft 22 in the O direction, a plurality of intermediate gears 34, 36, and the center of these intermediate gears 34, 36. It accommodates a shaft 35, an output shaft 38 connected to the wheel hub 12 of the wheel hub bearing portion 11, an output gear 37 coaxially provided on the outer peripheral surface of the output shaft 38, and a plurality of these gears and a reduction gear rotating shaft. It has a reduction gear casing 39 and a casing cover 39v.
  • the input gear 33 is a helical gear with external teeth.
  • the other end of the motor rotating shaft 22 in the axial direction is inserted into the center hole of the input gear 33, and spline fitting (including serrations, the same applies hereinafter) so that relative rotation is impossible.
  • the axis N which is the center of rotation of the intermediate shaft 35 of the deceleration unit 31, extends parallel to the axis O. Both ends of the intermediate shaft 35 are rotatably supported by the speed reducing portion casing 39 and the casing cover 39v via rolling bearings 35a and 35b.
  • a first intermediate gear 34 and a second intermediate gear 36 are coaxially provided in the central region of the intermediate shaft 35 in the N direction of the axis.
  • An intermediate shaft 35 is inserted into the center hole of the first intermediate gear 34 and spline-fitted so as not to rotate relative to each other.
  • the second intermediate gear 36 is integrally formed on the outer peripheral surface of the intermediate shaft 35.
  • the first intermediate gear 34 and the second intermediate gear 36 are helical gears with external teeth, and the diameter of the first intermediate gear 34 is larger than the diameter of the second intermediate gear 36.
  • the large-diameter first intermediate gear 34 meshes with the small-diameter input gear 33.
  • the small-diameter second intermediate gear 36 is arranged on the other side of the first intermediate gear 34 in the N direction of the axis and meshes with the large-diameter output gear 37.
  • the axis N of the intermediate axis 35 is arranged below the axis O and the axis M. Further, the axis N of the intermediate shaft 35 is arranged in front of the vehicle with respect to the axis O and behind the vehicle with respect to the axis M.
  • the speed reduction unit 31 is a three-axis parallel shaft gear speed reducer having axes O, N, and M arranged at intervals in the front-rear direction of the vehicle and extending in parallel with each other, and decelerates in two stages.
  • the output gear 37 is a helical gear with external teeth, and is provided coaxially with the central portion of the output shaft 38 in the O-direction of the axis.
  • the output shaft 38 extends along the axis O.
  • One end of the output shaft 38 in the axis O direction is inserted into the other end of the coupler 17 in the axis direction and engages with each other so as not to rotate relative to each other.
  • the axial position of the coupler 17 is included in the axial position of the motor unit 21. Further, the coupler 17 is adjacent to the outer circumference of the motor unit 21.
  • Both ends of the output shaft 38 in the axis O direction are rotatably supported by the speed reducing portion casing 39 and the casing cover 39v via rolling bearings 38a and 38b.
  • a space for arranging the first intermediate gear 34 is provided between the rolling bearing 38a in the axial direction and the output gear 37 in the other axial direction.
  • the reduction gear 31 includes a small-diameter drive gear and a large-diameter driven gear, that is, an input gear 33 and a first intermediate gear 34, and a second intermediate gear 36 and an output gear 37.
  • the rotation of the motor rotation shaft 22 is decelerated and transmitted to the output shaft 38.
  • the rotating elements from the input gear 33 of the speed reducing unit 31 to the output shaft 38 form a drive transmission path that transmits the rotation of the motor unit 21 to the wheel hub 12.
  • This transmission path extends from the motor unit 21 to the deceleration unit 31 in the other axial direction, is folded back by the deceleration unit 31, and extends in one axial direction to the wheel hub bearing portion 11.
  • each gear is indicated by a tooth tip circle.
  • the first intermediate gear 34 and the second intermediate gear 36 overlap with the motor unit 21 when viewed in the axial direction. Further, when viewed in the axial direction, the first intermediate gear 34 overlaps the coupling portion 15f, the outer ring 13, and the rolling element 14. That is, when viewed in the axial direction, the first intermediate gear 34 overlaps the outer raceway surface provided on the inner circumference of the outer ring 13. Further, when viewed in the axial direction, the first intermediate gear 34 does not overlap the inner ring 12n.
  • FIG. 3 and 4 are vertical cross-sectional views showing the present embodiment, and show a state seen in the vertical direction.
  • FIG. 3 shows the time of going straight
  • FIG. 4 shows the time of turning.
  • the wall of the wheel house 91 extends at right angles to the axis O.
  • the in-wheel motor drive device 10 is separated from the wheel house 91 by a distance of Ld.
  • FIG. 5 and 6 are vertical cross-sectional views showing a conventional in-wheel motor drive device, and show a state seen in the vertical direction.
  • FIG. 5 shows the time of going straight
  • FIG. 6 shows the time of turning.
  • the wall of the wheel house 91 extends at right angles to the axis O.
  • the in-wheel motor drive device 110 is separated from the wheel house 91 by the same distance Ld as in the embodiment shown in FIG. 3 when traveling straight without steering.
  • the swing distance Ls of the conventional example shown in FIG. 5 becomes larger than the swing distance Ls of the embodiment shown in FIG.
  • the motor portion 121 having a large dimension is offset from the axis O in the vehicle front-rear direction and further arranged inside in the vehicle width direction.
  • the motor unit 21 of the present embodiment shown in FIG. 3 is arranged outside the deceleration unit 31 in the vehicle width direction, and does not have a folded structure as in the present embodiment.
  • the motor unit 121 of the conventional example shown in FIG. 5 and the motor unit 21 of the present embodiment are selected in dimensions so as to have the same output.
  • the in-wheel motor drive device 10 of the present embodiment is arranged so as to be offset from the axis O of the wheel hub 12 and the wheel hub bearing portion 11 that rotatably supports the wheel hub 12 to be coupled to the road wheel W of the steering wheel.
  • a motor unit 21 for driving the wheel hub 12 and a deceleration unit 31 for decelerating the rotation of the motor unit 21 and transmitting the rotation to the wheel hub 12 are provided, and the wheel hub bearing unit 11 and the motor unit 21 are provided with respect to the axis O of the wheel hub 12. Is arranged on one side in the axis O direction, and the deceleration unit 31 is arranged on the other side in the axis direction.
  • the power transmission path from the motor unit 21 to the wheel hub 12 is formed so as to extend from one axial direction to the other and then fold back from the other axial direction to one side, so that the large-sized motor unit 21 is brought closer to the rotation axis.
  • the swing distance Ls can be made shorter than before.
  • the swing distance Ls can be made shorter than before.
  • the swing distance Ls refers to the distance from the steering axis Kp to the farthest portion of the in-wheel motor drive device 10 protruding inward in the vehicle width direction from the steering axis Kp.
  • the wheel hub bearing portion 11 is arranged on one side in the axis O direction and the deceleration portion 31 is arranged on the other side in the axis O direction when viewed from the motor portion 21.
  • the wheel hub bearing portion 11 is arranged outside in the vehicle width direction, and the deceleration portion 31 is arranged inside in the vehicle width direction.
