JP2011240739A - In-wheel motor-driven device - Google Patents

Abstract

PROBLEM TO BE SOLVED: To secure a wide vehicle inside space, and to improve degrees of freedom of wiring of a power source wire, by reducing a dimension in the axial direction of an in-wheel motor-driven device for coaxially connecting a motor part and a hub bearing part of a wheel in series via a decelerating part.SOLUTION: A terminal box 62 of the power source 61 for supplying electric power to the motor part, is arranged on an outer peripheral side surface of a housing 22a for holding the motor part, and the power source wire 61 pulled out to the inboard side from the terminal box 62 is locked by a power source wire locking holder 63 extending in the vertical direction to the axis of the housing 22a.

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 coaxially connected via a reduction gear.

  A conventional in-wheel motor drive device 101 is described in, for example, Japanese Patent Application Laid-Open No. 2009-219271 (Patent Document 1).

  As shown in FIG. 12, the in-wheel motor drive device 101 includes a motor unit 103 that generates a driving force inside a housing 102 that is attached to a vehicle body, a wheel hub bearing unit 104 that is connected to a wheel, and a motor unit 103. A speed reduction unit 105 that decelerates the rotation and transmits the rotation to the wheel hub bearing unit 104 is provided in series.

  In the in-wheel motor drive device 101 having the above configuration, a low torque and high rotation motor is employed for the motor unit 103 from the viewpoint of making the device compact. On the other hand, the wheel hub bearing portion 104 requires a large torque to drive the wheel. For this reason, a cycloid reducer that is compact and provides a high reduction ratio is often used for the reduction unit 105.

  The speed reduction part 105 to which the cycloid reduction gear is applied includes a motor side rotation member 106 having eccentric parts 106a and 106b, curved plates 107a and 107b arranged on the eccentric parts 106a and 106b, and curved side plates 107a and 107b. A rolling bearing 106c that is rotatably supported with respect to the member 106; a plurality of outer peripheral engaging members 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 a plurality of inner pins 109 that transmit the rotation motion of 107a and 107b to the wheel-side rotation member 110.

JP 2009-219271 A

  In order to operate the in-wheel motor drive device 101 having the above-described configuration, a power line 111 for applying a voltage having a predetermined frequency to the motor unit 103 is required.

  Conventionally, the terminal box 112 that accommodates the power line 111 is connected to the wall surface in the axial direction of the housing 102 that holds the motor unit 103 farther from the motor-side rotating member 106, that is, the housing 102 of the motor unit 103. Arranged on the end face on the inner side (inboard side) of the vehicle body, the power line 111 is drawn and wired in the longitudinal direction of the vehicle body.

  For this reason, when wiring to the inverter in the vertical direction with respect to the drive unit, there is a problem that stress applied to the power supply line 111 increases.

  In addition, as described above, when the terminal box 112 of the power supply line 111 that supplies power to the motor unit 103 is disposed on the inner end surface of the housing 102 of the motor unit 103, the drive unit becomes longer in the axial direction, There was a problem of squeezing the space to be placed.

  In particular, in the in-wheel motor drive device 101 in which the motor-side rotating member 106 and the wheel hub bearing portion 104 are coaxially connected in series via the speed reduction portion 105, in order to ensure a wide interior space, the axial direction The dimensions need to be as small as possible.

  Furthermore, as electric wiring necessary for the rotation of the motor unit 103, in addition to the power supply line 111 for supplying current to the motor coil, in order to obtain relative angle information between the motor stator and the rotor, A cable is required. Normally, the rotation angle sensor operates with a weak current, so if the power line through which a large current flows is in the vicinity of the rotation angle sensor cable, the electromagnetic noise is superimposed on the sensor signal due to electromagnetic noise, causing malfunctions in the motor rotation. May occur.

