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WO2019168102A1 - Dispositif d'entraînement de moteur-roue - Google Patents

Dispositif d'entraînement de moteur-roue Download PDF

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Publication number
WO2019168102A1
WO2019168102A1 PCT/JP2019/007822 JP2019007822W WO2019168102A1 WO 2019168102 A1 WO2019168102 A1 WO 2019168102A1 JP 2019007822 W JP2019007822 W JP 2019007822W WO 2019168102 A1 WO2019168102 A1 WO 2019168102A1
Authority
WO
WIPO (PCT)
Prior art keywords
wall
motor
axis
stator
wheel
Prior art date
Application number
PCT/JP2019/007822
Other languages
English (en)
Japanese (ja)
Inventor
直哉 竹内
四郎 田村
真也 太向
早織 杉浦
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 JP2019033811A external-priority patent/JP2019154226A/ja
Application filed by Ntn株式会社 filed Critical Ntn株式会社
Priority to CN201980015772.3A priority Critical patent/CN111788764A/zh
Publication of WO2019168102A1 publication Critical patent/WO2019168102A1/fr

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Classifications

    • 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
    • H—ELECTRICITY
    • H02—GENERATION; CONVERSION OR DISTRIBUTION OF ELECTRIC POWER
    • H02K—DYNAMO-ELECTRIC MACHINES
    • H02K5/00—Casings; Enclosures; Supports
    • H02K5/04—Casings or enclosures characterised by the shape, form or construction thereof
    • H—ELECTRICITY
    • H02—GENERATION; CONVERSION OR DISTRIBUTION OF ELECTRIC POWER
    • H02K—DYNAMO-ELECTRIC MACHINES
    • H02K5/00—Casings; Enclosures; Supports
    • H02K5/04—Casings or enclosures characterised by the shape, form or construction thereof
    • H02K5/22—Auxiliary parts of casings not covered by groups H02K5/06-H02K5/20, e.g. shaped to form connection boxes or terminal boxes
    • H—ELECTRICITY
    • H02—GENERATION; CONVERSION OR DISTRIBUTION OF ELECTRIC POWER
    • H02K—DYNAMO-ELECTRIC MACHINES
    • H02K5/00—Casings; Enclosures; Supports
    • H02K5/24—Casings; Enclosures; Supports specially adapted for suppression or reduction of noise or vibrations
    • 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
    • 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
    • H02K7/14—Structural association with mechanical loads, e.g. with hand-held machine tools or fans
    • 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 motor driving device for driving wheels, and to a structure for fixing a stator of a motor unit to a casing of the motor unit.
  • Patent Document 1 relates to a cylindrical stator accommodated coaxially in a cylindrical housing, and an annular positioning plate is fixed to one end surface of the stator core.
  • the positioning plate has contact portions that protrude radially outward from the stator core at three circumferential positions around the center.
  • the abutting portion abuts on the inner peripheral surface of the housing by line contact.
  • the other end surface of the stator core is bolted to the housing end surface.
  • the contact portion of the positioning plate described above directly contacts the inner peripheral surface of the housing, thereby suppressing the eccentricity between the rotor of the motor and the stator. As a result, the noise and vibration of the motor are suppressed.
  • An in-wheel motor in which a motor for driving a wheel is arranged inside the wheel.
  • the in-wheel motor is used in an environment that is susceptible to external force and vibration compared to the on-board motor mounted on the vehicle body because the road surface unevenness is input as an external force in the vertical direction.
  • the motor of Patent Document 1 is diverted to an in-wheel motor, the abutment portion is in line contact, so the weight of the stator cannot be sufficiently supported, and an external force in the vertical direction acts on the housing to cause elastic deformation. Or the stator may be displaced in the vertical direction.
  • the present invention has been made in view of the above-described circumstances, and it is an object of the present invention to prevent a heavy stator from causing undesired vibrations in the vertical direction in a structure that supports a stator of an in-wheel motor.
  • an in-wheel motor drive device includes a wheel hub bearing portion that rotatably supports a hub wheel connected to a wheel, and a motor portion that drives the hub wheel, and the motor portion has a vehicle width direction.
  • a motor rotating shaft extending to the motor rotating shaft, a rotor coupled to the motor rotating shaft, a cylindrical stator facing the rotor through a gap, and a motor casing surrounding the outer periphery of the stator.
  • a first support portion disposed above the axis of the motor rotation shaft extending in the direction of the stator and supporting the outer peripheral surface of the stator in surface contact with the stator, and disposed below the axis of the motor rotation shaft extending in the vehicle width direction.
  • a second support portion that is in surface contact with and supports the outer peripheral surface of the stator and a motor rotation shaft extending in the vehicle width direction as viewed from the first or second support portion and disposed in front of or behind the vehicle.
  • a third support portion for supporting the in surface contact with the outer peripheral surface of the stator, the first to third support portion which are disposed to open the intervals in the circumferential direction.
  • the motor casing supports the region from the center to the end in the axial direction of the stator with the continuous surface, the heavy stator can be prevented from swinging.
  • the external force input from the road surface is mainly in the vertical direction.
  • the vertical direction of the stator is increased. Can be prevented.
  • above the axis of the motor rotation shaft means above the electric vehicle when the in-wheel motor drive device is attached to the electric vehicle.
  • below the axis of the motor rotation shaft refers to the lower side of the electric vehicle when the in-wheel motor drive device is attached to the electric vehicle.
  • the outer peripheral surface of the stator is, for example, the outer peripheral surface of the stator core. According to the present invention, since the first to third support portions support the stator from three directions in the circumferential direction, the center of the stator is positioned and can be prevented from being displaced so that the center of the stator is deviated.
  • the inner peripheral surface of the motor casing is separated from the outer peripheral surface of the stator between one support portion and another support portion.
  • the first to third support portions of the present invention may be wall-shaped or block-shaped.
  • the motor casing further includes a wall portion extending from one of the first to third support portions.
  • the wall portion standing on the support portion may be bent or flat.
  • the wall portion may be substantially parallel to the axis of the motor rotation shaft, or may be substantially perpendicular.
  • the wall portion may not be erected on the support portion of the motor casing.
  • the motor casing further includes an outer wall formed outside any one of the first to third support portions as an inner wall, and a connection wall connecting the inner wall and the outer wall.
  • the connection walls are arranged at two positions with a gap therebetween and constitute a box together with the inner wall and the outer wall.
  • the rigidity of the support portion is further increased by the box, and the heavy stator is supported so as not to be relatively displaced by the support portion of the motor casing.
  • the inner wall is, for example, a cylindrical wall
  • the outer wall is, for example, a flat wall.