  • the speed reduction unit 31 of the present embodiment is a parallel shaft gear speed reducer having a plurality of parallel shafts O, N, and M, one or a plurality of intermediate shafts can be provided in the speed reduction unit 31 to reduce the reduction ratio. Can be enhanced.
  • the present invention is advantageously used in electric vehicles and hybrid vehicles.

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  • Engineering & Computer Science (AREA)
  • General Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Power Engineering (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Transportation (AREA)
  • Arrangement Or Mounting Of Propulsion Units For Vehicles (AREA)

Abstract

An in-wheel motor drive device (10) includes a wheel hub bearing (11) that rotatably supports a wheel hub (12) coupled to a road wheel (W) to be steered, a motor unit (21) which is disposed at an offset from an axis line (O) of the wheel hub and which drives the wheel hub, and a reduction unit (31) that reduces and transmits the rotation of the motor unit to the wheel hub. With respect to the axis line (O), the wheel hub bearing and the motor unit are disposed on one side in the axis line O direction, while the reduction unit (31) is disposed on the other side in the axis line O direction.

Description

インホイールモータ駆動装置In-wheel motor drive
　本発明は、操舵装置によって転舵される転舵輪に関し、転舵輪の内空領域に設けられて当該転舵輪を駆動するインホイールモータ駆動装置に関する。 The present invention relates to a steering wheel that is steered by a steering device, and relates to an in-wheel motor drive device that is provided in an air region of the steering wheel and drives the steering wheel.
　インホイールモータ駆動装置として例えば、特開２０１８－０６３０１９（特許文献１）に記載されるものが知られている。図５に示すように従来例のインホイールモータ駆動装置１１０では、モータ部１２１をハブ輪１１２の中心を通る軸線Ｏ（車軸）からずらすようオフセットして配置し、モータ回転軸１２５の出力をハブ輪１１２に伝達する減速部１３１が平行軸歯車減速機である。 As an in-wheel motor drive device, for example, one described in Japanese Patent Application Laid-Open No. 2018-063019 (Patent Document 1) is known. As shown in FIG. 5, in the conventional in-wheel motor drive device 110, the motor unit 121 is arranged so as to be offset from the axis O (axle) passing through the center of the hub wheel 112, and the output of the motor rotation shaft 125 is output to the hub. The speed reduction unit 131 transmitted to the wheels 112 is a parallel shaft gear speed reducer.
　軸線Ｏは車軸を表し、車輪ハブ１１２の中心を通る。電動車両が直進する際、インホイールモータ駆動装置１１０は転舵してなく、ホイールハウス９１の壁部材と少なくとも距離Ｌｄの間隔を開けている。 Axle line O represents an axle and passes through the center of the wheel hub 112. When the electric vehicle travels straight, the in-wheel motor drive device 110 is not steered and is separated from the wall member of the wheel house 91 by at least a distance of Ld.
特開２０１８－０６３０１９号公報JP-A-2018-063019
　ところでインホイールモータ駆動装置１１０を転舵輪に設ける場合、上下方向に延びる転舵軸線Ｋｐからインホイールモータ駆動装置１１０の最も遠い部位までの振れ回り距離Ｌｓに留意しなければならない。インホイールモータ駆動装置１１０およびハブ輪１１２と結合する車輪（図略）はホイールハウス９１に画成される空間に収容されるため、インホイールモータ駆動装置１１０が転舵する際に、図６に示すようにホイールハウス９１と干渉することを回避するためである。 By the way, when the in-wheel motor drive device 110 is provided on the steering wheel, it is necessary to pay attention to the swing distance Ls from the steering axis Kp extending in the vertical direction to the farthest part of the in-wheel motor drive device 110. The wheels (not shown) coupled to the in-wheel motor drive 110 and the hub wheel 112 are housed in the space defined by the wheel house 91. Therefore, when the in-wheel motor drive 110 is steered, FIG. This is to avoid interfering with the wheel house 91 as shown.
　特許文献１記載のインホイールモータ駆動装置１１０が車輪とともに転舵する際、さらに改善すべき点があることを本発明者は見いだした。 The present inventor has found that there are points to be further improved when the in-wheel motor drive device 110 described in Patent Document 1 is steered together with the wheels.
　つまり従来例のモータ部１２１は、車軸Ｏから車両前後方向にオフセットして配置され、また車軸方向に関し、車輪ハブ軸受部と、減速部と、モータ部の順序で配置される。このため、上下方向に延びる転舵軸線からモータ部の最も遠い部位までの振れ回り距離が大きく、転舵時の干渉を回避しようとすると、車体の内部空間を犠牲にしてホイールハウスを大きくしなければならず、あるいはモータ部の出力を犠牲にしてモータ部の寸法を小さくしなければならない。 That is, the motor portion 121 of the conventional example is arranged offset from the axle O in the vehicle front-rear direction, and is arranged in the order of the wheel hub bearing portion, the deceleration portion, and the motor portion in the axle direction. For this reason, the swing distance from the steering axis extending in the vertical direction to the farthest part of the motor section is large, and if you try to avoid interference during steering, you have to increase the wheel house at the expense of the internal space of the vehicle body. Or the dimensions of the motor section must be reduced at the expense of the output of the motor section.
　換言すると、モータ部１２１の軸線方向寸法Ｌｍを大きくしたり、モータ部の径寸法Ｄｍを大きくしたりしてインホイールモータ駆動装置１１０の出力増大を図ろうとすると、インホイールモータ駆動装置１１０の振れ回り距離Ｌｓが長くなってしまう。 In other words, if an attempt is made to increase the output of the in-wheel motor drive device 110 by increasing the axial dimension Lm of the motor unit 121 or increasing the diameter dimension Dm of the motor unit, the in-wheel motor drive device 110 will run out. The turning distance Ls becomes long.
　本発明は、上述の実情に鑑み、インホイールモータ駆動装置の振れ回り距離を短くすることを目的とする。 An object of the present invention is to shorten the swing distance of the in-wheel motor drive device in view of the above circumstances.
　この目的のため本発明によるインホイールモータ駆動装置は、転舵輪と結合する車輪ハブを回転自在に支持する車輪ハブ軸受部と、車輪ハブの軸線からオフセットして配置されて車輪ハブを駆動するモータ部と、モータ部の回転を減速して車輪ハブに伝達する減速部とを備え、車輪ハブの軸線に関し、車輪ハブ軸受部およびモータ部は軸線方向一方側に配置され、減速部は軸線方向他方側に配置される。 For this purpose, the in-wheel motor drive device according to the present invention has a wheel hub bearing portion that rotatably supports a wheel hub coupled to a steering wheel, and a motor that is arranged offset from the axis of the wheel hub to drive the wheel hub. The wheel hub bearing portion and the motor portion are arranged on one side in the axial direction with respect to the axis of the wheel hub, and the deceleration portion is arranged on one side in the axial direction. Placed on the side.
