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WO2018181238A1 - Dispositif d'entraînement de moteur-roue - Google Patents

Dispositif d'entraînement de moteur-roue Download PDF

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Publication number
WO2018181238A1
WO2018181238A1 PCT/JP2018/012281 JP2018012281W WO2018181238A1 WO 2018181238 A1 WO2018181238 A1 WO 2018181238A1 JP 2018012281 W JP2018012281 W JP 2018012281W WO 2018181238 A1 WO2018181238 A1 WO 2018181238A1
Authority
WO
WIPO (PCT)
Prior art keywords
socket
casing
motor
drive device
sockets
Prior art date
Legal status (The legal status 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 status listed.)
Ceased
Application number
PCT/JP2018/012281
Other languages
English (en)
Japanese (ja)
Inventor
直哉 竹内
四郎 田村
真也 太向
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
NTN Corp
Original Assignee
NTN Corp
NTN Toyo Bearing Co Ltd
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
Application filed by NTN Corp, NTN Toyo Bearing Co Ltd filed Critical NTN Corp
Publication of WO2018181238A1 publication Critical patent/WO2018181238A1/fr
Anticipated expiration legal-status Critical
Ceased legal-status Critical Current

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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
    • 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
    • H02K7/00—Arrangements for handling mechanical energy structurally associated with dynamo-electric machines, e.g. structural association with mechanical driving motors or auxiliary dynamo-electric machines
    • H02K7/10—Structural association with clutches, brakes, gears, pulleys or mechanical starters
    • H02K7/116—Structural association with clutches, brakes, gears, pulleys or mechanical starters with gears
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/60—Other road transportation technologies with climate change mitigation effect
    • Y02T10/64—Electric machine technologies in electromobility

