JP2008168873A - In-wheel motor drive unit - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To provide an in-wheel motor drive unit having a wheel hub bearing capable of adequately setting the load capacity according to the load condition received from a wheel. <P>SOLUTION: The in-wheel motor drive unit 21 comprises a casing 22, a motor part A, a deceleration section B, and a wheel hub bearing section C including a wheel hub 32 and a wheel hub bearing 33. The wheel hub bearing 33 is a double-row rolling bearing having a first raceway track which is located on the distal side from a flange part 32b and on which a plurality of balls 33e are rolling as first rolling elements, and a second raceway track which is located on the proximal side to the flange part 32b and on which a plurality of balls 33f are rolling as second rolling elements having a different diameter from that of the balls 33e. <P>COPYRIGHT: (C)2008,JPO&INPIT

Description

  The present invention relates to an in-wheel motor drive device in which an output shaft of an electric motor and a wheel hub are connected via a reduction gear.

  A conventional in-wheel motor drive device 101 is described in, for example, Japanese Patent Application Laid-Open No. 2006-258289 (Patent Document 1). Referring to FIG. 6, an in-wheel motor drive device 101 includes a motor unit 103 that generates a driving force inside a casing 102 that is attached to a vehicle body, a wheel hub bearing unit 104 that is connected to a wheel, and a motor unit 103. And a speed reduction portion 105 that reduces the rotation and transmits the reduced speed to the wheel hub bearing portion 104.

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

  A speed reduction unit 105 to which a conventional cycloid reduction gear is applied includes a motor-side rotating member 106 having eccentric portions 106a and 106b, curved plates 107a and 107b arranged on the eccentric portions 106a and 106b, and curved plates 107a and 107b. A rolling bearing 111 that is rotatably supported with respect to the side rotation member 106, a plurality of outer pins 108 that engage with the outer peripheral surfaces of the curved plates 107a and 107b to cause the curved plates 107a and 107b to rotate, and a curved plate And an inner pin 109 that transmits the rotational motion of 107a and 107b to the wheel-side rotating member 110.

Further, the wheel hub bearing portion 104 includes a first track 104b located on a side far from a flange portion 104a for fixing a wheel (not shown) (hereinafter referred to as “inboard side”; the same shall apply hereinafter) and a flange portion 104a. A double row rolling bearing having a second raceway 104c located on the near side (referred to as “outboard side”, hereinafter the same) is employed.
JP 2006-258289 A

  In the in-wheel motor drive device 101 configured as described above, one end portion (left end portion in FIG. 6) of the motor-side rotating member 106 is rotatably supported by the inner diameter portion of the wheel-side rotating member 110. That is, when the wheel hub bearing portion 104 is tilted due to a radial load or moment load received from the wheel, the motor-side rotating member 106 is also tilted. This may cause a gap between the component parts of the speed reducing unit 105 to change, causing an excessive load to be applied between the component parts or causing damage to the component parts.

  In order to solve the above problem, the wheel hub bearing portion 104 is required to have a load capacity capable of appropriately supporting the load received from the wheel. However, generally, when the load capacity of the bearing is increased, problems such as an increase in the size of the bearing and an increase in cost may occur.

  An object of the present invention is to provide an in-wheel motor drive device having excellent durability and high reliability by adopting a wheel hub bearing capable of appropriately setting a load capacity according to a load condition received from a wheel. is there.

  An in-wheel motor drive device according to the present invention includes a casing, a motor unit that rotationally drives a motor-side rotating member having an eccentric part, and a deceleration unit that decelerates the rotation of the motor-side rotating member and transmits the rotation to the wheel-side rotating member. And a wheel hub having a flange portion for fixing the wheel and fixedly coupled to the wheel-side rotating member, and a wheel hub bearing for rotatably supporting the wheel hub with respect to the casing. And a wheel hub bearing is located in the side far from a flange part, and is located in the 1st track | orbit which a some 1st rolling element rolls, and the side close | similar to a flange part. A double-row rolling bearing having a second raceway on which a plurality of different second rolling elements roll.