　かかる本発明によれば、モータ部から車輪ハブまでの動力伝達経路は、軸線方向一方から他方へ延びて次に軸線方向他方から一方に折り返すように形成され、寸法の大きなモータ部を回転軸線に近づけて、振れ回り距離を従来よりも短くすることができる。したがって、インホイールモータ駆動装置の転舵角度を大きくしても、ホイールハウスを広げる必要がない。またモータ部の寸法を大きくして、インホイールモータ駆動装置の出力増大を図ることができる。なお、車輪ハブの軸線方向位置とモータ部の軸線方向位置が重なり合うとは、軸線直角方向にみて、車輪ハブの少なくとも一部が、モータ部の一部と重なることをいう。例えば、内輪と外輪と転動体を備える車輪ハブ軸受部において、内輪および外輪にそれぞれ設けられる転動体の軌道面の軸線方向領域に着目して、軌道面の軸線方向領域の少なくとも一部が、モータ部のステータおよび／またはロータの軸線方向領域の一部と重なることをいう。ステータはステータコアおよびコイルを含む。 According to the present invention, the power transmission path from the motor portion to the wheel hub is formed so as to extend from one axial direction to the other and then fold back from the other axial direction to one side, and the large-dimensional motor portion is used as the rotation axis. It can be made closer and the swing distance can be made shorter than before. Therefore, it is not necessary to widen the wheel house even if the steering angle of the in-wheel motor drive device is increased. Further, the size of the motor unit can be increased to increase the output of the in-wheel motor drive device. The fact that the axial position of the wheel hub and the axial position of the motor portion overlap means that at least a part of the wheel hub overlaps with a part of the motor portion when viewed in the direction perpendicular to the axis. For example, in a wheel hub bearing portion including an inner ring, an outer ring, and a rolling element, focusing on the axial region of the raceway surface of the rolling element provided on the inner ring and the outer ring, at least a part of the axial region of the raceway surface is a motor. It means that it overlaps with a part of the axial region of the stator and / or rotor of the part. The stator includes a stator core and a coil.
　本発明の一局面として車輪ハブの軸線に関し、車輪ハブの軸線方向位置とモータ部の軸線方向位置が重なり合う。かかる局面によれば、寸法の大きなモータ部を転舵軸線に近づけて、振れ回り距離Ｌｓを従来よりも短くすることができる。 As one aspect of the present invention, regarding the axis of the wheel hub, the axial position of the wheel hub and the axial position of the motor portion overlap. According to this aspect, the large-sized motor portion can be brought closer to the steering axis, and the swing distance Ls can be shortened as compared with the conventional case.
　車輪ハブの軸線に関し、減速部の軸線方向位置は特に限定されない。本発明の一局面として、モータ部からみて、車輪ハブ軸受部は軸線方向一方側に配置され、減速部は軸線方向他方側に配置される。かかる局面によれば、車幅方向両側の転舵輪にそれぞれ設けられるインホイールモータ駆動装置において、車輪ハブ軸受部は車幅方向外側に配置され、モータ部は車幅方向内側に配置され、減速部はさらに車幅方向内側に配置される。したがってモータ部を転舵輪に近づけて、インホイールモータ駆動装置の振れ回り距離を短くすることができる。 Regarding the axis of the wheel hub, the position of the deceleration part in the axial direction is not particularly limited. As one aspect of the present invention, the wheel hub bearing portion is arranged on one side in the axial direction and the deceleration portion is arranged on the other side in the axial direction when viewed from the motor portion. According to this aspect, in the in-wheel motor drive devices provided on the steering wheels on both sides in the vehicle width direction, the wheel hub bearing portion is arranged on the outside in the vehicle width direction, the motor portion is arranged on the inside in the vehicle width direction, and the deceleration unit. Is further placed inside in the vehicle width direction. Therefore, the motor unit can be brought closer to the steering wheel to shorten the swing distance of the in-wheel motor drive device.
　またモータ部の外郭をなすモータ部ケーシングは薄肉に形成されるため、インホイールモータ駆動装置の運転中に太鼓のように膜振動し、不快な振動および騒音の懸念がある。かかる局面によれば、モータ部が減速部よりも車幅方向外側に配置されることから、モータ部の膜振動が車室空間に伝達することを抑制できる。 In addition, since the casing of the motor section, which forms the outer shell of the motor section, is formed to be thin, the film vibrates like a drum during operation of the in-wheel motor drive device, and there is a concern of unpleasant vibration and noise. According to this aspect, since the motor unit is arranged outside the deceleration unit in the vehicle width direction, it is possible to suppress the transmission of the film vibration of the motor unit to the vehicle interior space.
　減速部の構造は特に限定されない。本発明の好ましい局面として、減速部は平行軸歯車減速機である。かかる局面によれば、１または複数の中間軸を減速部に設けることができ、減速比を高めることができる。なお平行軸歯車減速機とは、外歯歯車同士の噛合のみからなり、遊星歯車組を含まないと理解されたい。他の局面として減速部は、平行軸歯車減速機および遊星歯車組の組み合わせであってもよい。 The structure of the deceleration part is not particularly limited. As a preferred aspect of the present invention, the reduction gear is a parallel shaft gear reducer. According to this aspect, one or a plurality of intermediate shafts can be provided in the reduction gear portion, and the reduction ratio can be increased. It should be understood that the parallel shaft gear reducer consists only of meshing of external gears and does not include planetary gear sets. As another aspect, the reduction gear may be a combination of a parallel shaft gear reducer and a planetary gear set.
　このように本発明によれば、インホイールモータ駆動装置の振れ回り距離が従来よりも短くなり、モータ部の出力を増大させてもインホイールモータ駆動装置と車体のホイールハウスとの干渉を抑制することができる。 As described above, according to the present invention, the swing distance of the in-wheel motor drive device is shorter than before, and even if the output of the motor unit is increased, the interference between the in-wheel motor drive device and the wheel house of the vehicle body is suppressed. be able to.
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展開断面図である。It is a developed sectional view which shows the in-wheel motor drive device which becomes one Embodiment of this invention. 同実施形態を模式的に示す側面図である。It is a side view which shows the embodiment schematically. 同実施形態を示す縦断面図である。It is a vertical sectional view which shows the same embodiment. 同実施形態が転舵する状態を示す縦断面図である。It is a vertical cross-sectional view which shows the state which the same embodiment steers. 従来例のインホイールモータ駆動装置を示す縦断面図である。It is a vertical cross-sectional view which shows the in-wheel motor drive device of the conventional example. 従来例が転舵する状態を示す縦断面図である。It is a vertical cross-sectional view which shows the state which the conventional example steers.
　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。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展開断面図であって、紙面左側は車幅方向外側（アウトボード側、軸線方向一方ともいう）を表し、紙面右側は車幅方向内側（インボード側、軸線方向他方ともいう）を表す。図２は同実施形態を模式的に示す側面図であって、車輪ハブの軸線方向にみた状態を表す。なお図２では、インホイールモータ駆動装置の端子ボックスが図略される。 Hereinafter, embodiments of the present invention will be described in detail with reference to the drawings. FIG. 1 is a developed cross-sectional view showing an in-wheel motor drive device according to an embodiment of the present invention. Represents the inside in the width direction (also referred to as the inboard side and the other in the axial direction). FIG. 2 is a side view schematically showing the embodiment, and shows a state seen in the axial direction of the wheel hub. Note that in FIG. 2, the terminal box of the in-wheel motor drive device is illustrated.