  In view of this, the present invention provides an in-wheel motor drive device in which a motor-side rotating member and a wheel hub bearing portion are coaxially connected in series via a speed reduction portion by changing the arrangement of a terminal box that accommodates a power line. It is an object of the present invention to reduce the dimension in the axial direction, to secure a wide interior space, and to improve the degree of freedom of wiring of power supply lines.

  Furthermore, by considering the arrangement of the power line through which a large current flows and the cable of the rotation angle sensor, it is difficult to superimpose electromagnetic noise on the sensor signal and to prevent malfunction of the motor rotation. To do.

  In order to solve the above problems, the present invention includes a motor unit that rotationally drives a motor side rotating member, a speed reducing unit that decelerates the rotation of the motor side rotating member and transmits the rotation to the wheel side rotating member, and the wheel side In an in-wheel motor drive device in which a wheel hub fixedly connected to a rotating member is arranged in series from the inboard side of the vehicle to the outboard side, a terminal box of a power supply line that supplies power to the motor unit is held by the motor unit Arranged on the outer peripheral side surface of the housing.

  The wiring extending from the stator of the motor unit is pulled out in a direction perpendicular to the axis of the housing that holds the motor unit, so that the power line holder that has been conventionally extended perpendicularly to the inner end surface of the vehicle body is Since it becomes possible to arrange in the direction perpendicular to the axis, the axial length of the entire drive unit, that is, the length toward the inboard side can be shortened.

  In addition, the power line drawn from the terminal box disposed on the outer peripheral surface of the housing of the motor unit is related to a power source line locking holder provided on the side surface of the outer peripheral surface of the motor unit and extending in a direction perpendicular to the axis of the housing. It is preferable to stop.

  In addition, since the power line includes a copper wire and an elastic member that covers the copper wire, the power line locking portion of the power line locking holder has a shape that compresses and holds the power line elastic member. Is preferred.

  In addition, with respect to the terminal box that accommodates the power supply line arranged on the outer peripheral side surface of the motor unit housing, the motor unit rotates around the rotation axis of the motor unit on the outer peripheral surface or inner end surface of the motor unit housing near by 180 degrees. By providing the cable outlet of the angle sensor, it is possible to maximize the relative distance between the power supply line and the cable of the rotation angle sensor, and it is possible to reduce sensor signal noise.

  The power line is inserted into the terminal box through a sealing member.

  In the in-wheel motor drive device according to the present invention, as described above, the terminal box of the power supply line that supplies power to the motor unit is arranged on the outer peripheral side surface of the housing that holds the motor unit. Therefore, it is possible to shorten the vehicle interior space, and accordingly, it is possible to secure a wide interior space.

  In addition, since it is possible to arrange the power line holder that has been conventionally extended perpendicular to the inner end surface of the vehicle body in a direction perpendicular to the axis of the housing, the axial length of the entire drive unit can be reduced. Can do.

  In addition, when the inverter is arranged vertically with respect to the drive unit, for example, even when the inverter is arranged under the floor, luggage space, engine room, etc., it is possible to prevent overstress from being applied to the power line. This improves the degree of freedom in handling the power line.

  In addition, since the power line extending from the terminal box to the inverter is locked by the power line locking holder provided in the same motor housing, there is no problem of damage to the power line due to impact or vibration, and safety is ensured. An excellent and reliable in-wheel motor drive device can be obtained.

1 is a schematic cross-sectional view of an in-wheel motor drive device according to a first embodiment of the present invention. It is an enlarged view of the motor part of FIG. It is an enlarged view of the deceleration part of FIG. It is an enlarged view of the wheel hub bearing part of FIG. It is sectional drawing of the VV line of FIG. It is an enlarged view of the eccentric part periphery of FIG. It is the figure which looked at the rotary pump of FIG. 1 from the axial direction. It is a schematic plan view of the electric vehicle which has the in-wheel motor drive device of FIG. It is the rear view seen from the back of FIG. It is a perspective view of the in-wheel motor drive device which attached the suspension. It is the rear view which looked at the in-wheel motor drive device of FIG. 10 from the inboard side. It is a schematic sectional drawing of the conventional in-wheel motor drive device.