  As in the above configuration, by changing the diameters of the rolling elements arranged on the first track (inboard side) and the second track (outboard side) of the wheel hub bearing, the load condition received from the wheel or the like can be adjusted. Accordingly, an appropriate load capacity can be selected for each of the left and right trajectories. For example, it is conceivable to increase the diameter of the rolling element on the side to which a relatively large load is applied and decrease the diameter of the rolling element on the side to which a relatively small load is applied. As a result, an in-wheel motor drive device with excellent durability and high reliability can be obtained.

  As one embodiment, the first rolling element has a relatively larger diameter than the second rolling element.

  In another embodiment, the second rolling element has a relatively larger diameter than the first rolling element.

  Preferably, the speed reducer has a through hole through which the eccentric part is inserted, and is associated with a revolution member that performs a revolution movement around the rotation axis as the motor side rotation member rotates, and an outer peripheral part of the revolution member. Combined movement of the outer peripheral engagement member that causes the rotation of the revolution member and the rotation of the revolution member into a rotation motion around the rotation axis of the motor side rotation member and transmitted to the wheel side rotation member Conversion mechanism.

  The cycloid reducer with the above configuration is compact and has a high reduction ratio compared to a planetary gear reducer, etc., so even when a high-rotation, low-torque motor unit is adopted, sufficient torque is applied to the drive wheels. Can be transmitted. As a result, a lightweight and small in-wheel motor drive device can be obtained.

  According to this invention, the diameter of the rolling elements on the inboard side and the outboard side is made different from each other, and by adopting the wheel hub bearing capable of setting an appropriate load capacity for each of the left and right tracks, durability is improved. An excellent and reliable in-wheel motor drive device can be obtained.

  With reference to FIGS. 1-4, the in-wheel motor drive device 21 which concerns on one Embodiment of this invention is demonstrated.

  FIG. 4 is a schematic view of an electric vehicle 11 employing an in-wheel motor drive device 21 according to an embodiment of the present invention, and FIG. 5 is a schematic view of the electric vehicle 11 as seen from the rear. Referring to FIG. 4, an electric vehicle 11 includes an in-wheel motor drive device that transmits driving force to a chassis 12, front wheels 13 as steering wheels, rear wheels 14 as drive wheels, and left and right rear wheels 14. 21. Referring to FIG. 5, the rear wheel 14 is housed inside a wheel housing 12 a of the chassis 12 and is fixed to the lower portion of the chassis 12 via a suspension device (suspension) 12 b.

  The suspension device 12b supports the rear wheel 14 by a suspension arm extending to the left and right, and suppresses vibration of the chassis 12 by absorbing vibration received by the rear wheel 14 from the ground by a strut including a coil spring and a shock absorber. Furthermore, a stabilizer that suppresses the inclination of the vehicle body when turning is provided at the connecting portion of the left and right suspension arms. The suspension device 12b is an independent suspension type in which the left and right wheels can be moved up and down independently in order to improve the followability to the road surface unevenness and efficiently transmit the driving force of the driving wheels to the road surface. Is desirable.

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

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

  With reference to FIGS. 1-3, the in-wheel motor drive device which concerns on one Embodiment of this invention is demonstrated. 1 is a schematic cross-sectional view of the in-wheel motor drive device, FIG. 2 is a cross-sectional view taken along the line II-II of FIG. 1, and FIG. 3 is an enlarged view around the eccentric portions 25a and 25b.

  First, referring to FIG. 1, an in-wheel motor drive device 21 includes a motor unit A that generates a driving force, a deceleration unit B that decelerates and outputs the rotation of the motor unit A, and an output from the deceleration unit B. A wheel hub bearing portion C for transmitting to the drive wheel 14 is provided, and the motor portion A and the speed reduction portion B are accommodated in the casing 22 and attached to the wheel housing 12a of the electric vehicle 11 as shown in FIG.