Definitions

  • the present invention relates to a vehicle motor drive device, and more particularly to an in-wheel motor drive device arranged in an inner space of a wheel.
  • a vehicle motor drive device such as an in-wheel motor drive device
  • the drive power of the motor is received from an inverter mounted on the vehicle body side through U, V, and W three-phase power lines.
  • the motor is supported by the casing and sealed.
  • the casing includes a terminal box.
  • this terminal box three terminals (hereinafter referred to as “external terminals”) respectively provided at one end of three power lines led into the casing from the outside, and extend from the motor.
  • Three terminals (hereinafter referred to as “motor side terminals”) respectively provided at one ends of the three power lines are electrically connected.
  • a terminal box (terminal housing chamber) is provided at the upper part of the motor case that protrudes from the concave portion, which is an inner space area of the wheel of the vehicle, to the vehicle body center side. Is provided.
  • the connection structure of the power line in the motor drive apparatus of patent document 1 is shown in FIG. 8 and FIG.
  • three motor side terminals 94 to 96 are provided along the outer peripheral surface of the motor case 90 in the terminal accommodating chamber 93 provided in the upper part of the motor case 90. They are spaced from each other.
  • the motor side terminal 96 and the external side terminal (crimp terminal) 103 closest to the grommet 101 through which the power lines 97 to 99 extending from the outside pass are directly fixed by bolts 104.
  • the remaining motor side terminals 94 and 95 and the external side terminal 103 are fixed with bolts 104 via sockets 102 having different lengths.
  • Motor side terminals 94 and 95 are connected to one end side of the socket 102, and an external side terminal 103 is connected to the other end side of the socket 102.
  • the three power lines 97 to 99 are fastened to the motor side terminals 94 to 96 while remaining in a straight line.
  • FIG. 10 shows a connection structure of power lines in the in-wheel motor drive device of Patent Document 2.
  • three conductive members 131 having one end and the other end connected to the motor side terminal 119 and the external side terminal 112 partition the air chamber inside the terminal box and the motor chamber in which the motor is accommodated. It is arranged so as to extend across the non-conductive partition wall 141.
  • the external terminals 112 when the external terminals 112 are arranged in a laminar shape, the lengths of the three conductive members 131 are different, and the external terminals 112 and the conductive members 131 are connected by crossing 90 °. Is disclosed.
  • JP2013-209016A Patent No. 587358
  • Patent Document 1 As shown in FIG. 9, the external terminal 103 is connected to the other end of the socket 102 in the axial direction, and the other end of the socket 102 is not supported by the terminal accommodating chamber 93. That is, the connecting member including the socket 102 and the terminal is cantilevered regardless of its length. In this way, when the connecting member is cantilevered, the longer the connecting member is, the more unstable the posture becomes and vibration may occur. Therefore, the power lines 97 and 98 extending from the external terminal 103 connected to the other end of the socket 102 in Patent Document 1 are disadvantageous in terms of bending strength as the length of the socket 102 increases. Moreover, since the head of the bolt 104 for fixing the power lines 98 and 99 is close to the adjacent power lines 97 and 98, there is a concern about contact due to external vibrations or the like.
  • the present invention has been made in order to solve the above-described problems, and its purpose is when the distance between the connection point of the motor-side terminal and the connection point of the external-side terminal needs to be relatively large. Even so, the present invention is to provide an in-wheel motor drive device that can suppress the vibration of the connecting member that connects these terminals with a simple configuration.
  • An in-wheel motor drive device includes a casing incorporating a motor, three motor-side terminals respectively provided at one end of three internal power lines extending from the motor, and a casing from the outside. Three conductive members respectively connecting three external terminals provided at one end of three external power lines led into the interior, three motor-side terminals and three external terminals, and each conductive member A cylindrical non-conductive member that houses three sockets having a length. At least one of the three sockets is supported by the casing at a plurality of locations in the longitudinal direction.
  • the in-wheel motor drive device of the present invention even when at least one of the three sockets is relatively long, the one or more sockets are attached to the casing at a plurality of positions in the longitudinal direction. Since it is supported, vibration of the socket and the conductive member inside the socket can be suppressed with a simple configuration. Therefore, such a socket support structure is also effective when it is necessary to provide a relatively large distance between the connection portion of the motor side terminal and the connection portion of the external terminal.
  • the three sockets include a first socket supported by the casing only at one place and a second socket longer than the first socket and supported by the casing at a plurality of places.
  • the casing includes a first space in which the motor-side terminal is disposed, a second space in which the external-side terminal is disposed, and a partition wall through which each socket is inserted to partition the first space and the second space.
  • one location of each socket is supported by this partition wall.
  • Each socket is preferably bolted to the partition wall.
  • the outer peripheral surface of one end of each of the first and second sockets is provided with a notch for receiving the external terminal, and on the inner wall surface of the casing facing the one end surface of the first socket, A support portion for supporting one end of the second socket is provided.