　図１に示すように、インホイールモータ駆動装置１０は、ロードホイールＷの内空領域に配置される。ロードホイールＷの外周にはタイヤＴが嵌装される。ロードホイールＷおよびタイヤＴは車輪を構成する。ロードホイールＷの中心は後述する車輪ハブ１２と結合する。 As shown in FIG. 1, the in-wheel motor drive device 10 is arranged in the inner space region of the road wheel W. A tire T is fitted on the outer circumference of the road wheel W. The road wheel W and the tire T form a wheel. The center of the road wheel W is coupled to the wheel hub 12, which will be described later.
　インホイールモータ駆動装置１０は、車輪ハブ軸受部１１と、モータ部２１と、モータ部２１の回転を減速して車輪ハブ軸受部１１に伝達する減速部３１とを備える。モータ部２１および減速部３１は、車輪ハブ軸受部１１の軸線Ｏからオフセットして配置される。軸線Ｏは、車幅方向に延びる車輪ハブ１２の中心軸線であり、車軸に一致する。軸線Ｏ方向位置に関し、車輪ハブ軸受部１１はインホイールモータ駆動装置１０の軸線方向一方に配置され、モータ部２１はインホイールモータ駆動装置１０の軸線方向他方に配置され、減速部３１はモータ部２１よりもさらに軸線方向他方に配置され、モータ部２１の軸線方向位置が車輪ハブ軸受部１１の軸線方向位置と重なる。 The in-wheel motor drive device 10 includes a wheel hub bearing portion 11, a motor portion 21, and a deceleration portion 31 that decelerates the rotation of the motor portion 21 and transmits the rotation to the wheel hub bearing portion 11. The motor unit 21 and the deceleration unit 31 are arranged offset from the axis O of the wheel hub bearing unit 11. The axis O is the central axis of the wheel hub 12 extending in the vehicle width direction and coincides with the axle. Regarding the position in the axis O direction, the wheel hub bearing portion 11 is arranged on one side of the in-wheel motor drive device 10 in the axial direction, the motor portion 21 is arranged on the other side of the in-wheel motor drive device 10 in the axial direction, and the deceleration unit 31 is a motor unit. It is arranged further in the axial direction than the 21 and the axial position of the motor portion 21 overlaps with the axial position of the wheel hub bearing portion 11.
　インホイールモータ駆動装置１０は、電動車両の車輪を駆動する車両用モータ駆動装置である。インホイールモータ駆動装置１０は、電動車両を時速０～１８０ｋｍ／ｈで走行させることができる。 The in-wheel motor drive device 10 is a vehicle motor drive device that drives the wheels of an electric vehicle. The in-wheel motor drive device 10 can drive an electric vehicle at a speed of 0 to 180 km / h.
　インホイールモータ駆動装置１０は、キングピンを具備する図示しないサスペンション装置を介して、車体に取り付けられる。またインホイールモータ駆動装置１０は、図示しないタイロッドを介して操舵装置と連結する。操舵装置は電動車両の車体に搭載される。これによりインホイールモータ駆動装置１０および車輪は、キングピン回りに転舵する。つまり本実施形態のインホイールモータ駆動装置１０と結合する車輪は転舵輪である。 The in-wheel motor drive device 10 is attached to the vehicle body via a suspension device (not shown) provided with a kingpin. Further, the in-wheel motor drive device 10 is connected to the steering device via a tie rod (not shown). The steering device is mounted on the body of the electric vehicle. As a result, the in-wheel motor drive device 10 and the wheels are steered around the kingpin. That is, the wheel coupled to the in-wheel motor drive device 10 of the present embodiment is a steering wheel.
　車輪ハブ軸受部１１は、車輪のロードホイールＷと結合する車輪ハブ１２と、車輪ハブ１２の外径側に同軸に配置される固定輪としての外輪１３と、車輪ハブ１２と外輪１３との間の環状空間に配置される複数の転動体１４を有する。 The wheel hub bearing portion 11 is between the wheel hub 12 that is coupled to the road wheel W of the wheel, the outer ring 13 as a fixed ring that is coaxially arranged on the outer diameter side of the wheel hub 12, and the wheel hub 12 and the outer ring 13. It has a plurality of rolling elements 14 arranged in the annular space of.
　図１に示すように外輪１３は、減速部ケーシング３９の軸線方向一方端面に形成される開口３９ｐを貫通する。減速部ケーシング３９は、減速部３１の外郭を含み、減速部３１の回転要素（減速部回転軸および歯車）を収容する。 As shown in FIG. 1, the outer ring 13 penetrates the opening 39p formed on one end surface in the axial direction of the speed reducing portion casing 39. The speed reduction unit casing 39 includes the outer shell of the speed reduction unit 31, and accommodates the rotating elements (reduction unit rotation shaft and gears) of the speed reduction unit 31.
　外輪１３の外周面には周方向で異なる位置に複数の外輪突出部１３ｇがさらに設けられる。外径方向に突出する各外輪突出部１３ｇには雌ねじ孔が穿設される。また外輪突出部１３ｇにはキャリア４１が隣接して配置される。キャリア４１には貫通孔が複数形成される。キャリア４１の各貫通孔および外輪１３の各雌ねじ孔は、軸線Ｏと平行に延び、互いに一致する。外輪１３の雌ねじ孔およびキャリア４１の貫通孔には軸線Ｏ方向他方側から第１ボルト４２が通され、第１ボルト４２の軸部はキャリア４１の貫通孔を貫通し、第１ボルト４２の先端部は外輪突出部１３ｇの雌ねじ孔に螺合し、第１ボルト４２の頭部がキャリア４１に当接することにより、外輪１３は第１ボルト４２によってキャリア４１に確りと取付固定される。 A plurality of outer ring protruding portions 13g are further provided on the outer peripheral surface of the outer ring 13 at different positions in the circumferential direction. A female screw hole is formed in each outer ring projecting portion 13g projecting in the outer diameter direction. A carrier 41 is arranged adjacent to the outer ring protruding portion 13g. A plurality of through holes are formed in the carrier 41. Each through hole of the carrier 41 and each female screw hole of the outer ring 13 extend parallel to the axis O and coincide with each other. The first bolt 42 is passed through the female screw hole of the outer ring 13 and the through hole of the carrier 41 from the other side in the axis O direction, the shaft portion of the first bolt 42 penetrates the through hole of the carrier 41, and the tip of the first bolt 42. The portion is screwed into the female screw hole of the outer ring protruding portion 13 g, and the head of the first bolt 42 abuts on the carrier 41, so that the outer ring 13 is firmly attached and fixed to the carrier 41 by the first bolt 42.