  • the internal space of the motor casing is made an oil atmosphere
  • the box including the motor casing support is disposed below the motor rotation shaft
  • the outer wall of the box is disposed below the inner wall.
  • the oil protrudes from the inner wall in the axial direction of the motor portion, and a lubricating oil receiving port is formed between the inner wall and the axial end edge of the inner wall, and the lubricating oil flows into the lubricating oil receiving port from the internal space.
  • the lubricating oil that lubricates or cools the interior of the motor unit can be recovered from the lubricating oil receiving port and guided to the oil storage unit or the like.
  • the outer wall of the box is an inclined wall that is arranged so as to be farther from the inner wall on one side in the axial direction and closer to the inner wall on the other side in the axial direction with respect to the axial direction of the motor rotation shaft.
  • the inner wall and the outer wall may be arranged in parallel or substantially in parallel.
  • the shape of the outer wall is not particularly limited.
  • the outer wall may be smaller than the inner wall, the same size, or larger than the inner wall.
  • the support rigidity is improved in the structure in which the casing of the in-wheel motor drive device supports the heavy stator. This prevents the stator from being undesirably displaced even when an external force in the vertical direction caused by road surface unevenness acts on the stator.
  • FIG. 1 It is a schematic diagram which shows the inside of the in-wheel motor drive device which becomes one Embodiment of this invention. It is an expanded sectional view showing the embodiment. It is a longitudinal cross-sectional view which shows typically the motor part of the embodiment. It is a longitudinal cross-sectional view which shows typically the motor casing lower part of the embodiment. It is a figure which shows the state which looked at the in-wheel motor drive device of the embodiment and its peripheral structure from the vehicle rear. It is an expanded sectional view showing an in-wheel motor drive device of the embodiment concretely. It is a perspective view which partially decomposes and shows the in-wheel motor drive device of the embodiment. It is a figure which shows the inside of the motor part of the embodiment.
  • FIG. 1 is a schematic view showing the inside of an in-wheel motor drive device according to an embodiment of the present invention, and shows the position of a stator or the like by removing a motor casing cover.
  • components such as the rotor are omitted in FIG.
  • the right side of the drawing represents the front of the vehicle
  • the left side of the drawing represents the rear of the vehicle
  • the upper side of the drawing represents the upper side of the vehicle
  • the lower side of the drawing represents the lower side of the vehicle.
  • the vehicle width direction outer side (outboard side) is viewed from the vehicle width direction inner side (inboard side).
  • FIG. 2 is a developed cross-sectional view showing the embodiment, and the cross section shown in FIG. 2 includes a plane including the axis M and the axis N and a plane including the axis N and the axis O shown in FIG. It is the expansion
  • the left side of the drawing represents the vehicle width direction outside (outboard side), and the right side of the drawing represents the vehicle width direction inside (inboard side).
  • FIG. 6 is a developed sectional view specifically showing the in-wheel motor drive device of FIG.
  • the in-wheel motor drive device 10 includes a wheel hub bearing portion 11 provided at the center of a wheel (not shown), a motor portion 21 that drives the wheel, and a wheel hub bearing that decelerates the rotation of the motor portion. And a speed reduction part 31 that transmits to the part 11.
  • the motor unit 21 and the speed reduction unit 31 are arranged offset from the axis O of the wheel hub bearing unit 11.
  • the axis O extends in the vehicle width direction and coincides with the axle.
  • the wheel hub bearing portion 11 is disposed on one side (outboard side) in the axial direction of the in-wheel motor driving device 10, and the motor portion 21 is on the other side (inboard side) in the axial direction of the in-wheel motor driving device 10.
  • the speed reduction part 31 is arranged in one axial direction than the motor part 21, and the axial direction position of the speed reduction part 31 overlaps with the axial direction position of the wheel hub bearing part.
  • the in-wheel motor drive device 10 is a vehicle motor drive device that drives wheels of an electric vehicle.
  • the in-wheel motor drive device 10 is connected to a vehicle body (not shown).
  • the in-wheel motor drive device 10 can drive an electric vehicle at a speed of 0 to 180 km / h.
  • the wheel hub bearing portion 11 is a rotating inner ring / fixed outer ring, and is coaxial with an inner ring 12 as a rotating wheel (hub wheel) coupled to a road wheel of a wheel (not shown) and on the outer diameter side of the inner ring 12.
  • An outer ring 13 as a fixed ring disposed on the inner ring 12 and a plurality of rolling elements 14 disposed in an annular space between the inner ring 12 and the outer ring 13.
  • the center of rotation of the inner ring 12 coincides with an axis O passing through the center of the wheel hub bearing portion 11.
  • a plurality of outer ring protrusions 13 f are provided on the outer circumferential surface of the outer ring 13 at different positions in the circumferential direction.
  • a through hole is formed in each outer ring protrusion 13f protruding in the outer diameter direction.
  • Each through-hole extends in parallel with the axis O, and the bolt 15 is passed from one side in the axis O direction.
  • a shaft portion of each bolt 15 is screwed into a female screw hole formed in the carrier member 61. As a result, the outer ring 13 is connected and fixed to the carrier member 61.
  • the front portion 38f of the main body casing 38 is disposed adjacent to the other side of the carrier member 61 in the axis O direction.
  • the carrier member 61 is further provided with a plurality of female screw holes.
  • the front portion 38f of the main body casing 38 is provided with a plurality of through holes at different positions in the circumferential direction, and these through holes are connected to the female screw holes of the carrier member.
  • the female screw hole of the carrier member 61 and the through hole of the outer ring protrusion 13f extend in parallel to the axis O, and a bolt 62 is passed from the other side in the axis O direction. A shaft portion of each bolt 62 is screwed into a female screw hole formed in the carrier member 61. As a result, the main body casing 38 is connected and fixed to the carrier member 61.
  • the main body casing 38 refers to a casing that forms the outline of the speed reduction unit 31.
  • the front portion 38 f is a casing wall portion that covers one end of the speed reduction portion 31 in the axis O direction of the main body casing 38.
  • the outer ring 13 passes through the front portion 38f.
  • the inner ring 12 is a cylindrical body longer than the outer ring 13 and is passed through the center hole of the outer ring 13.
  • a coupling portion 12f is formed at one end portion in the axis O direction of the inner ring 12 protruding from the outer ring 13 to the outside of the in-wheel motor drive device 10.
  • the coupling portion 12f is a flange and constitutes a coupling portion for coupling coaxially with a brake rotor and wheels (not shown).
  • the inner ring 12 is combined with a road wheel of the wheel at a coupling portion 12f as a hub wheel, and rotates integrally with the wheel.
  • a plurality of rows of rolling elements 14 are arranged.
  • the outer peripheral surface of the central portion of the inner ring 12 in the direction of the axis O constitutes the inner raceway surface of the plurality of rolling elements 14 arranged in the first row.