Embodiments of the present invention will be described below with reference to the accompanying drawings.
As shown in FIG. 8, an electric vehicle 11 having an in-wheel motor drive device according to an embodiment of the present invention includes a chassis 12, a front wheel 13 as a steering wheel, a rear wheel 14 as a drive wheel, And an in-wheel motor drive device 21 that transmits a driving force to each of the rear wheels 14. As shown in FIG. 9, the rear wheel 14 is accommodated in a wheel housing 12a of the chassis 12, and is fixed to the lower portion of the chassis 12 via a suspension 12b.

  As shown in FIG. 10, the suspension 12b is attached to the housing 22b of the speed reduction portion B via a suspension mounting bracket.

  The housing 22b of the speed reduction part B includes a substantially cylindrical part 22c that houses the speed reduction mechanism, and a lubricating oil storage part 25f that stores lubricating oil. Both upper side surfaces of the substantially cylindrical part 22c and the lubricating oil storage part 25f A suspension mounting bracket is fixed to the lower end surface.

  The upper arm 81 of the suspension 12b is attached to one of the upper side surfaces of the substantially cylindrical portion 22c of the housing 22b of the speed reduction portion B via the upper arm bracket 80a.

  The toe control rod 82 of the suspension 12b is attached to the other side of the upper side surface of the substantially cylindrical portion 22c of the housing 22b of the speed reduction part B via a toe control rod bracket 80b.

  Further, the lower arm 83 of the suspension 12b is attached to the lower end surface of the lubricating oil reservoir 25f of the speed reduction unit B via the lower arm bracket 80c.

  In the space between the lower arm 83 and the upper arm 81, a shock absorber (not shown) that attenuates input vibration from the road surface is disposed. The lower end of the shock absorber is fixed to the lower arm 83 and the upper end is fixed to the chassis 12.

  Further, as shown in FIG. 10, a brake caliper 84 is fixed to the housing 22 b of the deceleration portion B.

  The brake disk 15 is fixed to the wheel 14 via the wheel hub bearing portion C so as to be rotatable together.

  As shown in FIGS. 10 and 11, the electric vehicle 11 equipped with the in-wheel motor drive device of the present invention includes a terminal box 62 of a power line 61 that supplies power to the motor part A, and a housing that holds the motor part A. By disposing on the outer peripheral side surface of 22a, the axial dimension is shortened by the amount of the terminal box 62, and a vehicle interior space is secured by that much.

  As shown in FIG. 11, the power line 61 drawn out from the terminal box 62 to the inboard side is connected to a power line locking holder 63 bolted to the end wall on the inboard side of the housing 22a that holds the motor part A. It is locked. The power line locking holder 63 is provided so as to extend in a direction perpendicular to the axis of the housing 22a.

  The power supply line 61 from the stator 23 of the motor part A is drawn in a direction perpendicular to the outer peripheral side surface of the housing 22a and accommodated in the terminal box 62. Further, the power line 61 is drawn out from the terminal box 62 to the inboard side, is locked to the power line locking holder 63 and is connected to the power source through the inverter, and is connected to the stator 23 in order to rotate the motor part A. The voltage of the frequency of is applied.

  The power line 61 is composed of a copper wire and an elastic member that covers the copper wire, and the locking portion of the power line locking holder 63 is formed in a shape that compresses and holds the elastic member of the power line.

  An O-ring sealing member is fitted in the communication hole through which the power supply line 61 is drawn from the terminal box 62 so that the lubricating oil does not leak from the terminal box 62 to the outside.

  The cable outlet 85 of the rotation angle sensor is provided at a position where the relative distance between the power line and the cable of the rotation angle sensor is maximized.