　車輪ハブ１２は筒状の内輪１２ｎおよび軸体１５を含み、外輪１３の中心孔に通される。内輪１２ｎの中心孔には回転軸としての軸体１５が挿通固定される。軸体１５の両端部は内輪１２ｎから突出する。軸体１５の軸線Ｏ方向一方端には結合部１５ｆが形成される。結合部１５ｆは周方向に間隔をあけて複数設けられる突起であり、ブレーキディスクＢＤおよびロードホイールＷと同軸に結合するための結合部を構成する。軸体１５は、結合部１５ｆで車輪のロードホイールＷと結合し、車輪と一体回転する。 The wheel hub 12 includes a cylindrical inner ring 12n and a shaft body 15, and is passed through the central hole of the outer ring 13. A shaft body 15 as a rotation shaft is inserted and fixed in the central hole of the inner ring 12n. Both ends of the shaft body 15 project from the inner ring 12n. A coupling portion 15f is formed at one end of the shaft body 15 in the axis O direction. A plurality of coupling portions 15f are provided at intervals in the circumferential direction, and form a coupling portion for coaxially coupling with the brake disc BD and the road wheel W. The shaft body 15 is coupled to the road wheel W of the wheel at the coupling portion 15f, and rotates integrally with the wheel.
　軸体１５の軸線Ｏ方向他方端は、カプラ１７の軸線Ｏ方向一方端に挿通固定される。カプラ１７は筒状であって、車輪ハブ１２と後述する出力軸３８を連結する。 The other end of the shaft body 15 in the axis O direction is inserted and fixed to one end of the coupler 17 in the axis O direction. The coupler 17 has a cylindrical shape and connects the wheel hub 12 and the output shaft 38 described later.
　内輪１２ｎおよび外輪１３間の環状空間には、複数列の転動体１４が配置される。内輪１２ｎの外周面は、第１列および第２列にそれぞれ配置される複数の転動体１４の内側軌道面を構成する。外輪１３の内周面は、第１列および第２列にそれぞれ配置される転動体１４の外側軌道面を構成する。内輪１２ｎおよび外輪１３間の環状空間には、シール材１６，１６がさらに介在する。シール材１６は環状空間の両端を封止して、塵埃および異物の侵入を阻止する。 A plurality of rows of rolling elements 14 are arranged in the annular space between the inner ring 12n and the outer ring 13. The outer peripheral surface of the inner ring 12n constitutes the inner raceway surface of the plurality of rolling elements 14 arranged in the first row and the second row, respectively. The inner peripheral surface of the outer ring 13 constitutes the outer raceway surface of the rolling elements 14 arranged in the first row and the second row, respectively. Sealing materials 16 and 16 are further interposed in the annular space between the inner ring 12n and the outer ring 13. The sealing material 16 seals both ends of the annular space to prevent dust and foreign matter from entering.
　図１に示すようにモータ部２１は、モータ回転軸２２、ロータ２３、ステータ２４、モータケーシング２９、および端子ボックス２６を有し、この順序でモータ部２１の軸線Ｍから外径側へ順次配置される。モータ部２１は、インナロータ、アウタステータ形式のラジアルギャップモータであるが、他の形式であってもよい。例えば図示しなかったがモータ部２１はアキシャルギャップモータであってもよい。モータケーシング２９はステータ２４の外周を包囲する。またモータケーシング２９は、軸体１５の軸線方向他方端およびカプラ１７を収容する減速部ケーシング３９と結合する。減速部ケーシング３９およびモータケーシング２９はインホイールモータ駆動装置１０の外郭をなすことから、単にケーシングともいう。 As shown in FIG. 1, the motor unit 21 has a motor rotating shaft 22, a rotor 23, a stator 24, a motor casing 29, and a terminal box 26, and is sequentially arranged from the axis M of the motor unit 21 to the outer diameter side in this order. Will be done. The motor unit 21 is an inner rotor and outer stator type radial gap motor, but other types may be used. For example, although not shown, the motor unit 21 may be an axial gap motor. The motor casing 29 surrounds the outer circumference of the stator 24. Further, the motor casing 29 is coupled to the other end of the shaft body 15 in the axial direction and the speed reducing portion casing 39 accommodating the coupler 17. Since the speed reducing portion casing 39 and the motor casing 29 form the outer shell of the in-wheel motor drive device 10, they are also simply referred to as casings.
　ステータ２４は円筒形状のステータコア２５と、該ステータコア２５に巻回されたコイル２７を含む。ステータコア２５はリング状の鋼板を軸線Ｍ方向に積層してなる。 The stator 24 includes a cylindrical stator core 25 and a coil 27 wound around the stator core 25. The stator core 25 is formed by laminating ring-shaped steel plates in the axis M direction.
　モータ回転軸２２の両端部は、転がり軸受２８ａ，２８ｂを介して、モータケーシング２９に回転自在に支持される。端子ボックス２６は、モータケーシング２９の外周面に付設される。端子ボックス２６には動力線の先端部５１が差し込まれる。モータ部２１は動力線から電力を供給される。 Both ends of the motor rotating shaft 22 are rotatably supported by the motor casing 29 via rolling bearings 28a and 28b. The terminal box 26 is attached to the outer peripheral surface of the motor casing 29. The tip 51 of the power line is inserted into the terminal box 26. The motor unit 21 is supplied with electric power from the power line.
　モータ回転軸２２およびロータ２３の回転中心になる軸線Ｍは、車輪ハブ軸受部１１の軸線Ｏと平行に延びる。つまりモータ部２１は、車輪ハブ軸受部１１の軸線Ｏから離れるようオフセットして配置される。例えば図２に示すようにモータ部の軸線Ｍは、軸線Ｏから車両前後方向にオフセットして、具体的には軸線Ｏよりも車両前方、に配置される。また軸線Ｍは軸線Ｏよりも上方に配置される。 The axis M, which is the center of rotation of the motor rotation shaft 22 and the rotor 23, extends parallel to the axis O of the wheel hub bearing portion 11. That is, the motor portion 21 is offset so as to be separated from the axis O of the wheel hub bearing portion 11. For example, as shown in FIG. 2, the axis M of the motor unit is offset from the axis O in the vehicle front-rear direction, and is specifically arranged in front of the axis O of the vehicle. Further, the axis M is arranged above the axis O.
　図２に示すように複数の結合部１５ｆは軸線Ｏを中心として軸体１５から放射状に突出する。軸線方向にみて、円筒形状のモータケーシング２９は、結合部１５ｆに重なる。ただしモータケーシング２９は外輪１３に重ならない。ステータ２４も同様である。これにより、モータ部２１の径方向寸法を大きくし得て、出力増大を図ることができる。なお図示はしなかったが、本実施形態のインホイールモータ駆動装置２１はストラット式サスペンション装置を介して車体に連結される。モータ部２１は軸線Ｏから車両前後方向にオフセットして配置されることから、モータ部２１と軸線Ｏの真上で上下方向に延びるストラットの干渉が回避される。 As shown in FIG. 2, the plurality of connecting portions 15f project radially from the shaft body 15 with the axis O as the center. Seen in the axial direction, the cylindrical motor casing 29 overlaps the coupling portion 15f. However, the motor casing 29 does not overlap the outer ring 13. The same applies to the stator 24. As a result, the radial dimension of the motor unit 21 can be increased, and the output can be increased. Although not shown, the in-wheel motor drive device 21 of the present embodiment is connected to the vehicle body via a strut type suspension device. Since the motor unit 21 is arranged offset from the axis O in the vehicle front-rear direction, interference between the motor unit 21 and the struts extending in the vertical direction directly above the axis O is avoided.