  The motor part A includes a stator 23 fixed to the casing 22, a rotor 24 disposed at a position facing the inner side of the stator 23 with a radial gap, and a rotor 24 fixedly connected to the inner side of the rotor 24. It is a radial gap motor provided with the motor side rotation member 25 which rotates integrally. Further, a sealing member 39 is provided on the end surface of the motor part A opposite to the speed reducing part B in order to prevent dust from entering the motor part A.

  The rotor 24 has a flange-shaped rotor portion 24 a and a cylindrical hollow portion 24 b, and is rotatably supported by the casing 22 by a rolling bearing 34. In addition, a sealing member 35 is provided between the casing 22 and the rotor 24 in order to prevent the lubricant encapsulated in the speed reduction part B from entering the motor part A.

  The motor-side rotation member 25 is disposed from the motor part A to the speed reduction part B in order to transmit the driving force of the motor part A to the speed reduction part B, and has eccentric parts 25a and 25b in the speed reduction part B. One end of the motor-side rotating member 25 is fitted to the rotor 24 and is supported by rolling bearings 36a and 36b at both ends of the speed reduction unit B. Further, the two eccentric portions 25a and 25b are provided with a 180 ° phase change in order to cancel the centrifugal force due to the eccentric motion.

  The deceleration part B is held at a fixed position on the casing 22 and curved plates 26a and 26b as revolving members that are rotatably held by the eccentric parts 25a and 25b, and engages with the outer peripheral parts of the curved plates 26a and 26b. A plurality of outer pins 27 as outer peripheral engagement members, a motion conversion mechanism that transmits the rotation of the curved plates 26 a and 26 b to the wheel-side rotation member 28, and a counterweight 29 are provided.

  The wheel side rotation member 28 includes a flange portion 28a and a shaft portion 28b. Holes for fixing the inner pins 31 are formed on the end face of the flange portion 28a at equal intervals on the circumference around the rotation axis of the wheel side rotation member 28. The shaft portion 28b has a hollow structure, and a first inner raceway surface 33c of the wheel hub bearing 33 is formed on the outer diameter surface thereof. The motor side rotating member 25 is rotatably supported on the inner diameter surface of the shaft portion 28b by a rolling bearing 36b.

  Referring to FIG. 2, the curved plate 26 a has a plurality of corrugations composed of trochoidal curves such as epitrochoids on the outer peripheral portion, 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 the circumference centered on the rotation axis of the curved plate 26a, and receive inner pins 31 described later. Further, the through hole 30b is provided at the center of the curved plate 26a and is fitted to the eccentric portion 25a.

  The curved plate 26a is rotatably supported by the rolling bearing 41 with respect to the eccentric portion 25a. The rolling bearing 41 is fitted into the outer diameter surface of the eccentric portion 25a, and is fitted into the inner ring member 42 having an inner raceway surface on the outer diameter surface and the inner diameter surface of the through hole 30b of the curved plate 26a. An outer ring member 43 having an outer raceway surface on its surface, a plurality of rolling balls 44 arranged between the inner raceway surface and the outer raceway surface, and a cage (not shown) that keeps an interval between adjacent balls 44 It is a deep groove ball bearing provided with.

  The outer pins 27 are provided at equal intervals on a circumferential track centering on the rotation axis of the motor side rotation member 25. This coincides with the revolution trajectory of the curved plates 26a and 26b. Therefore, when the curved plates 26a and 26b revolve, the curved waveform and the outer pin 27 engage with each other, and the curved plates 26a and 26b rotate. Cause it to occur. Further, in order to reduce the frictional resistance with the curved plates 26a and 26b, needle roller bearings 27a are provided at positions where they abut against the outer peripheral surfaces of the curved plates 26a and 26b.