  As shown in FIG. 11, since the terminal box 62 that accommodates the power line 61 is disposed on the outer peripheral side surface of the housing 22a of the motor part A, the cable outlet 85 of the rotation angle sensor is around the rotation axis of the motor part A. In addition, it is provided on the inner end face of the housing 22a of the motor part A in the vicinity of 180 degrees away, and by taking the maximum relative distance between the power line 61 and the rotation angle sensor cable, the noise of the sensor signal is reduced. .

  In the example shown in FIG. 11, the cable outlet 85 of the rotation angle sensor is provided on the inner end face of the housing 22a of the motor part A. However, if the vicinity of the terminal box 62 is 180 degrees away from the terminal box 62, the cable outlet 85 of the motor part A is provided. You may provide in an outer peripheral side surface.

  The electric vehicle 11 needs to provide a motor, a drive shaft, a differential gear mechanism, and the like on the chassis 12 by providing an in-wheel motor drive device 21 that drives the left and right rear wheels 14 inside the wheel housing 12a. Therefore, it is possible 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. Further, in order to secure a wider cabin space, it is required to reduce the axial dimension of the in-wheel motor drive device 21. Therefore, an in-wheel motor drive device 21 according to an embodiment of the present invention as shown in FIG. 1 is employed.

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

  As shown in FIG. 2, the motor unit A includes a stator 23 fixed to the housing 22 a, a rotor 24 disposed at a position facing the inner side of the stator 23 with a radial gap, and an inner side of the rotor 24. This is a radial gap motor that includes a motor-side rotation member 25 that is fixedly connected and rotates integrally with the rotor 24. The rotor 24 includes a flange-shaped rotor portion 24a and a cylindrical hollow portion 24b, and is rotatably supported with respect to the housing 22 by rolling bearings 36a and 36b.

  The motor side rotation member 25 is arranged 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 the rolling bearing 36 c in the speed reduction portion B. Further, the two eccentric portions 25a and 25b are provided with a phase difference of 180 degrees in order to cancel out centrifugal forces due to the eccentric motion.

  As shown in FIG. 3, the speed reduction part B is held at a fixed position on the housing 22b and curved plates 26a, 26b as revolving members rotatably held by the eccentric parts 25a, 25b. Adjacent to the plurality of outer pins 27 as outer peripheral engaging members that engage with the outer peripheral portion of the motor, the motion conversion mechanism that transmits the rotational motion of the curved plates 26a and 26b to the wheel side rotating member 28, and the eccentric portions 25a and 25b. A counterweight 29 is provided at the position. In addition, the speed reduction part B is provided with a speed reduction part lubrication mechanism that supplies lubricating oil to the speed reduction part B.

  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. Further, the shaft portion 28 b is fitted and fixed to the wheel hub 32 and transmits the output of the speed reduction portion B to the wheel 14. The flange portion 28a of the wheel side rotation member 28 and the motor side rotation member 25 are rotatably supported by a rolling bearing 36c.

  As shown in FIG. 5, the curved plates 26a and 26b have a plurality of corrugated waves composed of trochoidal curves such as epitrochoids on the outer periphery, and a plurality of through holes 30a 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 centering on the rotation axis of the curved plates 26a, 26b, and receive inner pins 31 described later. Further, the through hole 30b is provided at the center of the curved plates 26a and 26b and is fitted to the eccentric portions 25a and 25b.

  The curved plates 26a and 26b are supported by the rolling bearing 41 so as to be rotatable with respect to the eccentric portions 25a and 25b. As shown in FIG. 5, the rolling bearing 41 is fitted to the outer diameter surfaces of the eccentric portions 25a and 25b, the inner ring member 42 having the inner raceway surface 42a on the outer diameter surface, and the through hole 30b of the curved plate 26a. The outer raceway surface 43 formed directly on the inner diameter surface of the inner raceway, a plurality of cylindrical rollers 44 disposed between the inner raceway surface 42a and the outer raceway surface 43, and a cage (not shown) that keeps a space between the adjacent cylindrical rollers 44. (Omitted).