　説明を図１に戻すと、複数列の転動体１４のうち、最も軸線方向他方の列（第２列）の転動体１４の軸線方向位置と、モータ部２１の軸線方向位置は重なり合う。具体的には、車輪ハブ１２の転動体１４の軌道面の軸線Ｏ方向位置と、コイル２７の軸線Ｏ方向位置は重なり合う。 Returning to FIG. 1, the axial position of the rolling element 14 in the other row (second row) in the most axial direction among the rolling elements 14 in the plurality of rows and the axial position of the motor unit 21 overlap. Specifically, the position in the axis O direction of the raceway surface of the rolling element 14 of the wheel hub 12 and the position in the axis O direction of the coil 27 overlap.
　ロードホイールＷのリム部Ｗｒと、ロードホイールＷのスポーク部ｗｓで区画される内空領域には、車輪ハブ軸受部１１が配置される。またモータ部２１の軸線方向一方端部もロードホイールＷの内空領域に配置される。これに対し、減速部３１は、ロードホイールＷよりも軸線方向他方に配置される。 The wheel hub bearing portion 11 is arranged in the inner space region defined by the rim portion Wr of the road wheel W and the spoke portion ws of the road wheel W. Further, one end of the motor unit 21 in the axial direction is also arranged in the inner space region of the road wheel W. On the other hand, the deceleration unit 31 is arranged on the other side of the road wheel W in the axial direction.
　減速部３１は、モータ回転軸２２の軸線Ｏ方向他方端部の外周面に同軸に設けられる入力歯車３３と、複数の中間歯車３４，３６と、これら中間歯車３４，３６の中心と結合する中間軸３５と、車輪ハブ軸受部１１の車輪ハブ１２に連結される出力軸３８と、出力軸３８の外周面に同軸に設けられる出力歯車３７と、これら複数の歯車および減速部回転軸を収容する減速部ケーシング３９と、ケーシングカバー３９ｖを有する。 The reduction gear 31 is an intermediate that is coupled to an input gear 33 coaxially provided on the outer peripheral surface of the other end of the motor rotating shaft 22 in the O direction, a plurality of intermediate gears 34, 36, and the center of these intermediate gears 34, 36. It accommodates a shaft 35, an output shaft 38 connected to the wheel hub 12 of the wheel hub bearing portion 11, an output gear 37 coaxially provided on the outer peripheral surface of the output shaft 38, and a plurality of these gears and a reduction gear rotating shaft. It has a reduction gear casing 39 and a casing cover 39v.
　入力歯車３３は外歯のはすば歯車である。入力歯車３３の中心孔には、モータ回転軸２２の軸線方向他方端部が差し込まれて相対回転不可能にスプライン嵌合（セレーションも含む、以下同じ）する。 The input gear 33 is a helical gear with external teeth. The other end of the motor rotating shaft 22 in the axial direction is inserted into the center hole of the input gear 33, and spline fitting (including serrations, the same applies hereinafter) so that relative rotation is impossible.
　減速部３１の中間軸３５の回転中心になる軸線Ｎは軸線Ｏと平行に延びる。中間軸３５の両端部は、転がり軸受３５ａ，３５ｂを介して、減速部ケーシング３９およびケーシングカバー３９ｖに回転自在に支持される。中間軸３５の軸線Ｎ方向中央領域には、第１中間歯車３４および第２中間歯車３６が同軸に設けられる。第１中間歯車３４の中心孔には、中間軸３５が差し込まれて相対回転不可能にスプライン嵌合する。第２中間歯車３６は中間軸３５の外周面に一体形成される。 The axis N, which is the center of rotation of the intermediate shaft 35 of the deceleration unit 31, extends parallel to the axis O. Both ends of the intermediate shaft 35 are rotatably supported by the speed reducing portion casing 39 and the casing cover 39v via rolling bearings 35a and 35b. A first intermediate gear 34 and a second intermediate gear 36 are coaxially provided in the central region of the intermediate shaft 35 in the N direction of the axis. An intermediate shaft 35 is inserted into the center hole of the first intermediate gear 34 and spline-fitted so as not to rotate relative to each other. The second intermediate gear 36 is integrally formed on the outer peripheral surface of the intermediate shaft 35.
　第１中間歯車３４および第２中間歯車３６は、外歯のはすば歯車であり、第１中間歯車３４の径が第２中間歯車３６の径よりも大きい。大径の第１中間歯車３４は、小径の入力歯車３３と噛合する。小径の第２中間歯車３６は、第１中間歯車３４よりも軸線Ｎ方向他方側に配置されて、大径の出力歯車３７と噛合する。 The first intermediate gear 34 and the second intermediate gear 36 are helical gears with external teeth, and the diameter of the first intermediate gear 34 is larger than the diameter of the second intermediate gear 36. The large-diameter first intermediate gear 34 meshes with the small-diameter input gear 33. The small-diameter second intermediate gear 36 is arranged on the other side of the first intermediate gear 34 in the N direction of the axis and meshes with the large-diameter output gear 37.
　中間軸３５の軸線Ｎは、図２に示すように、軸線Ｏおよび軸線Ｍよりも下方に配置される。また中間軸３５の軸線Ｎは、軸線Ｏよりも車両前方、軸線Ｍよりも車両後方に配置される。減速部３１は、車両前後方向に間隔を空けて配置されて互いに平行に延びる軸線Ｏ，Ｎ，Ｍを有する３軸の平行軸歯車減速機であり、２段階に減速する。 As shown in FIG. 2, the axis N of the intermediate axis 35 is arranged below the axis O and the axis M. Further, the axis N of the intermediate shaft 35 is arranged in front of the vehicle with respect to the axis O and behind the vehicle with respect to the axis M. The speed reduction unit 31 is a three-axis parallel shaft gear speed reducer having axes O, N, and M arranged at intervals in the front-rear direction of the vehicle and extending in parallel with each other, and decelerates in two stages.
　説明を図１に戻すと出力歯車３７は外歯のはすば歯車であり、出力軸３８の軸線Ｏ方向中央部に同軸に設けられる。出力軸３８は軸線Ｏに沿って延びる。出力軸３８の軸線Ｏ方向一方端部は、カプラ１７の軸線方向他方端に差し込まれて相対回転不可能に係合する。図３に示すようにカプラ１７の軸線方向位置は、モータ部２１の軸線方向位置に含まれる。またカプラ１７は、モータ部２１の外周と隣り合う。 Returning to FIG. 1, the output gear 37 is a helical gear with external teeth, and is provided coaxially with the central portion of the output shaft 38 in the O-direction of the axis. The output shaft 38 extends along the axis O. One end of the output shaft 38 in the axis O direction is inserted into the other end of the coupler 17 in the axis direction and engages with each other so as not to rotate relative to each other. As shown in FIG. 3, the axial position of the coupler 17 is included in the axial position of the motor unit 21. Further, the coupler 17 is adjacent to the outer circumference of the motor unit 21.