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

Here, referring to FIG. 3, if the center point between the two curved plates 26a, 26b is G, the distance between the central point G and the center of the curved plate 26a is the right side of the central point G in FIG. L ₁ , the mass of the curved plate 26 a is m ₁ , the eccentricity of the center of gravity of the curved plate 26 a from the rotational axis is ε ₁ , the distance between the center point G and the counterweight 29 is L ₂ , and the mass of the counterweight 29 is Assuming that m ₂ and the amount of eccentricity of the center of gravity of the counterweight 29 from the rotation axis are ε ₂ , the relationship satisfies L ₁ × m ₁ × ε ₁ = L ₂ × m ₂ × ε ₂ . A similar relationship is also established between the curved plate 26b on the left side of the center point G in FIG.

  The motion conversion mechanism includes a plurality of inner pins 31 held by the wheel-side rotating member 28 and through holes 30a provided in the curved plates 26a and 26b. The inner pins 31 are provided at equal intervals on a circumferential track centering on the rotation axis of the wheel side rotation member 28, and are fixed to the wheel side rotation member 28. Further, in order to reduce the frictional resistance with the curved plates 26a, 26b, needle roller bearings 31a are provided at positions where they contact the inner wall surfaces of the through holes 30a of the curved plates 26a, 26b. On the other hand, the through hole 30a is provided at a position corresponding to each of the plurality of inner pins 31, and the inner diameter of the through hole 30a is the outer diameter of the inner pin 31 ("the maximum outer diameter including the needle roller bearing 31a"). The same shall apply hereinafter).

  The wheel hub bearing portion C includes a wheel hub 32 fixedly connected to the wheel-side rotating member 28 and a wheel hub bearing 33 that holds the wheel hub 32 rotatably with respect to the casing 22. The wheel hub 32 has a cylindrical hollow portion 32a and a flange portion 32b. The drive wheel 14 (not shown) is fixedly connected to the flange portion 32b by a bolt 32c. In addition, a sealing member 32d is provided at the opening of the hollow portion 32a in order to prevent dust from entering the inside of the in-wheel motor drive device 21.

  The wheel hub bearing 33 includes a first outer raceway surface 33a (inboard side) and a second outer raceway surface 33b (outboard side) formed on the inner diameter surface of the outer member 22a, and the outer diameter of the wheel side rotation member 28. A first inner raceway surface 33c at a position facing the first outer raceway surface 33a of the surface, a second inner raceway surface 33d at a position facing the second outer raceway surface 33b of the outer diameter surface of the wheel hub 32, and a first A plurality of balls 33e as first rolling elements disposed between the outer raceway surface 33a and the first inner raceway surface 33c (referred to as "first raceway"), the second outer raceway surface 33b, and the second inner raceway. This is a double-row angular contact ball bearing including a plurality of balls 33f as second rolling elements arranged between the raceway surface 33d (referred to as "second raceway").

  Further, the wheel hub bearing 33 is sealed to prevent leakage of a lubricant such as grease enclosed in the bearing and dust from the outside, and a cage 33g that holds the left and right balls 33e and 33f. Member 33h.

  In the wheel hub bearing 33 configured as described above, the diameter of the sphere 33e disposed on the inboard side is set larger than the diameter of the sphere 33f disposed on the outboard side. That is, the load capacity on the inboard side of the wheel hub bearing 33 is relatively increased. This is suitable for appropriately supporting the load acting on the wheel hub bearing 33 when the electric vehicle 11 is stopped or when traveling straight. Further, since the wheel hub bearing portion C has a smaller radial dimension from the inboard side to the outboard side, the wheel hub bearing 33 is not changed without changing the radial dimension of the in-wheel motor drive device 21. The load capacity can be increased.

  Thereby, it is possible to prevent the motor-side rotating member 25 from being inclined by a load acting on the wheel hub bearing 33. As a result, it is possible to effectively prevent each component of the speed reduction portion B (referring to “curve plates 26a, 26b”, “outer pin 27”, “inner pin 31”, etc.) from being damaged.