  • An inner race 12r is fitted to the outer periphery of the other end of the inner ring 12 in the axis O direction.
  • the outer peripheral surface of the inner race 12r constitutes the inner race of the plurality of rolling elements 14 arranged in the second row.
  • the inner peripheral surface at one end of the outer ring 13 in the direction of the axis O constitutes the outer raceway surface of the rolling elements 14 in the first row.
  • An inner peripheral surface of the other end portion of the outer ring 13 in the axis O direction forms an outer raceway surface of the rolling elements 14 in the second row.
  • a sealing material 16 is further interposed in the annular space between the inner ring 12 and the outer ring 13. The sealing material 16 seals both ends of the annular space to prevent intrusion of dust and foreign matter.
  • the output shaft 37 of the speed reduction unit 31 is inserted into the center hole at the other end in the axis O direction of the inner ring 12 and is spline-fitted.
  • the motor unit 21 includes a motor rotating shaft 22, a rotor 23, a stator 24, and a motor casing 25, and is sequentially arranged from the axis M of the motor unit 21 to the outer diameter side in this order.
  • the motor unit 21 is an inner rotor / outer stator type radial gap motor, but may be of other types.
  • the motor unit 21 may be an axial gap motor.
  • the motor casing 25 surrounds the outer periphery of the stator 24.
  • One end of the motor casing 25 in the direction of the axis M is coupled to the back surface portion 38 b of the main body casing 38.
  • the other end of the motor casing 25 in the axis M direction is sealed with a plate-like motor casing cover 25v.
  • the back surface portion 38 b is a casing wall portion that covers the other end of the main body casing 38 in the axis M direction (axis O direction) of the speed reduction portion 31.
  • the main body casing 38 and the motor casing 25 constitute a casing that forms an outline of the in-wheel motor drive device 10.
  • a part of the main body casing 38 and the motor casing 25 is also simply referred to as a casing.
  • the stator 24 includes a cylindrical stator core 24b and a coil 24c wound around the stator core 24b.
  • the stator core 24b is formed by laminating ring-shaped steel plates in the axis M direction.
  • Both end portions of the motor rotating shaft 22 are rotatably supported by the back portion 38b of the main body casing 38 and the motor casing cover 25v of the motor portion 21 via the rolling bearings 27 and 28.
  • a rotation angle sensor 52 is provided at the other end of the motor rotation shaft 22 in the axis M direction.
  • the rotation angle sensor 52 is disposed on the inner side in the axis M direction with respect to the rolling bearing 28, and is attached to the central portion of the motor casing cover 25v.
  • the axis M that is the rotation center of the motor rotation shaft 22 and the rotor 23 extends in parallel with the axis O of the wheel hub bearing portion 11. That is, the motor unit 21 is disposed offset from the axis O of the wheel hub bearing unit 11.
  • the axis M of the motor unit is offset from the axis O in the vehicle front-rear direction, and specifically, is arranged in front of the vehicle with respect to the axis O. Since the axis O extends in the vehicle width direction, the axis M and the axis N parallel to the axis O also extend in the vehicle width direction. That is, these axes M, N, and O extend in a substantially horizontal direction.
  • the motor casing 25 has a substantially cylindrical shape and has a shape in which a predetermined circumferential position protrudes toward the outer diameter side.
  • the motor casing 25 of the present embodiment includes a box-shaped power line terminal box 26b protruding upward, a box-shaped signal line terminal box 26c protruding rearward of the vehicle, and a semi-cylindrical protrusion 26d protruding forward of the vehicle.
  • the power line terminal box 26b is disposed above the axis M.
  • the signal line terminal box 26c is disposed below the axis M and behind the vehicle.
  • the protrusion 26d is disposed below the axis M and in front of the vehicle.
  • the portion of the motor casing 25 between these three protruding portions that are separated in the circumferential direction constitutes wall-shaped first to third support portions 29.
  • the inner wall surfaces of the first to third support portions 29 are recessed cylindrical surfaces with the axis M as the center.
  • suffixes b, c, and d are added.
  • the first support portion 29b and the third support portion 29d are provided above the axis M.
  • the second support portion 29c is provided below the axis M.
  • the first to third support portions 29 of the present embodiment are each cylindrical walls.
  • the first to third support portions 29 may be flat walls and may be formed on a cylindrical surface with a recessed inner wall surface.
  • the third support portion 29d is disposed behind the vehicle beyond the axis M as viewed from the first support portion 29b.
  • the second support portion 29c is disposed directly below the axis M.
  • the first to third support portions 29 are provided at intervals in the circumferential direction.
  • the first to third support portions 29 are preferably arranged so as to include three points at intervals of 120 ° in the circumferential direction.
  • the first support portion is disposed immediately above the axis M
  • the second and third support portions are disposed below the axis M
  • the second support portion and the third support portion are arranged in the front-rear direction of the vehicle. You may arrange
  • the power line terminal box 26 b accommodates three coil terminals 41 drawn from the end portion (coil end) in the axis M direction of the stator 24. Further, three power lines (power lines 43 in FIG. 7 described later) extending from the outside of the in-wheel motor drive device 10 are drawn into the power line terminal box 26b, and the end portions of the respective power lines have a connector structure (not shown). To each coil terminal 41.
  • the 3rd support part 29d contains the overhang
  • the casing side wall 26f of the power line terminal box 26b branches from the third support portion 29d and extends upward.
  • the casing side wall 26f is a wall extending in a substantially vertical direction, and is integrally coupled to the overhanging wall 29d 'at the lower edge and integrally coupled to the casing top wall 26e of the power line terminal box 26b at the upper edge.
  • the casing top wall 26e is a substantially horizontal wall.
  • the signal line terminal box 26c has ends of conductive wires extending from a plurality of sensors such as a rotation angle sensor 52 (FIG. 2), a temperature sensor (not shown), and other sensors installed inside the in-wheel motor drive device 10. (Not shown) are aggregated. Further, a signal line (not shown) extending from the outside of the in-wheel motor drive device 10 is drawn into the signal line terminal box 26c, and the end of the signal line is connected to the end of the conducting wire through a connector structure not shown.
  • FIG. 1 shows the end face of the stator 24 that appears when the motor casing cover 25v is removed from the motor casing 25.
  • FIG. 1 shows the end face of the stator 24 that appears when the motor casing cover 25v is removed from the motor casing 25.
  • FIG. 1 shows the end face of the stator 24 that appears when the motor casing cover 25v is removed from the motor casing 25.
  • FIG. 1 shows the end face of the stator 24 by hatching in FIG. 1 and a part of the structure for fixing the rotor, the motor rotation shaft, and the stator 24 to the back portion 38b is omitted.
