In-wheel motor driving device

Abstract

A gear shaft of an output gear in a speed reducer of an in-wheel motor driving device is supported at a first end thereof and a second end thereof with respect to a housing. The gear shaft of the output gear is formed with a spline hole. The spline hole provides a spline-connection with an output shaft of a wheel hub.

Claims

1. An in-wheel motor driving device comprising: an electric motor disposed in an internal space of a wheel; and a wheel hub connected to the electric motor via a speed reducer, wherein: the speed reducer is a parallel gear speed reducer disposed on an outboard side of the wheel with respect to the electric motor, the parallel gear speed reducer includes an output gear having a gear shaft supported at two ends thereof with respect to a housing of the speed reducer, an inner diameter surface of the gear shaft of the output gear is defined with a spline hole for spline-connection with an output shaft of the wheel hub, and the spline hole is at a position overlapping with the output gear in a diametrical direction.

2. The in-wheel motor driving device according to claim 1, wherein the gear shaft of the output gear is supported by a bearing on the outboard side of the wheel and a bearing on an inboard side of the wheel, the bearing on the outboard side of the wheel having a greater load capacity than the bearing on the inboard side of the wheel.

3. The in-wheel motor driving device according to claim 2, further comprising an intermediate plate disposed between the electric motor and the speed reducer, wherein the electric motor is mounted on one surface of the intermediate plate, the speed reducer being mounted on another surface of the intermediate plate, and the intermediate plate having the bearing on the inboard side of the wheel which supports the gear shaft of the output gear.

4. The in-wheel motor driving device according to claim 1, wherein a small-diameter portion having a weakest torsional strength is formed between splines of the output shaft which is spline-connected to an inner diameter surface of the wheel hub and splines of the output shaft which is spline-connected to the spline hole of the output gear.

5. The in-wheel motor driving device according to claim 1, wherein the wheel hub, which is spline-connected to the output shaft, has an inner member thereof fixed by a nut screwed around an outboard-side tip portion of the output shaft, the wheel hub having a multiple-row hub bearing on an outer diameter side of the inner member, the multiple-row hub bearing including an inner ring having an inboard end surface thereof contacted by a precompression flange formed in the output shaft, the inner ring of the multiple-row hub bearing being pre-compressed by tightening the nut, via the precompression flange of the output shaft.

6. The in-wheel motor driving device according to claim 5, wherein a small-diameter portion is at a more inboard side than the precompression flange of the output shaft.

7. The in-wheel motor driving device according to claim 1, wherein the wheel hub has an outer member thereof formed integrally with the housing of the speed reducer.

8. The in-wheel motor driving device according to claim 7, wherein the housing of the speed reducer formed integrally with the outer member of the wheel hub is made of steel, the housing of the speed reducer having a vehicle body mounting portion, and an intermediate plate and a case of the electric motor being made of an alloy of a light metal.

9. The in-wheel motor driving device according to claim 1, wherein the speed reducer includes a sintered gear.

Description

BRIEF DESCRIPTION OF DRAWINGS

(1) FIG. 1 is a front view which shows a speed reducer and an electric motor, of an in-wheel motor driving device according to a first embodiment of the present invention.

(2) FIG. 2 is a sectional view taken in lines A-A in FIG. 1 which shows the first embodiment of the present invention.

(3) FIG. 3 is a sectional view taken in lines B-B in FIG. 1 which shows the first embodiment of the present invention.

(4) FIG. 4 is a sectional view which shows a second embodiment of the present invention.

(5) FIG. 5 is a sectional view which shows a third embodiment of the present invention.

(6) FIG. 6 is a schematic illustration which shows a state where an in-wheel motor driving device is installed onto a body of a vehicle.

DESCRIPTION OF EMBODIMENTS

(7) Hereinafter, embodiments of the present invention will be described based on the attached drawing.

(8) As shown in FIG. 6, an in-wheel motor driving device 1 is installed in an internal space of a wheel 3 of an automobile 2. Although FIG. 6 shows an electric vehicle which uses its rear wheels as driving wheels, the present invention is not limited to this, and the automobile may use its front wheels as its driving wheels or it may be a four-wheel drive vehicle. The term “electric vehicle” used in the present DESCRIPTION refers to any electrically driven automobiles, including hybrid cars for example. In FIG. 6, a reference symbol 4 indicates an automobile body.

(9) The embodiment shown in FIG. 1 through FIG. 3 uses in-wheel motor driving devices 1 each including an electric motor A which generates a driving force; a speed reducer B which reduces revolution speed of the electric motor A and outputs a converted driving force; and a wheel hub C which transmits the output from the speed reducer B to the wheel 3.