  The wheel hub 32 and the wheel side rotation member 28 are fixed by diameter expansion caulking. “Diameter caulking” refers to a caulking jig (not shown) having an outer diameter slightly larger than the inner diameter of the shaft portion 28b of the wheel-side rotating member 28 in a state where the in-wheel motor driving device 21 is fixed. The wheel side rotating member 28 and the wheel hub 32 are plastically coupled by the plastic coupling portion 40 by press-fitting into the inner diameter portion 28b. By fixedly connecting the wheel-side rotating member 28 and the wheel hub 32 by the above method, the coupling strength can be significantly increased as compared with the case of fixing by fitting. Thereby, the wheel hub 32 can be stably held.

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

  The motor unit A receives, for example, an electromagnetic force generated by supplying an alternating current to the coil of the stator 23, and the rotor 24 composed of a permanent magnet or a magnetic material rotates. At this time, the rotor 24 rotates at a higher speed as a higher frequency voltage is applied to the coil.

  Thereby, when the motor side rotation member 25 connected to the rotor 24 rotates, the curved plates 26 a and 26 b revolve around the rotation axis of the motor side rotation member 25. At this time, the outer pin 27 engages with the curved waveform of the curved plates 26 a and 26 b to cause the curved plates 26 a and 26 b to rotate in the direction opposite to the rotation of the motor-side rotating member 25.

  The inner pin 31 inserted through the through hole 30a comes into contact with the inner wall surface of the through hole 30a as the curved plates 26a and 26b rotate. As a result, the revolving motion of the curved plates 26 a and 26 b is not transmitted to the inner pin 31, but only the rotational motion of the curved plates 26 a and 26 b is transmitted to the wheel hub bearing portion C via the wheel-side rotating member 28.

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

Note that the reduction ratio of the speed reduction unit B having the above-described configuration is calculated as (Z _A −Z _B ) / Z _B where Z _{A is} the number of outer pins 27 and Z _B is the number of waveforms of the curved plates 26a and 26b. The In the embodiment shown in FIG. 2, since Z _A = 12 and Z _B = 11, the reduction ratio is 1/11, and a very large reduction ratio can be obtained.

  In this way, by adopting the speed reduction unit B that can obtain a large speed reduction ratio without using a multi-stage configuration, the in-wheel motor drive device 21 having a compact and high speed reduction ratio can be obtained. Further, the provision of the needle roller bearings 27a, 31a at the positions where the outer pins 27 and the inner pins 31 come into contact with the curved plates 26a, 26b reduces the frictional resistance, thereby improving the transmission efficiency of the speed reducing portion B. .

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

  In the wheel hub bearing 33 in the above embodiment, the diameter of the inboard side ball 33e is larger than the diameter of the outboard side ball 33f. However, the present invention is not limited to this. The diameter of the moving body may be larger than the diameter of the rolling body on the inboard side. In this case, the load capacity on the outboard side of the wheel hub bearing 33 becomes relatively large, and it is possible to appropriately support the load applied when the electric vehicle 11 turns.

  Moreover, although the example of the angular ball bearing which employ | adopted the ball | bowl as a rolling element showed the wheel hub bearing 33 in said embodiment, you may employ | adopt not only this but a tapered roller bearing, for example. Since the tapered roller bearing generally has a higher load capacity than the angular ball bearing of the same size, it can be said that the tapered roller bearing is suitable for an in-wheel motor drive device used in a higher load environment.

  Further, in the above embodiment, in order to adjust the load capacity of the wheel hub bearing 33, the left and right rolling elements have different diameters. However, in addition to this, the left and right rolling elements have different shapes. It may be different, the PCD (pitch circle diameter) of the left and right rolling elements may be different, or the number of rolling elements arranged on the first and second tracks may be different.

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

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

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

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

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

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

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

  However, the deep groove ball bearing has a higher allowable limit speed than the cylindrical roller bearing, but has a low load capacity. Therefore, in order to obtain a required load capacity, a large deep groove ball bearing must be employed. Therefore, it can be said that the deep groove ball bearing is suitable when the high rotation type motor portion A is employed, and the cylindrical roller bearing is suitable when a large load is applied.