  • the support part is, for example, a recess into which one end of the second socket is fitted.
  • an elastic material is provided at the fitting portion between the recess and the one end of the second socket.
  • the first and second sockets extend in parallel with the rotation axis of the motor, and the casing has three through holes through which three external power lines are inserted, penetrating in the vehicle front-rear direction.
  • the position of the through hole of the external power line connected to the conductive member inside the second socket is connected to the conductive member inside the first socket in the vertical direction when viewed in the same direction as the rotating shaft. It is desirable that at least a part of the position of the through hole of the external power line overlaps. Thereby, a casing can be reduced in size in radial direction.
  • At least one of the three sockets that accommodate the conductive member that connects the motor side terminal and the external side terminal is supported by the casing at a plurality of locations in the longitudinal direction. Therefore, the vibration of the socket and the conductive member therein can be suppressed with a simple configuration.
  • FIG. 4 is a cross-sectional view of the motor casing taken along the line IV-IV in FIG. 3, and is a view of the power line connection structure viewed from below.
  • FIG. 4 shows typically the arrangement pattern of three through-holes which looked at the power line terminal box from the vehicle rear side.
  • FIG. 1 is a cross-sectional view schematically showing the in-wheel motor drive device 10 and shows a state in which the inside of the in-wheel motor drive device 10 is viewed from the outside in the vehicle width direction of the electric vehicle.
  • the left side of the drawing represents the front of the vehicle
  • the right 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.
  • FIG. 2 is a developed cross-sectional view schematically showing the in-wheel motor drive device 10. 2 is a developed plane obtained by connecting the plane including the axis M and the axis N shown in FIG. 1 and the plane including the axis N and the axis O in this order.
  • the left side in the drawing represents the outside in the vehicle width direction
  • the right side in the drawing represents the inside in the vehicle width direction.
  • the in-wheel motor drive device 10 includes a wheel hub bearing portion 11 connected to the center of the wheel wheel W represented by the phantom line shown in FIG. 1, a motor portion 21 having a motor rotating shaft 22 that drives the wheel wheel W, And a speed reduction part 31 for reducing the rotation of the motor rotating shaft 22 and transmitting it to the wheel hub bearing 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 in the axial direction of the in-wheel motor drive device 10 (outside in the vehicle width direction), and the motor portion 21 is on the other side in the axial direction of the in-wheel motor drive device 10 (in the vehicle width direction).
  • the speed reduction part 31 is arrange
  • 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 disposed coaxially on the outer ring side of the inner ring 12 and the inner ring 12 as a rotating ring (hub ring) coupled to the wheel W.
  • a plurality of rolling elements 14 disposed in an annular space between the inner ring 12 and the outer ring 13.
  • a plurality of outer ring protrusions 13 f and outer ring protrusions 13 g are alternately erected on the outer peripheral 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 front portion 38 f of the main body casing 38. Thereby, the outer ring 13 is connected and fixed to the front portion 38f.
  • 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.
  • a suspension bracket 70 is attached and fixed to each outer ring protruding portion 13g protruding in the outer diameter direction from the other side in the axial direction. Specifically, a female screw hole is formed in each outer ring protrusion 13g, a through hole is formed in the suspension bracket 70, and a male screw is fastened to these holes from the other side in the axial direction.
  • the suspension bracket 70 is an annular member that surrounds the axis O, and is connected to a suspension device (not shown).
  • 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 coupled to the wheel at the coupling portion 12f 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 29 constituting the motor unit 21 is a radial gap motor of an inner rotor / outer stator type, but may be of other types.
  • the motor 29 may be an axial gap motor.
  • the motor 29 includes elements incorporated in the motor casing 25, that is, the motor rotating shaft 22, the rotor 23, and the stator 24.
  • 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.
  • both end portions of the motor rotating shaft 22 are rotatably supported by the back surface portion 38 b of the main body casing 38 and the motor casing cover 25 v of the motor portion 21 via the rolling bearings 27 and 28.
  • the motor casing 25 has a substantially cylindrical shape, and is integrally coupled to the back surface portion 38b of the main body casing 38 at one end in the axis M direction, and the other end in the axis M direction is sealed with a plate-like motor casing cover 25v.
  • the motor 29 drives the inner ring 12.
  • a power line terminal box 40 is provided on the upper portion of the cylindrical portion of the motor casing 25, and the power line terminal box 40 receives the three-phase AC power from the inverter on the vehicle body side. .
  • the power line connection structure in the power line terminal box 40 will be described later.
  • 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, a plurality of intermediate gears 33 and 35, An intermediate shaft 34 coupled to the center of the gears 33, 35, an output shaft 37 coupled coaxially with the inner ring 12 of the wheel hub bearing portion 11, an output gear 36 provided coaxially on the outer peripheral surface of the output shaft 37, and a plurality of these
  • the main body casing 38 accommodates the gears and the rotating shaft.
  • the main body casing 38 occupies the central portion of the in-wheel motor drive device 10 and is also referred to as a speed reduction portion casing because it forms an outline of the speed reduction portion 31.