　出力軸３８の軸線Ｏ方向両端部は、転がり軸受３８ａ，３８ｂを介して、減速部ケーシング３９およびケーシングカバー３９ｖに回転自在に支持される。軸線方向一方の転がり軸受３８ａと軸線方向他方の出力歯車３７の間には、第１中間歯車３４を配置するための空間が設けられる。 Both ends of the output shaft 38 in the axis O direction are rotatably supported by the speed reducing portion casing 39 and the casing cover 39v via rolling bearings 38a and 38b. A space for arranging the first intermediate gear 34 is provided between the rolling bearing 38a in the axial direction and the output gear 37 in the other axial direction.
　図１に示すように減速部３１は、小径の駆動歯車と大径の従動歯車の噛合、即ち入力歯車３３と第１中間歯車３４の噛合、また第２中間歯車３６と出力歯車３７の噛合、によりモータ回転軸２２の回転を減速して出力軸３８に伝達する。減速部３１の入力歯車３３から出力軸３８までの回転要素は、モータ部２１の回転を車輪ハブ１２に伝達する駆動伝達経路を構成する。この伝達経路は、モータ部２１から減速部３１へ軸線方向他方に延び、減速部３１で折り返されて、車輪ハブ軸受部１１へ軸線方向一方に延びている。 As shown in FIG. 1, the reduction gear 31 includes a small-diameter drive gear and a large-diameter driven gear, that is, an input gear 33 and a first intermediate gear 34, and a second intermediate gear 36 and an output gear 37. The rotation of the motor rotation shaft 22 is decelerated and transmitted to the output shaft 38. The rotating elements from the input gear 33 of the speed reducing unit 31 to the output shaft 38 form a drive transmission path that transmits the rotation of the motor unit 21 to the wheel hub 12. This transmission path extends from the motor unit 21 to the deceleration unit 31 in the other axial direction, is folded back by the deceleration unit 31, and extends in one axial direction to the wheel hub bearing portion 11.
　図２中、各歯車は歯先円で示される。図２に示すように軸線方向にみて、第１中間歯車３４および第２中間歯車３６は、モータ部２１と重なる。また軸線方向にみて、第１中間歯車３４は、結合部１５ｆと、外輪１３と、転動体１４に重なる。つまり軸線方向にみて、第１中間歯車３４は、外輪１３の内周に設けられる外側軌道面に重なる。また軸線方向にみて、第１中間歯車３４は、内輪１２ｎに重ならない。 In Fig. 2, each gear is indicated by a tooth tip circle. As shown in FIG. 2, the first intermediate gear 34 and the second intermediate gear 36 overlap with the motor unit 21 when viewed in the axial direction. Further, when viewed in the axial direction, the first intermediate gear 34 overlaps the coupling portion 15f, the outer ring 13, and the rolling element 14. That is, when viewed in the axial direction, the first intermediate gear 34 overlaps the outer raceway surface provided on the inner circumference of the outer ring 13. Further, when viewed in the axial direction, the first intermediate gear 34 does not overlap the inner ring 12n.
　図３および図４は、本実施形態を表す縦断面図であり、上下方向にみた状態を表す。図３では直進時を表し、図４では旋回時を表す。図３を参照して、ホイールハウス９１の壁体は軸線Ｏと直角に広がる。インホイールモータ駆動装置１０はホイールハウス９１から距離Ｌｄ離隔される。 3 and 4 are vertical cross-sectional views showing the present embodiment, and show a state seen in the vertical direction. FIG. 3 shows the time of going straight, and FIG. 4 shows the time of turning. With reference to FIG. 3, the wall of the wheel house 91 extends at right angles to the axis O. The in-wheel motor drive device 10 is separated from the wheel house 91 by a distance of Ld.
　インホイールモータ駆動装置１０が転舵する場合、図４に示すようにホイールハウス９１に干渉しない。 When the in-wheel motor drive device 10 steers, it does not interfere with the wheel house 91 as shown in FIG.
　図５および図６は、従来のインホイールモータ駆動装置を表す縦断面図であり、上下方向にみた状態を表す。図５では直進時を表し、図６では旋回時を表す。図５を参照して、ホイールハウス９１の壁体は軸線Ｏと直角に広がる。インホイールモータ駆動装置１１０は、転舵しない直進時において、ホイールハウス９１から、図３に示す実施形態と同じ距離Ｌｄだけ離隔される。 5 and 6 are vertical cross-sectional views showing a conventional in-wheel motor drive device, and show a state seen in the vertical direction. FIG. 5 shows the time of going straight, and FIG. 6 shows the time of turning. With reference to FIG. 5, the wall of the wheel house 91 extends at right angles to the axis O. The in-wheel motor drive device 110 is separated from the wheel house 91 by the same distance Ld as in the embodiment shown in FIG. 3 when traveling straight without steering.
　しかしながら同じ距離Ｌｄだけ離隔されていても、図５に示す従来例の振れ回り距離Ｌｓは、図３に示す実施形態の振れ回り距離Ｌｓよりも大きくなってしまう。従来のインホイールモータ駆動装置１１０が転舵する場合、図６に示すようにホイールハウス９１に干渉してしまう。この理由として、寸法の大きなモータ部１２１が、軸線Ｏから車両前後方向にオフセット配置されており、さらに車幅方向内側に配置されているためと考えられる。図５に示す従来例と対比して、図３に示す本実施形態のモータ部２１は、減速部３１よりも車幅方向外側に配置され、本実施形態のような折り返し構造にされない。比較のため図５に示す従来例のモータ部１２１と本実施形態のモータ部２１は、同一の出力となるよう寸法を選択されると理解されたい。 However, even if they are separated by the same distance Ld, the swing distance Ls of the conventional example shown in FIG. 5 becomes larger than the swing distance Ls of the embodiment shown in FIG. When the conventional in-wheel motor drive device 110 steers, it interferes with the wheel house 91 as shown in FIG. It is considered that the reason for this is that the motor portion 121 having a large dimension is offset from the axis O in the vehicle front-rear direction and further arranged inside in the vehicle width direction. Compared with the conventional example shown in FIG. 5, the motor unit 21 of the present embodiment shown in FIG. 3 is arranged outside the deceleration unit 31 in the vehicle width direction, and does not have a folded structure as in the present embodiment. For comparison, it should be understood that the motor unit 121 of the conventional example shown in FIG. 5 and the motor unit 21 of the present embodiment are selected in dimensions so as to have the same output.
　本実施形態のインホイールモータ駆動装置１０は、転舵輪のロードホイールＷと結合する車輪ハブ１２を回転自在に支持する車輪ハブ軸受部１１と、車輪ハブ１２の軸線Ｏからオフセットして配置されて車輪ハブ１２を駆動するモータ部２１と、モータ部２１の回転を減速して車輪ハブ１２に伝達する減速部３１とを備え、車輪ハブ１２の軸線Ｏに関し、車輪ハブ軸受部１１およびモータ部２１は軸線Ｏ方向一方側に配置され、減速部３１は軸線方向他方側に配置される。これによりモータ部２１から車輪ハブ１２までの動力伝達経路は、軸線方向一方から他方へ延びて次に軸線方向他方から一方に折り返すように形成され、寸法の大きなモータ部２１を回転軸線に近づけて、振れ回り距離Ｌｓを従来よりも短くすることができる。 The in-wheel motor drive device 10 of the present embodiment is arranged so as to be offset from the axis O of the wheel hub 12 and the wheel hub bearing portion 11 that rotatably supports the wheel hub 12 to be coupled to the road wheel W of the steering wheel. A motor unit 21 for driving the wheel hub 12 and a deceleration unit 31 for decelerating the rotation of the motor unit 21 and transmitting the rotation to the wheel hub 12 are provided, and the wheel hub bearing unit 11 and the motor unit 21 are provided with respect to the axis O of the wheel hub 12. Is arranged on one side in the axis O direction, and the deceleration unit 31 is arranged on the other side in the axis direction. As a result, the power transmission path from the motor unit 21 to the wheel hub 12 is formed so as to extend from one axial direction to the other and then fold back from the other axial direction to one side, so that the large-sized motor unit 21 is brought closer to the rotation axis. , The swing distance Ls can be made shorter than before.