  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. When the curved plates 26a and 26b revolve, the curved waveform and the outer pin 27 engage with each other to cause the curved plates 26a and 26b to rotate. Further, in order to reduce the frictional resistance with the curved plates 26a, 26b, needle roller bearings 27a are provided at positions where they abut against the outer peripheral surfaces of the curved plates 26a, 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 cancel out the unbalanced inertia couple caused 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, as shown in FIG. 6, when the center point between the two curved plates 26a and 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, curve plate 26a, the rolling bearing 41, and the sum of the mass of the eccentric portion 25a m1, the eccentricity of the rotation axis of the center of gravity of the curve plates 26a and .epsilon.1, the distance between the center point G and the counterweight 29 When L ₂ , the mass of the counterweight 29 is m2, and the eccentricity of the center of gravity of the counterweight 29 from the rotational axis is ε2, the relationship satisfies L ₁ × m1 × ε1 = L ₂ × m2 × ε2. 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 rotation 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 rotational axis of the wheel side rotation member 28, and one axial end thereof is fixed to the wheel side rotation member 28. Further, in order to reduce the frictional resistance with the curved plates 26a, 26b, a needle roller bearing 31a is provided at a position where the curved plates 26a, 26b come into contact with the inner wall surface of the through hole 30a.

  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 speed reduction unit lubrication mechanism supplies lubricating oil to the speed reduction unit B, and includes a lubricating oil passage 25c, a lubricating oil supply port 25d, a lubricating oil discharge port 25e, a lubricating oil storage unit 25f, and a rotary pump 51. And a circulating oil passage 25g.

  The lubricating oil passage 25c extends along the axial direction inside the motor-side rotating member 25. Further, the lubricating oil supply port 25d extends from the lubricating oil passage 25c toward the outer diameter surface of the motor-side rotating member 25. In this embodiment, the lubricating oil supply port 25d is provided in the eccentric portions 25a and 25b.

  In addition, a lubricating oil discharge port 25e that discharges the lubricating oil inside the speed reducing portion B is provided at at least one position below the housing 22b that holds the speed reducing portion B. In addition, a lubricating oil reservoir 25f is provided in the lower part of the housing 22b that holds the speed reduction part B.

  The lubricating oil in the lubricating oil reservoir 25f is sucked up by the rotary pump 51 and is forced to return to the lubricating oil path 25c via the circulating oil path 25g.

  Here, as shown in FIG. 7, the rotary pump 51 includes an inner rotor 52 that rotates using the rotation of the wheel-side rotating member 28, an outer rotor 53 that rotates following the rotation of the inner rotor 52, and a pump The cycloid pump includes a chamber 54, a suction port 55, and a discharge port 56 that communicates with the circulating oil passage 25g.

  Inner rotor 52 has a tooth profile formed of a cycloid curve on the outer diameter surface. Specifically, the shape of the tooth tip portion 52a is an epicycloid curve, and the shape of the tooth gap portion 52b is a hypocycloid curve. The inner rotor 52 rotates integrally with the inner pin 31 (wheel-side rotating member 28).

  The outer rotor 53 has a tooth profile constituted by a cycloid curve on the inner diameter surface. Specifically, the shape of the tooth tip portion 53a is a hypocycloid curve, and the shape of the tooth gap portion 53b is an epicycloid curve. The outer rotor 53 is rotatably supported by the housing 22.

  The inner rotor 52 rotates about the rotation center c1. On the other hand, the outer rotor 53 rotates around a rotation center c2 different from the rotation center c1 of the inner rotor. Further, when the number of teeth of the inner rotor 52 is n, the number of teeth of the outer rotor 53 is (n + 1). In this embodiment, n = 5.