  • the input gear 32 is a helical gear with external teeth, and is a large number of teeth formed on the outer periphery of the other end of the input shaft 32s arranged along the axis M in the direction of the axis M.
  • a central hole extending along the axis M is formed at the other axial end of the input shaft 32s, and one end of the motor rotating shaft 22 in the axial direction is inserted so as to prevent relative rotation (including serrations). The same shall apply 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 tooth tip and the tooth bottom of the output gear 36 have a larger diameter than the outer ring protrusion 13f.
  • 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 recess 36c is formed on one end surface of the output gear 36 in the axis O direction.
  • the annular recess 36c is centered on the axis O.
  • An annular convex portion 38g that is received in the annular concave portion 36c is formed in the front portion 38f of the main body casing 38.
  • a rolling bearing 37m is provided between the inner diameter side portion of the annular recess 36c and the inner diameter side portion of the annular projection 38g.
  • 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 inside of the speed reducing portion 31 so as to surround the axes O, N, and M extending in parallel with each other.
  • the plate-like front portion 38 f covers one side in the axial direction inside the speed reduction portion 31.
  • the plate-like back surface portion 38 b covers the other side in the axial direction inside the speed reduction portion 31.
  • 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, the motor casing 25, and the motor casing cover 25v are integrally connected to constitute the casing 1 that forms the outline of the entire in-wheel motor drive device 10.
  • 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 below the input gear 32.
  • Lubricating oil that lubricates the motor unit 21 and 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.
  • Lubricating oil stored in the oil storage unit 39 is sucked by an oil pump (not shown) and discharged to the heat generating element of the motor unit 21 and the rotating element of the speed reduction unit 31.
  • the input shaft 32s, the intermediate shaft 34, and the output shaft 37 are supported at both ends by the above-described rolling bearings.
  • the axial positions of the parallel axes M and N the axial positions of the rolling bearings 32m and 34m on one side in the axial direction overlap each other. More preferably, as shown in FIG. 2, the axial positions of the rolling bearings 32m and 34m coincide.
  • the axial positions of the rolling bearings 32n and 37n on the other axial side overlap each other. More preferably, as shown in FIG. 2, the axial positions of the rolling bearings 32n and 37n coincide.
  • the rolling bearings 32m, 34m, 37m, 32n, 34n, and 37n are radial bearings. With respect to the axial position, the rolling bearings 37m, 34n are arranged between the rolling bearings 34m, 37n.
  • the second intermediate gear 35 and the output gear 36 are arranged on one side in the axial direction, and the axial positions of these gears overlap each other. More preferably, the axial positions of these gears coincide.
  • the input gear 32 and the first intermediate gear 33 are disposed on the other side in the axial direction, and the axial positions of these gears overlap each other. More preferably, the axial positions of these gears coincide. Thereby, the axial direction dimension of the deceleration part 31 can be made small.
  • the inner diameter portion of the output gear 36 is recessed in the direction of the axis O by the annular recess 36 c, and the plate thickness dimension of the inner diameter portion of the output gear 36 is made smaller than the tooth width formed on the outer edge of the output gear 36.
  • the annular recess 36c accommodates the rolling bearing 37m.
  • the speed reducing unit 31 is a three-axis parallel gear reducer having one intermediate shaft, but may be a four-axis parallel gear reducer having two intermediate shafts. .
  • the reduction part 31 is not limited to a parallel shaft type gear reducer.
  • FIG. 3 is a diagram schematically showing the connection structure of the power lines, and is a view of the inside of the motor casing 25 as seen from the inside in the vehicle width direction.
  • FIG. 4 is a cross-sectional view of the motor casing 25 taken along the line IV-IV in FIG. 3, and is a view of the power line connection structure looking up from below.
  • the entire power line connection structure is schematically shown for easy understanding.
  • three motor side terminals 43 and three external side terminals 45 are arranged in the motor casing 25 in the motor casing 25, three motor side terminals 43 and three external side terminals 45 are arranged.
  • the three motor-side terminals 43 are respectively provided at one ends of three power lines (hereinafter referred to as “internal power lines”) 42 extending from the rotor coil 24 c of the motor unit 21.
  • the three external terminals 45 are respectively provided at one ends of three power lines (hereinafter referred to as “external power lines”) 44 led into the motor casing 25 from the outside.
  • the three motor side terminals 43 and the three external terminals 45 are electrically connected by the conductive member 52.
  • the conductive member 52 is typically a rod-like member formed of a metal such as copper and has conductivity. As shown in FIG. 2, each conductive member 52 extends in parallel with the axis M of the motor rotation shaft 22. Each conductive member 52 is accommodated in the socket 53.
  • the socket 53 is a non-conductive member formed in a cylindrical shape, and is formed of, for example, resin.
  • the conductive member 52 is provided with an annular recess, and an annular seal material (O-ring) 72 is provided in the annular recess.
  • O-ring annular seal material
  • the sealing material 72 also has a function of preventing slipping. Therefore, by providing the sealing material 72 in the annular recess, the conductive member 52 and the socket 53 constitute a connecting member 51 that connects the motor side terminal 43 and the three external terminals 45 together.