  • the inner peripheral surfaces of the first support portion 29b, the second support portion 29c, and the third support portion 29d are in surface contact with the outer peripheral surface of the stator 24.
  • the three first to third support portions 29 arranged away from each other in the circumferential direction support the outer peripheral surface of the stator 24 from the outer diameter side, so that the stator 24 is positioned to be coaxial with the axis M.
  • the fitting between the stator 24 and the motor casing 25 may be press-fitting, or may be fitting without press-fitting.
  • a groove-shaped notch 25g is formed on the inner wall surface of the motor casing 25 adjacent to the first support portion 29b.
  • a groove-shaped notch 24g is similarly formed on the outer peripheral surface of the stator 24.
  • Each of the notches 24g and 25g extends in parallel with the axis M and has an arc cross section.
  • the notches 24g and 25g are at the same circumferential position, and a round bar-shaped detent pin is inserted between the notches 24g and 25g.
  • a groove-shaped notch is similarly formed in the third support portion 29d, and a corresponding groove-shaped notch is provided on the outer peripheral surface of the stator 24, and the rotation prevention pin 30 is similarly inserted. .
  • the detent pins 30 are installed at a plurality of locations in the circumferential direction of the stator 24.
  • the non-rotating pin 30 as an elastic member such as rubber or a spring, transmission of vibration of the stator 24 to the motor casing 25 can be reduced.
  • a protrusion 24d is formed on the outer peripheral surface of the stator 24 so as to protrude to the outer diameter side.
  • the protrusion 24d is a part of the stator core 24b (FIG. 2), and extends from one end of the stator 24 in the axis M direction to the other end.
  • the protrusions 24d are provided at a plurality of locations at intervals in the circumferential direction.
  • Each protrusion 24d is formed with a through hole 24h extending in parallel with the axis M. The through hole 24h is passed through fixing means described later, whereby the stator 24 is attached and fixed to the casing of the in-wheel motor drive device.
  • Each protrusion 24d is accommodated in the power line terminal box 26b, the signal line terminal box 26c, and the protrusion 26d, respectively.
  • a gap G is interposed between the inner wall surface of the protrusion 26d and the protrusion 24d.
  • the protrusion 24d is separated from the inner wall surface of these terminal boxes.
  • the protrusion 24d, in particular, one end of the protrusion 24d in the axis M direction corresponds to a portion of the stator 24 that is attached and fixed to the back surface portion 38b.
  • a plurality of through holes 24h are provided at intervals in the circumferential direction. Specifically, the through holes 24h are disposed above and below the axis M, respectively. Furthermore, through holes 24 h are respectively arranged below the axis M and at the front and rear of the vehicle. Or as a modification which is not illustrated, through-hole 24h may be arranged in the vehicle front and back of the vehicle above axis M, respectively. The same applies to the protrusion 24d. In the present embodiment, three protrusions 24d and through holes 24h are arranged at equal intervals in the circumferential direction. *
  • the carrier member 61 extends upward and downward from the box-shaped signal line terminal box 26c, and has a plurality of through holes 63 in the expanded portion.
  • a connector such as a bolt 62 (FIG. 2) through the through hole 63
  • the carrier member 61 is connected to a suspension device (not shown).
  • the in-wheel motor drive device 10 is connected to the vehicle body of the electric vehicle via the suspension device, and can be bound and rebound in the vertical direction by the action of the suspension device. Further, the in-wheel motor drive device 10 can be steered in the left-right direction by the action of the suspension device.
  • the speed reduction unit 31 includes an input shaft 32 s that is coaxially coupled to the motor rotation shaft 22 of the motor unit 21, an input gear 32 that is provided coaxially on the outer peripheral surface of the input shaft 32 s, and a plurality of intermediate gears 33. , 35, an intermediate shaft 34 coupled to the center of these intermediate gears 33, 35, an output shaft 37 coupled coaxially with the inner ring 12 of the wheel hub bearing 11, and an output provided coaxially on the outer peripheral surface of the output shaft 37.
  • a gear 36 and a main body casing 38 that accommodates the plurality of gears and the rotation shaft are provided.
  • the main body casing 38 is also referred to as a speed reduction part casing because it forms an outline of the speed reduction part 31.
  • the input gear 32 is a helical gear with external teeth.
  • the input shaft 32s has a hollow structure, and one end in the axial direction of the motor rotating shaft 22 is inserted into the hollow input shaft 32s so that relative rotation is impossible and spline fitting is performed (including serrations, the same applies hereinafter).
  • the input shaft 32s is rotatably supported by the front portion 38f and the rear portion 38b of the main body casing 38 via rolling bearings 32m and 32n on both ends of the input gear 32.
  • the axis N that is the center of rotation of the intermediate shaft 34 of the speed reduction portion 31 extends parallel to the axis O. Both ends of the intermediate shaft 34 are rotatably supported by the front portion 38f and the back portion 38b of the main body casing 38 via bearings 34m and 34n.
  • a first intermediate gear 33 and a second intermediate gear 35 are provided coaxially with the axis N of the intermediate shaft 34 at the center of the intermediate shaft 34.
  • the first intermediate gear 33 and the second intermediate gear 35 are external helical gears, and the diameter of the first intermediate gear 33 is larger than the diameter of the second intermediate gear 35.
  • the large-diameter first intermediate gear 33 is disposed on the other side in the axis N direction with respect to the second intermediate gear 35 and meshes with the small-diameter input gear 32.
  • the small-diameter second intermediate gear 35 is disposed on one side in the axis N direction from the first intermediate gear 33 and meshes with the large-diameter output gear 36.
  • the axis N of the intermediate shaft 34 is disposed above the axis O and the axis M as shown in FIG. Further, the axis N of the intermediate shaft 34 is disposed 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 reducer having axes O, N, and M that are arranged at intervals in the vehicle front-rear direction and extend parallel to each other.
  • the output gear 36 is an external helical gear and is provided coaxially in the center of the output shaft 37.
  • the output shaft 37 extends along the axis O.
  • One end of the output shaft 37 in the direction of the axis O is inserted into the center hole of the inner ring 12 and is fitted so as not to be relatively rotatable.
  • Such fitting is spline fitting or serration fitting.
  • the other end of the output shaft 37 in the direction of the axis O is rotatably supported by the back surface portion 38b of the main body casing 38 via a rolling bearing 37n.
  • An annular convex portion 36c is formed on one end surface of the output gear 36 in the axis O direction.
  • the annular convex portion 36c is a wall extending in the circumferential direction about the axis O.
  • An annular step 38g is formed in the front portion 38f of the main body casing 38 on the outer diameter side of the annular protrusion 36c.