(10) The in-wheel motor driving device 1 according to the embodiment in FIG. 1 through FIG. 3 includes an intermediate plate 5 disposed between the electric motor A and the speed reducer B. The intermediate plate 5 has an inboard surface mounted with the electric motor A and an outboard surface mounted with the speed reducer B, detachably/attachably with bolts 6, 7 respectively.

(11) In the present invention, the term “outboard” refers to an outer side (left side in FIG. 2) of the vehicle, whereas the term “inboard” refers to an inner side (right side in FIG. 2) of the vehicle.

(12) The electric motor A may be provided by, for example, a radial gap motor, an axial gap motor or any other motor of an appropriate type.

(13) The speed reducer B is provided by a two-stage parallel gear speed reducer, which includes a counter gear 8 meshing with an output gear of the electric motor A, and an output gear 9 meshing with the counter gear 8.

(14) The counter gear 8 has a large-diameter gear 8a meshing with an output gear of the electric motor A and a small-diameter gear 8b meshing with the output gear 9. The counter gear 8 also has a gear shaft 8c, which has an inboard-side end portion supported by the outboard surface of the intermediate plate 5 via a rolling bearing 10, and an outboard-side end portion supported by a forward end wall 11a of a housing 11 of the speed reducer B via a rolling bearing 12.

(15) The output gear 9 has a gear shaft 9a, which has an outboard side formed with a spline hole 9b having its inner circumferential surface formed as splines for insertion of an inboard-side end portion of an output shaft 13 of the wheel hub C. The inboard-side end portion of the output shaft 13 of the wheel hub C is formed with splines 13a and is inserted into the spline hole 9b, making a spline-connection.

(16) The gear shaft 9a of the output gear 9 has its inboard-side end portion formed with a small-diameter boss portion 9c, and its outboard-side end portion formed with a flange portion 9d having a larger diameter than that of the gear shaft 9a. The inboard-side boss portion 9c of the gear shaft 9a is supported in the intermediate plate 5 by a rolling bearing 14, whereas the outboard-side flange portion 9d of the gear shaft 9a is supported in a flange section 11b which is formed to oppose to the flange portion 9d on the forward end wall 11a of the housing 11 of the speed reducer B, by a rolling bearing 15.

(17) The gear shaft 9a of the output gear 9 in the speed reducer B is supported at its both ends with respect to the housing 11 by the rolling bearing 14 on the inboard side and the rolling bearing 15 on the outboard side. Therefore, the gear shaft 9a is not very much likely to become out of alignment even if there is a bending moment exerted from the output shaft 13 of the wheel hub C onto the output gear 9. Also, even if an external force such as a lateral force from the tire causes the output shaft 13 of the wheel hub C to develop a shaft deflection (deformation, displacement), such a deformation/displacement is absorbed by a gap between the splines 13a of the output shaft 13 in the wheel hub C and the spline hole 9b on the inner diameter surface of the output gear 9. This decreases stress to surrounding parts, providing greater freedom in designing component parts.

(18) Comparing the inboard-side rolling bearing 14 which supports the gear shaft 9a of the output gear 9, and the outboard-side rolling bearing 15 to each other, the outboard-side rolling bearing 15 is closer to the center of gravity and to a load point of driving force, than the inboard-side rolling bearing 14. In order to compensate for this, the outboard-side rolling bearing 15 is given a larger PCD than is the inboard-side rolling bearing 14 for increased load capacity. This makes it possible to optimize the supporting structure for the gear shaft 9a of the output gear 9.

(19) The wheel hub C has a so called first-generation structure constituted by an inner member 16 which has an inner diameter surface formed with splines 16a for spline-connection with splines 13b formed on an outboard-side end portion of the output shaft 13; and an outer member 18 coaxially fitted around an outer diameter side of the inner member 16, with a multiple-row hub bearing 17 in between. The inner member 16 has an inner-diameter space fitted with the splines 13b of the output shaft 13, and is fixed to the output shaft 13 with a nut 19 which is screwed around a tip portion of the output shaft 13. The inner member 16 is integrally formed with a wheel mounting flange 20, and to this wheel mounting flange 20, a brake rotor 21 and the wheel 3 are secured with bolts 22.

(20) The output shaft 13 has a precompression flange 13c contacting an inboard-side end surface of an inner ring 23 of the hub bearing 17. As the nut 19 is tightened around the tip portion of the output shaft 13, a precompression is applied to the inner ring 23 of the hub bearing 17.