  • the first space S1 in which the three motor-side terminals 43 are arranged and the second space S2 in which the three external-side terminals 45 are arranged extend in a direction intersecting the axis M direction. It is partitioned by a partition wall 41.
  • the first space S1 and the second space S2 are located radially outside and above the motor chamber R1 in which the motor 29 is disposed.
  • the first space S1 communicates with the motor chamber R1, and the internal power line 42 is passed through the gap between the first space S1 and the motor chamber R1.
  • the second space S2 is an internal space of the power line terminal box 40 and does not communicate with the motor chamber R1.
  • Each connecting member 51 extends in the direction of the axis M through the insertion hole of the partition wall 41. Thereby, one place in the longitudinal direction of each socket 53 is supported by the partition wall 41.
  • one side in the axis M direction corresponds to one side in the longitudinal direction
  • the other side in the axis M direction corresponds to the other side in the longitudinal direction. That is, the conductive member 52 is connected to the external terminal 45 at one end portion in the longitudinal direction and is connected to the motor side terminal 43 at the other end portion in the longitudinal direction.
  • the annular gap between the insertion hole of the partition wall 41 and the socket 53 is sealed with a sealing material 71.
  • connection members 51 are arranged along the vehicle front-rear direction as shown in FIG.
  • the connecting member 51 located at the foremost position in the vehicle longitudinal direction is the connecting member 51a
  • the connecting member 51 located at the center is located at the connecting member 51b, and located at the rearmost position.
  • the connecting member is referred to as a connecting member 51c.
  • the central connection member 51b is disposed at a position lower than the front connection member 51a and higher than the rear connection member 51c.
  • the front connecting member 51a is farthest from the axis M, and the rear connecting member 51c is closest to the axis M.
  • the connection members 51 that are vertically adjacent to each other partially overlap in the vertical direction. Thereby, the height of the power line terminal box 40 can be suppressed.
  • the socket 53 integrally has a tongue 55 protruding in the radial direction, and the tongue 55 is fixed to the partition wall 41. Specifically, the tongue portion 55 abuts against the surface of the partition wall 41 on the first space S1 side, and is fixed from the first space S1 side by the bolt 61. Thereby, the rotation and axial movement of the socket 53 and the conductive member 52 are restricted.
  • the motor side terminal 43 is fixed to the other end surface of the conductive member 52 with a bolt 62.
  • a female screw hole is formed in the other end face of the conductive member 52, and the bolt 62 is screwed into the female screw hole, whereby the motor side terminal 43 is connected to the conductive member 52. Therefore, the socket 53 does not cover the other end surface of the conductive member 52. As illustrated, the other end of the conductive member 52 may protrude from the socket 53.
  • the projecting dimensions of the three conductive members 52 from the partition wall 41 toward the other side in the axis M direction are all the same.
  • the position of the connecting portion between the conductive member 52 and the motor side terminal 43 in the axis M direction is substantially the same position.
  • the external terminal 45 is fixed to the conductive member 52 from a direction intersecting (orthogonal) with the longitudinal direction of the conductive member 52.
  • a notch 54 is provided on the outer peripheral surface near the one end of the socket 53.
  • the notch 54 exposes the outer surface (side surface) 57 at one end of the conductive member 52.
  • a female screw hole to be screwed with the bolt 63 is provided on the outer surface 57 of the conductive member 52 exposed from the notch 54.
  • the external terminal 45 is disposed in the notch 54 and is connected to the conductive member 52 by a bolt 63.
  • the conductive member 52 has a cylindrical shape. Therefore, the outer surface 57 of the conductive member 52 is a flat surface so as to come into surface contact with the thin plate-like external terminal 45. One end surface of the conductive member 52 is covered with a socket 53.
  • the one end portion of the conductive member 52 is formed to have a smaller diameter than the other portion. Thereby, the protrusion dimension of the head of the bolt 63 from the notch 54 of the socket 53 can be suppressed.
  • the external power line 44 extending from the inverter on the vehicle body side is drawn into the second space S2 through the wall portion of the power line terminal box 40 and connected to the conductive member 52 via the external terminal 45.
  • the external power line 44 is from the vehicle rear side (that is, the offset direction of the motor unit 21). Is drawn into the power line terminal box 40 (from the opposite direction).
  • three through holes 47 (47a to 47c) as lead-in ports for the external power lines 44 are provided in the rear wall portion of the power line terminal box 40.
  • the external power line 44 is accommodated in a cylindrical collar 46 and inserted through the through hole 47.
  • the collar 46 is connected to a plate-like bracket 56, and the bracket 56 is fixed to the rear wall portion of the power line terminal box 40 with a bolt 64.
  • the vehicle front-rear direction positions of the three through holes 47a to 47c are substantially the same position.
  • the three through holes 47 are spaced apart from each other along the turning axis of the wheel on which the in-wheel motor drive device 10 is mounted in order to avoid stress concentration on the specific power line 44 as much as possible when turning the wheel. It is desirable to be arranged.
  • the turning axis basically extends in the vertical direction, but may be slightly inclined in the vehicle width direction and / or the vehicle longitudinal direction.
  • FIG. 5 is a diagram schematically showing an arrangement pattern of the three through holes 47 when the power line terminal box 40 is viewed from the vehicle rear side.
  • the lengths of the connecting members 51b and 51c that connect the power lines 44 are different.