  • the annular step 38g surrounds the entire circumference of the annular protrusion 36c.
  • a rolling bearing 37m is provided between the annular protrusion 36c on the inner diameter side and the annular step 38g on the outer diameter side.
  • the reduction gear 31 rotates the input shaft 32s by meshing the small-diameter drive gear and the large-diameter driven gear, that is, meshing the input gear 32 and the first intermediate gear 33, and meshing the second intermediate gear 35 and the output gear 36. Is decelerated and transmitted to the output shaft 37.
  • the rotating elements from the input shaft 32 s to the output shaft 37 of the speed reduction unit 31 constitute a drive transmission path that transmits the rotation of the motor unit 21 to the inner ring 12.
  • the main body casing 38 includes a cylindrical part, and plate-like front part 38f and back part 38b covering both ends of the cylindrical part.
  • the cylindrical portion covers the internal parts of the speed reducing portion 31 so as to surround the axes O, N, and M extending in parallel with each other.
  • the plate-shaped front portion 38f covers the internal parts of the speed reducing portion 31 from one side in the axial direction.
  • the plate-like back surface portion 38b covers the internal parts of the speed reducing portion 31 from the other side in the axial direction.
  • the back surface portion 38 b of the main body casing 38 is a partition wall that is coupled to the motor casing 25 and partitions the internal space of the speed reduction portion 31 and the internal space of the motor portion 21.
  • the motor casing 25 is supported by the main body casing 38 and protrudes from the main body casing 38 to the other side in the axial direction.
  • the main body casing 38 defines an internal space of the speed reducing portion 31 and accommodates all the rotating elements (rotating shafts and gears) of the speed reducing portion 31 in the internal space.
  • the lower part of the main body casing 38 is an oil storage part 39.
  • the oil reservoir 39 is disposed at a lower position than the motor unit 21. Lubricating oil that lubricates and cools the inside of the motor unit 21 and the inside of the speed reduction unit 31 is stored in the oil storage unit 39 that occupies the lower part of the internal space of the main body casing 38.
  • the input shaft 32s, the intermediate shaft 34, and the output shaft 37 are supported at both ends by the above-described rolling bearings.
  • These rolling bearings 32m, 34m, 37m, 32n, 34n, and 37n are radial bearings.
  • the one end surface of the annular convex portion 36c, the output shaft 37, and the output gear 36 in the axis O direction forms an annular concave portion that is recessed in the axis O direction.
  • the annular recess accommodates the other end of the inner ring 12 in the axis O direction and the other end of the inner race 12r in the axis O direction.
  • the rotor 23 of the motor unit 21 rotates and outputs rotation from the motor rotation shaft 22 to the speed reduction unit 31.
  • the speed reduction part 31 decelerates the rotation input to the input shaft 32 s from the motor part 21 and outputs it from the output shaft 37 to the wheel hub bearing part 11.
  • the inner ring 12 of the wheel hub bearing portion 11 rotates at the same rotational speed as the output shaft 37 and drives a wheel (not shown) attached and fixed to the inner ring 12.
  • FIG. 3 is a longitudinal sectional view schematically showing a state in which the motor section is cut along a plane indicated by III-III in FIG. 1 and this section is viewed in the direction of the arrow, and is different from the section of the motor section shown in FIG. Represents a cross section.
  • the motor casing cover 25v covering the other end of the stator 24 is represented by a two-dot chain line.
  • the abutting surface 25d of the motor casing cover 25v and the abutting surface 25d of the motor casing 25 that are abutted against each other are flat surfaces. These abutting surfaces 25d are disposed at the other end of the motor unit 21 in the axis M direction.
  • the position of the abutting surface 25d in the axis M direction overlaps the position of the stator 24 in the axis M direction, but the abutting surface 25d may be disposed on the other side in the axis M direction than the stator 24.
  • the motor casing cover 25v is fixed to the motor casing 25 by fixing means such as a bolt (not shown).
  • the motor casing cover 25v is separated from the stator 24 on the other side in the axis M direction.
  • the internal space of the motor casing 25 and the internal space of the main body casing 38 are partitioned by a disc portion 38e.
  • the disc part 38e is a part of the back part 38b and has a central hole through which the motor rotating shaft 22 is passed.
  • a bearing 27 is attached to the center hole.
  • a casing base portion 38c is formed on the outer diameter portion of the disc portion 38e.
  • the casing base 38c protrudes from the disc portion 38e in the other direction of the axis M.
  • the protruding end of the casing base 38 c is a flat surface perpendicular to the axis M.
  • the casing base portion 38c is formed with a female screw hole 38d oriented in the other direction of the axis M.
  • the casing base 38c is disposed at the same circumferential position as the power line terminal box 26b (FIG. 1).
  • the other casing base 38c is disposed at the same circumferential position as the signal line terminal box 26c (FIG. 1) and the protruding portion 26d (FIG. 1).
  • the casing bases 38c of the present embodiment are arranged at equal intervals in the circumferential direction at 120 °. As shown in FIG. 3, the casing base 38 c is integrally formed with one end of the motor casing 25 in the axis M direction. One end of the coil 24c in the direction of the axis M is disposed on the inner diameter side of the casing base 38c. As a result, the position in the axis M direction of one end of the coil 24c in the axis M direction overlaps with the position in the axis M direction of the casing base 38c.
  • a bolt 51 as a fixing means is passed through the through hole 24h of the stator 24 from the other side in the axis M direction.
  • the front end of the bolt 51 is screwed into the female screw hole 38d of the casing base 38c and the head of the bolt 51 is tightened, the head of the bolt 51 comes into contact with the other end in the axis M direction of the protrusion 24d. Is pressed against the casing base 38c.
  • the stator 24 is attached and fixed to the casing base 38c, and cannot be moved in the direction of the axis M.
  • a part of the motor casing 25 is a double wall.
  • the lower part of the motor casing 25 includes an inner wall and an outer wall.
  • the inner wall is a second support portion 29c.
  • the outer wall 25j is flat and is provided outside the second support portion 29c (inner wall) with a gap therebetween.
  • the outer wall 25j is an inclined wall in which one side in the axis M direction is lowered and the other in the axis M direction is raised. Therefore, one end of the outer wall 25j in the axis M direction is disposed away from the second support portion 29c (inner wall), and the other end of the outer wall 25j in the axis M direction is disposed closer to the second support portion 29c (inner wall).
  • the circumferential edges of the second support portion 29c (inner wall) and the outer wall 25j are coupled via the connection wall 25c. Further, the other circumferential edges of the second support portion 29c (inner wall) and the outer wall 25j are also coupled through the connection wall 25c. Thereby, the lower part of the motor casing 25 is formed in a box shape.