　また本実施形態では図３に示すように、軸線Ｏに関し、車輪ハブ１２の軸線方向位置とモータ部２１の軸線方向位置が重なり合うことから、寸法の大きなモータ部２１を転舵軸線Ｋｐに近づけて、振れ回り距離Ｌｓを従来よりも短くすることができる。振れ回り距離Ｌｓは、転舵軸線Ｋｐから車幅方向内側へ突出するインホイールモータ駆動装置１０のうち、転舵軸線Ｋｐから最も遠い部位までの距離をいう。 Further, in the present embodiment, as shown in FIG. 3, with respect to the axis O, the axial position of the wheel hub 12 and the axial position of the motor portion 21 overlap, so that the motor portion 21 having a large dimension is brought closer to the steering axis Kp. , The swing distance Ls can be made shorter than before. The swing distance Ls refers to the distance from the steering axis Kp to the farthest portion of the in-wheel motor drive device 10 protruding inward in the vehicle width direction from the steering axis Kp.
　本実施形態ではモータ部２１からみて、車輪ハブ軸受部１１は軸線Ｏ方向一方側に配置され、減速部３１は軸線Ｏ方向他方側に配置される。具体的には、車輪ハブ軸受部１１は車幅方向外側に配置され、減速部３１は車幅方向内側に配置される。これによりモータ部２１をロードホイールＷに近づけて、インホイールモータ駆動装置１０の振れ回り距離を短くすることができる。 In the present embodiment, the wheel hub bearing portion 11 is arranged on one side in the axis O direction and the deceleration portion 31 is arranged on the other side in the axis O direction when viewed from the motor portion 21. Specifically, the wheel hub bearing portion 11 is arranged outside in the vehicle width direction, and the deceleration portion 31 is arranged inside in the vehicle width direction. As a result, the motor unit 21 can be brought closer to the road wheel W, and the swing distance of the in-wheel motor drive device 10 can be shortened.
　また本実施形態の減速部３１は軸線Ｏ、Ｎ、Ｍという複数の平行軸を有する平行軸歯車減速機であるから、１または複数の中間軸を減速部３１に設けることができ、減速比を高めることができる。 Further, since the speed reduction unit 31 of the present embodiment is a parallel shaft gear speed reducer having a plurality of parallel shafts O, N, and M, one or a plurality of intermediate shafts can be provided in the speed reduction unit 31 to reduce the reduction ratio. Can be enhanced.
　以上、図面を参照して本発明の実施の形態を説明したが、本発明は、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、本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 embodiment of the present invention has been described above with reference to the drawings, the present invention is not limited to the illustrated embodiment. Various modifications and modifications can be made to the illustrated embodiment within the same range as the present invention or within the same range.
　本発明は、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 present invention is advantageously used in electric vehicles and hybrid vehicles.
　１０　インホイールモータ駆動装置、１１　車輪ハブ軸受部、１２　車輪ハブ、１２ｎ　内輪、１３　外輪、１４　転動体、１５　軸体、１５ｆ　結合部、１６　シール材、１７　カプラ、２１　モータ部、２２　モータ回転軸、２３　ロータ、２４　ステータ、２５　ステータコア、２６　端子ボックス、２７　コイル、２８ａ，２８ｂ，３５ａ，３５ｂ，３８ａ，３８ｂ　軸受、２９　モータケーシング、３１　減速部、３３　入力歯車、３４　第１中間歯車、３５　中間軸、３６　第２中間歯車、３７　出力歯車、３８　出力軸、３９　減速部ケーシング、３９ｐ　開口、３９ｖ　ケーシングカバー、９１　ホイールハウス。 10 in-wheel motor drive, 11 wheel hub bearing, 12 wheel hub, 12n inner ring, 13 outer ring, 14 rolling element, 15 axle, 15f coupling, 16 sealing material, 17 coupler, 21 motor, 22 motor rotating shaft , 23 rotor, 24 stator, 25 stator core, 26 terminal box, 27 coil, 28a, 28b, 35a, 35b, 38a, 38b bearing, 29 motor casing, 31 reduction unit, 33 input wheel, 34 first intermediate gear, 35 intermediate Shaft, 36 second intermediate gear, 37 output gear, 38 output shaft, 39 deceleration part casing, 39p opening, 39v casing cover, 91 wheel house.

Claims (4)

  1. 　転舵輪と結合する車輪ハブを回転自在に支持する車輪ハブ軸受部と、前記車輪ハブの軸線からオフセットして配置されて前記車輪ハブを駆動するモータ部と、前記モータ部の回転を減速して前記車輪ハブに伝達する減速部とを備え、
    　前記車輪ハブの軸線に関し、前記車輪ハブ軸受部および前記モータ部は軸線方向一方側に配置され、前記減速部は軸線方向他方側に配置される、インホイールモータ駆動装置。     A wheel hub bearing portion that rotatably supports a wheel hub coupled to a steering wheel, a motor portion that is arranged offset from the axis of the wheel hub to drive the wheel hub, and a deceleration of rotation of the motor portion. It is provided with a deceleration unit that transmits to the wheel hub.
    An in-wheel motor drive device in which the wheel hub bearing portion and the motor portion are arranged on one side in the axial direction and the deceleration portion is arranged on the other side in the axial direction with respect to the axis of the wheel hub.
  2. 　前記車輪ハブの軸線に関し、前記車輪ハブの軸線方向位置と前記モータ部の軸線方向位置が重なり合う、請求項１に記載のインホイールモータ駆動装置。 The in-wheel motor drive device according to claim 1, wherein the axial position of the wheel hub and the axial position of the motor unit overlap with respect to the axial position of the wheel hub.
  3. 　前記モータ部からみて、前記車輪ハブ軸受部は軸線方向一方側に配置され、前記減速部は軸線方向他方側に配置される、請求項１または２に記載のインホイールモータ駆動装置。 The in-wheel motor drive device according to claim 1 or 2, wherein the wheel hub bearing portion is arranged on one side in the axial direction and the deceleration portion is arranged on the other side in the axial direction when viewed from the motor portion.
  4. 　前記減速部は平行軸歯車減速機である、請求項１～３のいずれかに記載のインホイールモータ駆動装置。 The in-wheel motor drive device according to any one of claims 1 to 3, wherein the speed reduction unit is a parallel shaft gear speed reducer.
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