  • the connecting members 51b and 51c are longer than the connecting member 51a. That is, the connection location between the conductive members 52 b and 52 c and the external terminal 45 is farther from the partition wall 41 than the connection location between the conductive member 52 a and the external terminal 45.
  • the distance between the connection part of the motor side terminal 43 and the connection part of the external terminal 45 in the conductive members 52b and 52c is the distance between the connection part of the motor side terminal 43 and the connection part of the external terminal 45 in the conductive member 52a. Greater than the interval.
  • connection point between the conductive member 52 a and the external terminal 45 is relatively close to the partition wall 41. That is, in the second space S2, the protruding dimension of the socket 53a from the partition wall 41 is not so large, and the protruding dimension of the socket 53a in the second space S2 is almost the same as the protruding dimension of the socket 53a in the first space S1. .
  • One end surface of the socket 53a is arranged away from the inner wall surface 80 of the power line terminal box 40 that faces the socket 53a.
  • the inner wall surface 80 is, for example, the back surface (the inner surface in the vehicle width direction) of the back surface portion 38b of the main body casing 38.
  • the connection location between the conductive members 52 b and 52 c and the external terminal 45 is relatively far from the partition wall 41. Therefore, the protruding dimensions of the sockets 53b and 53c in the second space S2 are larger than the protruding dimensions of the sockets 53b and 53c in the first space S1.
  • one end (one end portion) of the relatively long sockets 53b and 53c is fitted into a recess 81 provided on the inner wall surface 80. Therefore, the sockets 53b and 53c are supported at two locations in the longitudinal direction by the partition wall 41 and the recess 81 provided in the wall portion of the power line terminal box 40.
  • the socket When a socket having a relatively large projecting dimension from the partition wall 41 is cantilevered only by the partition wall 41, the socket may be vibrated.
  • the casing 1 motor casing 25
  • vibration of the sockets 53b and 53c can be prevented or suppressed.
  • FIG. 6 shows a support structure of the socket 53b as an example, but the socket 53c is the same.
  • the socket 53b has a protruding portion 59 protruding to one side in the longitudinal direction, and the protruding portion 59 and the concave portion 81 of the inner wall surface 80 are fitted.
  • the outer diameter dimension L1 of the protrusion 59 is substantially equal to the outer diameter dimension of the central region in the longitudinal direction of the conductive member 52, for example.
  • a sealing material 73 as an elastic material is provided at a fitting portion between the protruding portion 59 and the concave portion 81. Thereby, the slight vibration of the socket 53b can be absorbed.
  • Sealing material 73 is, for example, an O-ring formed in an annular shape.
  • the protrusion 59 may have an annular recess 59 a into which the sealing material 73 is fitted.
  • the socket 53b and the conductive member 52b accommodated therein are connected to the casing. 1 can be securely fixed. Therefore, for example, damage or deformation of the socket 53b and the conductive member 52b due to vibration can be prevented.
  • each conductive member 52 is housed in the cylindrical socket 53, the in-wheel motor drive device 10 is lighter and the number of parts is reduced compared to a form in which an insulator is interposed between the conductive members. Can be realized.
  • the lengths of all the three sockets 53 are not made different, but the length of one socket 53 is changed to the length of the other two sockets 53 (the lengths of these are It is the same.) Therefore, the manufacturing cost can be reduced as compared with the case where the lengths of all the three sockets 53 are made different.
  • the position of one end of the conductive member 52b is positioned on the other side in the axis M direction with respect to the position of the inner wall surface 80, and the recess 81 supports only the socket 53b.
  • both the socket 53 b and the conductive member 52 b may be supported by the recess 81 ⁇ / b> A of the inner wall surface 80.
  • the protruding portion 59A of the socket 53b is fitted into the recess 81A in a state where the conductive member 52b is accommodated therein.
  • the outer diameter L2 of the protrusion 59A is typically larger than the outer diameter L1 of the protrusion 59 shown in FIG.
  • one end of the resin socket 53b (that is, the protruding portion 59A) is supported by the recess 81A in a state where a metal (for example, copper) conductive member 52b enters the inside. . Therefore, it is possible to ensure the strength as compared with the configuration in which only one end portion of the resin socket 53b (that is, the protruding portion 59) is supported by the concave portion 81. Therefore, from the viewpoint of improving the support strength of the connection member 51 including the socket 53b, the support structure shown in FIG. 7 is more preferable than the support structure shown in FIG.
  • the position of the uppermost through hole 47a is shifted, but any one position of the through holes 47b and 47c may be shifted.
  • two relatively short sockets 53 may be provided and one relatively long socket 53 may be provided.
  • all three sockets may have the same length, and all the sockets may be supported by the casing 1 at two locations in the longitudinal direction.
  • the inner wall surface 80 of the power line terminal box 40 has the concave portion 81 that receives one end of the socket 53 as a support portion that supports one end of the relatively long socket 53.
  • the support portion that supports one end of the socket 53 may be a convex portion that engages with a concave portion provided on one end surface of the socket 53.
  • the socket 53 is directly supported by the casing 1, but may be indirectly supported by the casing 1 through a socket support member (not shown).
  • the relatively long socket 53 may be directly or indirectly supported by the casing 1 at three or more locations in the longitudinal direction.