  • the second support portion 29c continues from one end of the stator core 24b in the direction of the axis M to the center portion, and supports the stator 24 over such a region.
  • the second support portion 29c makes surface contact with the stator 24 over the circumferential direction (FIG. 2).
  • the stator 24 is securely supported by the motor casing 25. Therefore, even if an external force is applied to the heavy stator 24, the stator 24 does not easily displace relative to the motor casing 25.
  • the space between the lower outer wall 25j and the upper second support portion 29c (inner wall) is connected to the oil reservoir 39 on the other hand in the direction of the axis M.
  • the outer wall 25j protrudes to the other side in the axis M direction from the wall-like second support portion 29c. Therefore, the lubricating oil receiving port 53 is formed between the axial end edge of the second support portion 29c and the outer wall 25j.
  • the lubricating oil receiving port 53 communicates the internal space of the motor casing 25 that is in an oil atmosphere with the oil reservoir 39. Lubricating oil around the stator 24 flows down, passes through the lubricating oil receiving port 53 from the inner space of the motor casing 25, and then passes through the space between the outer wall 25j and the second support portion 29c (inner wall). Head to 39. *
  • the power line terminal box 26b is formed from one end to the other end in the axis M direction of the motor casing 25 and is adjacent to the casing base 38c. Although not shown, the signal line terminal box 26c and the protruding portion 26d are the same. For this reason, the protrusion 24d is separated from the power line terminal box 26b in the entire length of the protrusion 24d as shown in FIG. Similarly, the signal line terminal box 26c and the protruding portion 26d are separated from the protrusion 24d.
  • the abutting surface 25 d extends in a band shape and surrounds the stator 24.
  • the abutting surface 25 d includes a proximity portion 25 g that extends in an arc shape along the outer peripheral surface of the stator 24.
  • the abutting surface 25d forms the contour of the power line terminal box 26b, the contour of the signal line terminal box 26c, and the contour of the protruding portion 26d.
  • the contour portion of the abutting surface 25d becomes a bulging portion 25f that protrudes toward the outer diameter side so as to be away from the outer peripheral surface of the stator 24.
  • the circumferential position where one through hole 24h is arranged overlaps with the circumferential position of the protruding portion 26d.
  • the circumferential position where the other through-hole 24h is arranged overlaps the circumferential position of the power line terminal box 26b.
  • the circumferential position where the other through-hole 24h is arranged overlaps with the circumferential position of the signal line terminal box 26c. That is, the bolts 51 (FIG. 3) as the stator fixing means that are passed through the respective through holes 24h are arranged so as to overlap with the circumferential positions of the respective bulging portions 25f.
  • FIG. 4 is a longitudinal sectional view schematically showing the lower part of the motor casing of the present embodiment, which is cut along a plane indicated by IV-IV in FIG. 1, and this section is viewed in the direction of the arrow.
  • a part of the motor casing 25 forms a double wall having the wall-shaped support portion 29 as an inner wall and the outer wall 25j as an outer wall.
  • the edge part of the support part 29 which becomes a cylindrical wall and the edge part of the outer wall 25j are integrally coupled.
  • Such an integrally coupled portion is the other end in the direction of the axis M, and the abutting surface 25d is formed.
  • the in-wheel motor drive device 10 of the present embodiment includes a wheel hub bearing portion 11 that rotatably supports an inner ring 12 (hub wheel) connected to a wheel, and a motor portion 21 that drives the inner ring 12.
  • the motor unit 21 surrounds a motor rotating shaft 22 extending in the vehicle width direction, a rotor 23 coupled to the motor rotating shaft 22, a cylindrical stator 24 facing the rotor 23 via a gap, and an outer periphery of the stator 24.
  • a motor casing 25 is disposed above the motor rotating shaft 22 and is in surface contact with and supports the outer peripheral surface of the stator 24 in a region in the axis M direction from the center to the end of the stator 24 in the axis M direction.
  • a second support portion 29b is disposed below the motor rotating shaft 22 and is in surface contact with the outer peripheral surface of the stator 24 in the region of the axis M direction from the center portion to the end portion of the stator 24 in the axis M direction.
  • a third support portion 29d for supporting the surface in surface contact.
  • These first to third support portions 29 are provided at intervals in the circumferential direction.
  • the motor casing 25 of the present embodiment further includes a casing side wall 26f extending from the third support portion 29d.
  • the rigidity of the third support portion 29d is increased by the casing side wall 26f, and the stator 24 is supported by the motor casing 25 so as not to be relatively displaced.
  • the motor casing 25 of the present embodiment includes a wall-shaped second support portion 29c as an inner wall, an outer wall 25j formed outside the inner wall, and a connection wall connecting the second support portion 29c (inner wall) and the outer wall 25j. 25c.
  • the connection wall 25c is disposed at two locations with a gap in the circumferential direction of the motor portion 21, and constitutes a box together with the second support portion 29c (inner wall) and the outer wall 25j. Due to the box, the rigidity of the second support portion 29c increases more and the stator 24 is supported by the motor casing 25 so as not to be displaced relatively.
  • the internal space of the motor casing 25 of this embodiment is made an oil atmosphere.
  • a box composed of the two connection walls 25c, the second support portion 29c (inner wall), and the outer wall 25j is disposed below the motor rotating shaft 22 and connected to the oil reservoir 39.
  • the outer wall 25j is disposed below the second support portion 29c (inner wall), protrudes in the direction of the axis M of the motor unit 21 from the inner wall, and constitutes the lubricating oil receiving port 53 with the edge of the inner wall in the direction of the axis M. .
  • the lubricating oil flows from the internal space of the motor casing 25 into the lubricating oil receiving port 53, and the lubricating oil is guided to the oil reservoir 39.
  • the lubricating oil that lubricates or cools the interior of the motor unit 21 can be recovered from the lubricating oil receiving port 53 and flowed to the oil storage unit 39.
  • outer wall 25j of the present embodiment is arranged so as to be farther from the second support portion 29c (inner wall) on one side and closer to the second support portion 29c (inner wall) on the other side with respect to the direction of the axis M of the motor rotating shaft 22. It is an inclined wall.
  • FIG. 5 is a diagram illustrating a state in which the in-wheel motor driving device of the present embodiment and its peripheral structure are viewed from the rear of the vehicle.
  • the in-wheel motor drive device 10 disposed in the inner space region of the road wheel W is connected to a vehicle body (not shown) via the suspension device 100.
  • the suspension device 100 is, for example, a strut suspension device, and includes a lower arm 101 extending in the vehicle width direction, and a damper 102 disposed above the lower arm 101 and extending in the vertical direction.
  • the lower arm 101 is rotatably connected to the vehicle body side member via a cylindrical rubber bush (not shown) at the vehicle width direction inner ends 101b and 101c, and has the vehicle width direction inner ends 101b and 101c as base ends.