  In each of the above-described embodiments, an example in which a radial gap motor is adopted as the motor unit A has been described. However, the present invention is not limited to this, and a motor having an arbitrary configuration can be applied. For example, it may be an axial gap motor including a stator fixed to the casing and a rotor disposed at a position facing the inner side of the stator with an axial gap.

  Moreover, although the example which employ | adopted the cycloid reduction gear was shown in the deceleration part B in said embodiment, it is not restricted to this, Arbitrary deceleration mechanisms, such as a planetary gear reduction gear, are employable. However, from the viewpoints of downsizing and weight reduction of the in-wheel motor drive device 21, a cycloid reducer capable of obtaining a high reduction ratio is preferable.

  Furthermore, although the electric vehicle 11 shown in FIG. 4 showed the example which used the rear wheel 14 as the driving wheel, it is not restricted to this, The front wheel 13 may be used as a driving wheel and may be a four-wheel driving vehicle. . In the present specification, “electric vehicle” is a concept including all vehicles that obtain driving force from electric power, and should be understood as including, for example, a hybrid vehicle.

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

It is a figure which shows the in-wheel motor drive device which concerns on one Embodiment of this invention. It is sectional drawing in II-II of FIG. It is an enlarged view of the eccentric part periphery of FIG. It is a top view of the electric vehicle which has the in-wheel motor drive device of FIG. FIG. 5 is a rear sectional view of the electric vehicle of FIG. 4. It is a figure which shows the conventional in-wheel motor drive device.

Explanation of symbols

DESCRIPTION OF SYMBOLS 11 Electric vehicle, 12 Chassis, 12a Wheel housing, 12b Suspension device, 13 Front wheel, 14 Rear wheel, 21,101 In-wheel motor drive device, 22,102 Casing, 22a Outer member, 23 Stator, 24 Rotor, 24a Rotor part 28a, 32b Flange part, 24b, 32a Hollow part, 28b Shaft part, 25, 106 Motor side rotating member, 25a, 25b, 106a, 106b Eccentric part, 26a, 26b, 107a, 107b Curved plate, 27, 108 Outer pin 27a, 31a Needle roller bearing, 28, 110 Wheel-side rotating member, 29 Counterweight, 30a, 30b Through hole, 31, 109 Inner pin, 32 Wheel hub, 32d, 33h, 35, 39 Sealing member, 33 Wheel hub Bearing, 40 plastic coupling part, 33a, 33b outer raceway surface, 33c, 3d inner raceway surface, 33e, 33f, 44 ball, 33 g retainer, 34,36a, 36b, 41,111 rolling bearing 42 the inner ring member, 43 an outer ring member.

Claims (4)

A casing,
A motor unit that rotationally drives a motor side rotating member having an eccentric part;
A speed reducer that decelerates the rotation of the motor side rotating member and transmits it to the wheel side rotating member;
A wheel hub having a flange portion for fixing a wheel, and fixedly connected to the wheel side rotating member;
A wheel hub bearing that rotatably supports the wheel hub with respect to the casing;
The wheel hub bearing is
A first track that is positioned on the side far from the flange portion and on which a plurality of first rolling elements roll, and a plurality of second rollers that are positioned on a side near the flange portion and have a diameter different from that of the first rolling element. The in-wheel motor drive device which is a double row rolling bearing which has the 2nd track | orbit which 2 rolling elements roll.   2. The in-wheel motor drive device according to claim 1, wherein the first rolling element has a relatively larger diameter than the second rolling element.   The in-wheel motor drive device according to claim 1, wherein the second rolling element has a relatively larger diameter than the first rolling element. The deceleration part is
A revolving member having a through-hole through which the eccentric portion is inserted, and performing a revolving motion around the rotation axis as the motor-side rotating member rotates,
An outer peripheral engagement member that engages with an outer peripheral portion of the revolution member and causes the revolution member to rotate.
4. A motion conversion mechanism that converts a rotational motion of the revolving member into a rotational motion centered on a rotational axis of the motor-side rotating member and transmits the rotational motion to the wheel-side rotating member. The in-wheel motor drive device of description.

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