  A plurality of pump chambers 54 are provided in the space between the inner rotor 52 and the outer rotor 53. When the inner rotor 52 rotates using the rotation of the wheel side rotation member 28, the outer rotor 53 rotates in a driven manner. At this time, since the inner rotor 52 and the outer rotor 53 rotate about different rotation centers c1 and c2, respectively, the volume of the pump chamber 54 changes continuously. Thereby, the lubricating oil flowing in from the suction port 55 is pumped from the discharge port 56 to the circulating oil passage 25g.

  As shown in FIG. 4, 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 that rotatably holds the wheel hub 32 with respect to the housing 22 b of the speed reduction portion B. 33. The wheel hub 32 has a cylindrical hollow portion 32a and a flange portion 32b. The wheel 14 is fixedly connected to the flange portion 32b by a bolt 32c. A spline and a male screw are formed on the outer diameter surface of the shaft portion 28b of the wheel side rotation member 28. A spline hole is formed in the inner diameter surface of the hollow portion 32 a of the wheel hub 32. Then, the wheel-side rotating member 28 is screwed onto the inner diameter surface of the wheel hub 32, and both ends are fastened with the nut 32d. A brake disc 15 is attached between the wheel 14 and the flange portion 32 b of the wheel hub 32.

  The wheel hub bearing 33 is fitted to the outer raceway surface integrally formed on the outer diameter surface of the hollow portion 32 a of the wheel hub 32 on the outer side of the vehicle and the outer diameter surface of the hollow portion 32 a of the wheel hub 32 on the inner side of the vehicle. An inner member 33a comprising an inner ring 33b having an inner raceway surface on the outer surface, a double row ball 33c disposed on the outer raceway surface and the inner raceway surface of the inner member 33a, and an inner member 33a. An outer member 33d having inner and outer raceways facing the outer raceway surface and the inner raceway surface on the inner peripheral surface, a retainer 33e that holds a gap between adjacent balls 33c, and a wheel hub It is a double row angular contact ball bearing provided with sealing members 33f and 33g for sealing both axial ends of the bearing 33.

  The outer member 33 d of the wheel hub bearing 33 is fixed to the housing 22 b of the speed reduction unit B by fastening bolts 71.

  The outer member 33d of the wheel hub bearing 33 is provided with a flange portion 33h on the outer diameter portion and a cylindrical portion 33i on the speed reduction portion B side.

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 rotation member 25 is decelerated by the speed reduction unit B and transmitted to the wheel side rotation member 28, even when the low torque, high rotation type motor unit A is adopted, it is necessary for the wheel 14. Torque can be transmitted.

  Note that the reduction ratio of the speed reduction unit B having the above-described configuration is calculated as (ZA−ZB) / ZB, where ZA is the number of outer pins 27 and ZB is the number of waveforms of the curved plates 26a and 26b. In the embodiment shown in FIG. 7, since ZA = 12, ZB = 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. Moreover, since the frictional resistance is reduced by providing the needle roller bearings 27a and 31a at the positions where the outer pins 27 and the inner pins 31 come into contact with the curved plates 26a and 26b, the transmission efficiency of the speed reducing portion B is improved. .

  By adopting the in-wheel motor drive device 21 according to the above-described embodiment in the electric vehicle 11, the axial dimension can be reduced, and as a result, a wide interior space can be secured.

  In the above-described embodiment, the example in which the rotary pump 51 is driven by using the rotation of the wheel-side rotary member 28 is shown. However, the rotary pump 51 is driven by using the rotation of the motor-side rotary member 25. You can also. However, since the rotation speed of the motor side rotation member 25 is larger than that of the wheel side rotation member 28 (11 times in the above embodiment), the durability of the rotary pump 51 may be reduced. Further, even when connected to the wheel-side rotating member 28, a sufficient discharge amount can be ensured. From these viewpoints, the rotary pump 51 is preferably driven by utilizing the rotation of the wheel-side rotary member 28.