  • the outer end 101d can be swung up and down with the free end.
  • the outer end 101 d in the vehicle width direction is connected to the lower part of the in-wheel motor drive device 10 via the ball joint 103.
  • the in-wheel motor drive device 10 can change the direction freely with respect to the lower arm 101.
  • the damper 102 extends in the vertical direction along the axis of a coil spring (not shown) and constitutes a strut of a strut suspension device together with the coil spring.
  • the damper 102 and the coil spring are also referred to as a shock absorber.
  • the lower end of the damper 102 is coupled to the upper part of the in-wheel motor drive device 10.
  • the upper end of the damper 102 (not shown) is connected to the vehicle body side member.
  • FIG. 7 is a perspective view illustrating a state in which the in-wheel motor driving device of the embodiment is partially disassembled and viewed from above, and the motor casing cover (the motor casing cover 25v illustrated in FIG. 6) is removed and the interior of the motor unit is illustrated. And the inside of the terminal box is represented by removing a lid member (the lid member 50 in FIG. 9) described later.
  • the substantially cylindrical motor casing 25 is arranged in a posture parallel to the vehicle width direction.
  • the terminal box 26b is attached so as to protrude in the outer diameter direction. In particular, in the present embodiment, the terminal box 26b protrudes upward from the motor unit 21.
  • FIG. 8 is a diagram showing the inside of the motor unit of the embodiment, and shows a state in which the motor casing cover that covers the inner side in the vehicle width direction of the motor unit is removed and the coil end inside the motor unit is viewed.
  • FIG. 9 is a longitudinal sectional view showing the motor unit of the same embodiment, and shows a state in which the motor unit and the terminal box are cut along AA in FIG. 8 and the cross section is viewed in the direction of the arrow.
  • FIG. 10 is also a longitudinal sectional view showing the motor unit of the embodiment, and shows a state in which the motor unit and the terminal box are cut along BB in FIG. 8 and the cross section is viewed in the direction of the arrow.
  • a partition wall 44 is provided inside the terminal box 26b to divide the internal space of the terminal box 26b into a box space T and a motor space L. Both the box space T and the motor space L are closed spaces, but the lubricating oil exists in the motor space L, whereas the lubricating oil does not exist in the box space T.
  • the partition wall 44 is penetrated by a terminal block 45 disposed inside the terminal box 26b.
  • the terminal block 45 is made of resin and extends parallel to the axis M.
  • a conductive member 46 is provided inside the terminal block 45.
  • the conductive member 46 is, for example, a copper round bar.
  • a resin terminal block 45 is molded on the outer periphery of the conductive member 46, and the terminal block 45 adheres to the surface of the conductive member 46. For this reason, the terminal block 45 and the conductive member 46 are collectively handled as one component.
  • the resin terminal block 45 surrounds the conductive member 46 and insulates the conductive member 46 from the surroundings.
  • the conductive member 46 also extends parallel to the axis M. Both ends of the conductive member 46 are exposed without being covered by the terminal block 45, and female screws 46b and 46c are formed.
  • a metal bolt 47 penetrating the coil terminal 41 is screwed to the female screw 46c on the inner side in the vehicle width direction.
  • a metal bolt 48 that passes through the power line terminal 43b that is crimped to the tip of the power line 43 is screwed to the female screw 46b on the outer side in the vehicle width direction.
  • a flange 45f is integrally formed at the center of the terminal block 45 in the longitudinal direction.
  • a through hole (not shown) is formed in the flange 45f, and a bolt 49 passes through the through hole.
  • the shaft portion of the bolt 49 is screwed into a bottomed screw hole (not shown) formed in the partition wall 44. Thereby, the terminal block 45 is fixed inside the terminal box 26b.
  • the power line terminal 43 b and the coil terminal 41 are fixed to both ends in the longitudinal direction of the conductive member 46, and the terminal block 45 surrounds other than both ends of the conductive member 46.
  • the creeping distance between the adjacent conductive members 46 and 46 among the plurality of conductive members 46 can be ensured.
  • electrical accidents such as short circuits are unlikely to occur, and safety is enhanced.
  • the terminal box 26b of the present embodiment is disposed on the upper part of the in-wheel motor drive device 10.
  • the terminal box 26b is close to the vehicle body. Therefore, the length of the power line 43 extending from the vehicle body to the terminal box 26b can be shortened, and the cost can be reduced.
  • the possibility that the lubricating oil in the motor space L enters the box space T is reduced.
  • the plurality of coil terminals 41 are arranged obliquely. Specifically, the coil terminals 41 are arranged at intervals in the vehicle front-rear direction and extend upward, the coil terminal 41 arranged at the front of the vehicle is the highest, and the coil terminals at the rear of the vehicle are sequentially lower and lower. It is a lame array so that In addition, the coil terminal 41 arranged at the front of the vehicle is arranged immediately above the axis M, and the remaining coil terminals 41 are arranged behind the axis M.
  • the terminal box 26b is made compact so as to be accommodated in a narrow space area in the road wheel W. Further, as shown in FIG. 8, the metal bolts 47 do not overlap each other when viewed in the direction of the axis M, so that access to the metal bolts 47 and work space are secured, and the metal bolts 47 can be easily attached and detached.
  • an annular seal material 54 is disposed on the outer periphery of the terminal block 45.
  • the sealing material 54 seals the annular gap between the through hole formed in the partition wall 44 and the terminal block 45. This prevents the lubricating oil present in the motor space L from entering the box space T.
  • a part of the back surface portion 38b defines a terminal box 26b.
  • a bottomed hole 26g is formed in the wall surface of the back portion 38b.
  • a protrusion 45 b extends from the end of the terminal block 45. The protrusion 45b is fitted into the bottomed hole 26g.
  • the terminal block 45 shown in FIG. 10 is supported at two points by the protrusion 45b and the flange 45f. Thereby, the vibration of the terminal block 45 can be suppressed.
  • the upper opening (the upper opening 55 in FIG. 7) of the terminal box 26 b is covered with the lid member 50.
  • the lid member 50 is butted against a butting surface 50s that surrounds the upper opening of the terminal box 26b.
  • the abutting surface 50s is a flat surface formed on the upper edge of the back surface portion 38b, the upper edge of the partition wall 44, and the upper edge of the casing side wall 26f.
  • a sealing material is provided on the abutting surface 50s, and a gap between the abutting surface 50s and the lid member 50 is sealed.
  • the sealing material is, for example, a gasket.
  • the gasket is a liquid material applied to the abutting surface 50 s and hardens after a while.
  • a gasket is a sheet-like metal gasket.