(21) An oil seal 24 is provided between an outer circumferential surface of the precompression flange 13c and an inner circumferential surface of the inboard-side end portion of the outer member 18, to keep inside the speed reducer B sealed.

(22) Between the splines 13b in the output shaft 13 which is spline-connected to the inner diameter surface of the inner member 16 of the wheel hub C and the splines 13a of the output shaft 13 which is spline-connected into the spline hole 9b of the output gear 9 of the speed reducer B, a small-diameter portion 13d is formed as a portion which has the weakest torsional strength over the entire length of the output shaft 13.

(23) By forming the small-diameter portion 13d which is weakest in torsional strength along the entire length of the output shaft 13, the output shaft 13 is expected to be broken at the small-diameter portion 13d in case an excessive load is applied. As the small-diameter portion 13d breaks, unsafe consequences such as a locked tire is avoided, and critical parts such as gears in the speed reducer B and the electric motor A are protected from damage.

(24) The outer member 18 is fixed to the forward end wall 11a in the housing 11 of the speed reducer B, with bolts 25. The outer member 18 is integrally formed with knuckles 26 which serve as vehicle body mounting members.

(25) Next, FIG. 4 shows an embodiment in which the wheel hub C is of a so called third generation. The multiple-row hub bearing 17 has its outboard inner ring track formed integrally with the inner member 16. Also, a plurality of outer ring track surfaces of the hub bearing 17 are formed integrally in the inner diameter surface of the outer member 18.

(26) In the embodiment shown in FIG. 4, the multiple-row hub bearing 17 has its inboard-side inner ring 23 crimped by an inboard-side end portion of a cylindrical section in the inner member 16, so that a precompression is applied to the inner ring 23 by this crimp fixing.

(27) Next, FIG. 5 shows an embodiment in which the wheel hub C is of the first generation, but the outer member 18 and a housing 11 of the speed reducer B are formed integrally with each other. In the present embodiment, the intermediate plate 5 is made of steel, and the intermediate plate 5 is formed with knuckles 26 which serve as vehicle body mounting members.

(28) Further, in the embodiment shown in FIG. 5, the housing 11 of the speed reducer B which are formed integrally with the outer member 18 and a motor case 27 of the electric motor A are made of an alloy of a light metal such as aluminum for weight reduction.

(29) In cases where the housing 11 of the speed reducer B and the motor case of the electric motor A are formed of a dissimilar metal like in the embodiment shown in FIG. 5, electrolytic corrosion can be a problem on contact surfaces of the dissimilar metals. Therefore, it is desirable that the contact surfaces of the dissimilar metals are treated with trivalent chromate to protect from the electrolytic corrosion.

(30) Other possible treatments to provide protection from the electrolytic corrosion include the followings: Hexavalent-chromium-free chromating (containing chromium nitrate or chromium sulfate as a primary components) Zn—Ni plating Zinc chromate coating or aluminum paint DISGO coating Almite or boehmite

(31) Still other options include use of an insulation member inserted between the two metals, and any other appropriate measures to prevent electrolytic corrosion.

(32) Each of the embodiments described above makes use of components of complicated shapes such as the output gear 9 which has the spline hole 9b formed on its inner circumferential surface. These can be manufactured inexpensively if sintering formation techniques are employed.

(33) The present invention being described with reference to the drawings thus far, the present invention is not limited to those embodiments illustrated in the drawings. Any of the embodiments illustrated in the drawings may be modified and/or varied in many ways within the scope of the present invention or within an equivalent range of scope therewith.

REFERENCE SIGNS LIST

(34) A Electric Motor B Speed Reducer C Wheel Hub 1 In-Wheel Motor Driving Device 2 Automobile 3 Wheel 4 Vehicle Body 5 Intermediate Plate 6, 7 Bolts 8 Counter Gear 8a Large-Diameter Gear 8b Small-Diameter Gear 8c Gear Shaft 9 Output Gear 9a Gear Shaft 9b Spline Hole 9c Boss Portion 9d Flange Portion 10 Rolling Bearing 11 Housing 11a Forward End Wall 11b Flange Section 12 Rolling Bearing 13 Output Shaft 13a Splines 14, 15 Rolling Bearings 16 Inner Member 17 Hub Bearing 18 Outer Member 19 Nut 20 Wheel Mounting Flange 21 Brake Rotor 22 Bolt 23 Inner Ring 24 Oil Seal 25 Bolt 26 Knuckle