  Moreover, in said embodiment, although the example of the cycloid pump was shown as the rotary pump 51, it is not restricted to this, All the rotary pumps driven using the rotation of the wheel side rotation member 28 are employable. it can.

  In the above-described embodiment, two curved plates 26a and 26b of the speed reduction unit B are provided with a phase difference of 180 degrees. However, the number of the curved plates can be arbitrarily set. When three are provided, it is preferable to change the phase by 120 degrees.

  In addition, although the motion conversion mechanism in the above-described embodiment has been shown as an example including the inner pin 31 fixed to the wheel side rotation member 28 and the through hole 30a provided in the curved plates 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 the motor unit A may be driven later, or used for the operation of other electric devices provided in the vehicle.

  In the above embodiment, an example of a cylindrical roller bearing is shown as a bearing for supporting 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 necessary load capacity, a large deep groove ball bearing must be employed. Therefore, from the viewpoint of making the in-wheel motor drive device 21 compact, a cylindrical roller bearing is suitable for the rolling bearing 41.

  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 housing and a rotor disposed at a position facing the inner side of the stator with a gap in the axial direction.

  Moreover, in each said embodiment, although the example of the in-wheel motor drive device 21 which employ | adopted the cycloid deceleration mechanism as the deceleration part B was shown, it is not restricted to this, Arbitrary deceleration mechanisms can be employ | adopted. For example, a planetary gear reduction mechanism, a parallel shaft gear reduction mechanism, or the like is applicable.

  Furthermore, although the electric vehicle 11 shown in FIG. 8 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.

DESCRIPTION OF SYMBOLS 11 Electric vehicle 12 Chassis 12a Wheel housing 12b Suspension 13 Front wheel 14 Wheel 22a Housing of motor part 22b Housing of reduction part B 61 Power supply line 62 Terminal box 63 Power supply line latching holder 85 Cable outlet

Claims (9)

  A motor unit that rotationally drives the motor side rotation member, a speed reduction unit that decelerates the rotation of the motor side rotation member and transmits the rotation to the wheel side rotation member, and a wheel hub fixedly connected to the wheel side rotation member In the in-wheel motor drive device arranged in series from the inboard side to the outboard side, the terminal box of the power supply line that supplies power to the motor unit is arranged on the outer peripheral side surface of the housing that holds the motor unit. In-wheel motor drive device.   The in-wheel motor according to claim 1, wherein a power line locking holder for locking a power line drawn from the terminal box is provided so as to extend in a direction orthogonal to the axis of the housing of the motor unit. Drive device.   The in-wheel motor drive device of Claim 2 in which the latching | locking part of the said power supply line latching holder is formed in the shape which compresses and holds the elastic member of a power supply line.   The in-wheel motor drive device according to any one of claims 1 to 3, wherein a power line extending from a stator of the motor unit is drawn in a direction orthogonal to an axis of a housing holding the motor unit.   The in-wheel motor drive device in any one of Claims 1-4 with which the space | interval between the power wire pulled out from the said terminal box and a terminal box is sealed.   With respect to the terminal box arranged on the outer peripheral side surface of the motor unit housing, a cable outlet for the rotation angle sensor is provided on the outer peripheral side surface of the motor unit housing near 180 degrees around the rotation axis of the motor unit. The in-wheel motor drive device in any one of Claims 1-5 characterized by these.   The cable outlet of the rotation angle sensor is provided on the inboard side end surface of the housing of the motor unit in the vicinity of 180 degrees away from the terminal box disposed on the outer peripheral side surface of the motor unit housing. The in-wheel motor drive device according to claim 1, wherein the in-wheel motor drive device is provided.   The in-wheel motor drive according to any one of claims 1 to 7, wherein a locking portion for locking the power line is integrally formed on an inboard side of an outer peripheral portion of a housing holding the motor portion. apparatus.   The in-wheel motor drive device according to any one of claims 1 to 8, wherein the reduction part is constituted by a cycloid reduction gear.

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