Landscapes

  • Engineering & Computer Science (AREA)
  • Power Engineering (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Transportation (AREA)
  • Mechanical Engineering (AREA)
  • Motor Or Generator Frames (AREA)
  • Arrangement Or Mounting Of Propulsion Units For Vehicles (AREA)
  • Connection Of Motors, Electrical Generators, Mechanical Devices, And The Like (AREA)

Abstract

La présente invention concerne un dispositif d'entraînement de moteur-roue, comprenant : un boîtier (25) destiné à contenir un moteur ; trois bornes côté moteur (43) disposées chacune dans le boîtier à une extrémité d'une ligne d'alimentation correspondante parmi trois lignes d'alimentation internes s'étendant à partir du moteur ; trois bornes latérales externes (45) disposées chacune à une extrémité d'une ligne d'alimentation correspondante parmi trois lignes d'alimentation externes (44) acheminées depuis l'extérieur dans le boîtier ; trois éléments électroconducteurs (52a-52c) servant à connecter individuellement les trois bornes côté moteur et les trois bornes latérales externes ; et trois logements (53a-53c) servant à contenir les éléments électroconducteurs. Au moins un logement (53b, 53c) parmi les trois logements est porté par le boîtier au niveau d'une pluralité d'emplacements longitudinaux.
PCT/JP2018/012281 2017-03-30 2018-03-27 Dispositif d'entraînement de moteur-roue Ceased WO2018181238A1 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
JP2017068081A JP2018170908A (ja) 2017-03-30 2017-03-30 インホイールモータ駆動装置
JP2017-068081 2017-03-30

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WO2018181238A1 true WO2018181238A1 (fr) 2018-10-04

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Cited By (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US11418086B2 (en) * 2018-05-10 2022-08-16 Arvinmeritor Technology, Llc Axle assembly having an electric motor module and a terminal box

Families Citing this family (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JP2020157959A (ja) * 2019-03-27 2020-10-01 Ntn株式会社 インホイールモータ駆動装置

Citations (3)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JP2009254144A (ja) * 2008-04-07 2009-10-29 Aisin Aw Co Ltd 駆動装置
JP2009281250A (ja) * 2008-05-21 2009-12-03 Toyota Industries Corp 電動コンプレッサ
JP2014054920A (ja) * 2012-09-12 2014-03-27 Ntn Corp インホイールモータ駆動装置のサスペンション構造

Patent Citations (3)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JP2009254144A (ja) * 2008-04-07 2009-10-29 Aisin Aw Co Ltd 駆動装置
JP2009281250A (ja) * 2008-05-21 2009-12-03 Toyota Industries Corp 電動コンプレッサ
JP2014054920A (ja) * 2012-09-12 2014-03-27 Ntn Corp インホイールモータ駆動装置のサスペンション構造

Cited By (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US11418086B2 (en) * 2018-05-10 2022-08-16 Arvinmeritor Technology, Llc Axle assembly having an electric motor module and a terminal box

Also Published As

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