  • the stator 24 is added, the coil 24c is concentrated winding with reference to FIG. As a result, the coil end height Hc (FIG. 10) can be lowered, and the axial dimension can be shortened. In the present embodiment, the number of slots is “12”.
  • the preload spring 28s is arrange
  • the preload spring 28s is supported by the motor casing cover 25v from the other side in the axis M direction and presses the outer race 28m (or the inner race 28n) of the bearing 28 in the axis M direction.
  • a preload is applied to the bearings 27 and 28, the motor rotation shaft 22 coincides with the axis M, and vibration of the motor rotation shaft 22 is suppressed.
  • FIG. 11 is a view showing the motor rotating shaft 22 and the rotor 23 taken out from the motor unit 21.
  • the rotor 23 includes a plurality of rotor core segments 23b and 23b divided in the direction of the axis M.
  • a plurality of groove portions 23d extending in parallel with the axis M are formed on the outer peripheral portion of each rotor core segment 23b.
  • the groove 23d is disposed so as to correspond to a pair of permanent magnets 23c, 23c described later.
  • Adjacent rotor core segments 23b, 23b are arranged shifted in the circumferential direction and have different phases.
  • a rotor core having such a phase shift angle Rs is called a rotor core having a mechanical angle or a rotor core having a step skew.
  • the rotor core of the rotor 23 is divided into two parts to give a two-stage skew to the rotor core.
  • FIG. 12 is a cross-sectional view showing the motor rotating shaft 22, the rotor 23, and the stator 24.
  • a key 22k is interposed between the outer peripheral surface of the motor rotating shaft 22 and the inner peripheral surface of the rotor 23 that are fitted to each other.
  • the key 22k engages with a notch formed on the outer peripheral surface of the motor rotating shaft 22 and a notch formed on the inner peripheral surface of the rotor 23 to prevent relative rotation of the motor rotating shaft 22 and the rotor 23.
  • a plurality of pairs of permanent magnets 23c, 23c are arranged at intervals in the circumferential direction. Since this embodiment has eight pairs of permanent magnets 23c, the number of magnetic poles is eight.
  • the pair of permanent magnets 23c and 23c are so-called so that the inner diameter side ends close to the axis M approach each other and the outer diameter side ends far from the axis M move away from each other while facing each other in the circumferential direction when viewed in the axis M direction. V-shaped arrangement. With this magnet arrangement, the reluctance torque can be used effectively.
  • the pair of groove portions 23d and 23d described above are disposed at the same circumferential position as the outer diameter side ends of the pair of permanent magnets 23c and 23c. In other words, the pair of permanent magnets 23c, 23c are arranged apart from each other in the circumferential direction from the center of each magnetic pole. The number of the groove portions 23d is also equal to that of the permanent magnets 23c.
  • the bolt 23e is passed through the through hole formed in the rotor 23.
  • the bolt 23e extends in the axis M direction through one rotor core segment 23b (FIG. 11) in the axis M direction and the other rotor core segment 23b (FIG. 11) in the axis M direction.
  • the plurality of rotor core segments 23b and 23b are bolts 23e. Are connected to each other.
  • the in-wheel motor drive device according to the present invention is advantageously used in electric vehicles and hybrid vehicles.

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

Abstract

La présente invention concerne le carter de moteur (25) d'un dispositif d'entraînement de moteur-roue (10) comprenant : une première section de support (29b) qui est disposée au-dessus d'un axe (M) s'étendant dans une direction de largeur du véhicule et qui, dans une région axiale s'étendant à partir de la section centrale, dans la direction de l'axe, du stator (24) à une extrémité de celui-ci, est en contact de surface avec la surface périphérique externe du stator pour supporter le stator ; une seconde section de support (29c) qui est disposée au-dessous de l'axe (M) s'étendant dans le sens de la largeur du véhicule et qui, dans la région axiale s'étendant à partir de la section centrale, dans la direction de l'axe, du stator à l'extrémité de celui-ci, est en contact de surface avec la surface périphérique externe du stator pour supporter le stator ; et une troisième section de support (29d) qui est disposée sur le côté avant du véhicule ou le côté arrière du véhicule au-delà de l'axe (M1) lorsqu'il est vu depuis la première ou la seconde section de support et qui, dans la région axiale s'étendant à partir de la section centrale, dans la direction de l'axe, du stator à l'extrémité de celui-ci, est en contact de surface avec la surface périphérique externe du stator pour supporter le stator. Les première à troisième sections de support (29) sont séparées l'une de l'autre dans une direction circonférentielle.
PCT/JP2019/007822 2018-03-01 2019-02-28 Dispositif d'entraînement de moteur-roue WO2019168102A1 (fr)

Priority Applications (1)

Application Number Priority Date Filing Date Title
CN201980015772.3A CN111788764A (zh) 2018-03-01 2019-02-28 轮毂电动机驱动装置

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JP2018036372 2018-03-01
JP2018-036372 2018-03-01
JP2019-033811 2019-02-27
JP2019033811A JP2019154226A (ja) 2018-03-01 2019-02-27 インホイールモータ駆動装置

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Citations (7)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JPH09215251A (ja) * 1996-01-31 1997-08-15 Tec Corp 電動機
JP2008187864A (ja) * 2007-01-31 2008-08-14 Toyota Motor Corp ステータの支持構造
JP2016049916A (ja) * 2014-09-01 2016-04-11 Ntn株式会社 インホイールモータ駆動装置
JP2016078465A (ja) * 2014-10-09 2016-05-16 Ntn株式会社 インホイールモータ駆動装置
JP2017169326A (ja) * 2016-03-15 2017-09-21 日産自動車株式会社 インホイールモータ
JP2017171272A (ja) * 2016-03-22 2017-09-28 Ntn株式会社 インホイールモータ駆動装置
JP2018007318A (ja) * 2016-06-27 2018-01-11 株式会社Ｓｏｋｅｎ モータ装置

Patent Citations (7)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JPH09215251A (ja) * 1996-01-31 1997-08-15 Tec Corp 電動機
JP2008187864A (ja) * 2007-01-31 2008-08-14 Toyota Motor Corp ステータの支持構造
JP2016049916A (ja) * 2014-09-01 2016-04-11 Ntn株式会社 インホイールモータ駆動装置
JP2016078465A (ja) * 2014-10-09 2016-05-16 Ntn株式会社 インホイールモータ駆動装置
JP2017169326A (ja) * 2016-03-15 2017-09-21 日産自動車株式会社 インホイールモータ
JP2017171272A (ja) * 2016-03-22 2017-09-28 Ntn株式会社 インホイールモータ駆動装置
JP2018007318A (ja) * 2016-06-27 2018-01-11 株式会社Ｓｏｋｅｎ モータ装置

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