JP4694148B2 - Motor parts - Google Patents

Description

  The present invention relates to a motor component and a mounting structure thereof, and more particularly to a motor component and a mounting structure thereof in a vehicle having a motor that generates a driving force in wheels.

  In a conventional in-wheel motor drive system, a motor is housed in an outer frame, and an output shaft of the motor is rotatably supported on the outer frame by a bearing portion (bearing). Then, one end of the output shaft is connected to the wheel of the wheel via a planetary gear.

  The outer frame that houses the motor is connected to the suspension arm via a ball joint. The suspension arm is connected to the vehicle body via a shock absorber.

  The following techniques are disclosed for the in-wheel motor as described above. For example, Japanese Patent Laid-Open No. 2002-247713 (Patent Document 1) discloses a reduction gear that can be arbitrarily attached to a vehicle body regardless of the shape, structure, and characteristics of the drive motor and does not change the drive motor. An in-wheel motor for an electric vehicle capable of selecting a gear ratio of a mechanism is disclosed. This in-wheel motor constitutes a drive device for an electric vehicle by combining a drive motor, a reduction gear mechanism, a wheel bearing, and a mechanical brake. The drive motor has a casing that houses a rotor and a stator. The reduction gear mechanism is a planetary gear mechanism. The housing for housing the wheel shaft connected to the output side of the planetary gear mechanism has a wheel bearing fixed to the outer periphery of the end. A pedestal having fixing means is provided on the upper and lower outer sides of the casing. An attachment coupled to a joint mechanism that is movably fixed to the suspension mechanism is attached to the pedestal.

According to the in-wheel motor disclosed in Patent Document 1, since the attachment means is separate from the casing, even if the motor is appropriately changed, attachment is possible by changing the attachment as the attachment means.
JP 2002-247713 A

  However, in an in-wheel motor, if a high output of the motor is required, or a so-called dynamic mass damper mechanism that supports the motor with an elastic member is provided in order to improve the riding comfort of the vehicle, the structure of the in-wheel motor is growing. Therefore, there is a possibility that the housing of the motor protrudes from the wheel to the inside of the vehicle. Therefore, when the wheel rotates as a steering wheel in the steering direction, or when the vehicle body vibrates up and down, the rotation radius of the motor housing increases as the motor housing increases. Therefore, motor components such as connectors, cooling fins, and oil pans provided in the motor housing may interfere with the suspension, shock absorber, steering tie rod, and the like. The in-wheel motor disclosed in Patent Document 1 does not disclose a technique regarding the shape and position of motor parts that avoids interference with a suspension, a shock absorber, a steering tie rod, or the like.

  SUMMARY OF THE INVENTION The present invention has been made to solve the above-described problems, and an object of the present invention is to provide a motor component provided so as to avoid interference with a suspension, a shock absorber or a steering tie rod at the time of steering a wheel, and its It is to provide a mounting structure.

  The motor component according to the first aspect of the invention is provided in a wheel and attached to a motor housing that generates driving force for the wheel. The wheel includes a rotation support member that rotatably supports the wheel. The wheel is a steering wheel in which the rotation support member rotates in the steering direction during steering. The part has a shape that fits within a predetermined range with reference to a kingpin shaft that is the center of rotation during wheel steering.

  According to the first invention, the motor parts (for example, cooling fins) are provided in the wheel and attached to the housing of the motor that generates the driving force of the wheel. The wheel includes a rotation support member (for example, a knuckle) that rotatably supports the wheel. The wheel is a steering wheel in which the knuckle rotates in the steering direction during steering. The cooling fin has a shape that fits within a predetermined range (for example, the innermost range of the longest distance from the kingpin shaft to the housing) with reference to the kingpin shaft that serves as the center of rotation when steering the wheel. The housing of the motor is provided so as not to interfere with the suspension, shock absorber or steering tie rod even if the wheel is steered or vibrated by the force received from the road surface. Therefore, if the cooling fin is formed to have a shape that falls within a predetermined range, even if the wheel is steered and the knuckle rotates about the kingpin axis in the steering direction, the rotation radius of the motor housing increases. Therefore, interference between the cooling fin and the suspension or the steering tie rod can be avoided. In addition, by forming the shape of the cooling fin so that the surface area increases within a predetermined range from the kingpin axis, avoiding interference with suspension, shock absorber or steering tie rod, etc., and improving the cooling efficiency of the motor Can be made. Therefore, it is possible to provide a motor component that is provided so as to avoid interference with the suspension, the shock absorber, or the steering tie rod during wheel steering.

  In the motor component according to the second invention, in addition to the configuration of the first invention, the predetermined range is an inner range of the longest distance from the kingpin shaft to the housing.

  According to the second invention, the motor casing is provided so as not to interfere with the suspension, shock absorber or steering tie rod even if the wheel is steered or vibrated by the force received from the road surface. Therefore, the motor parts (for example, cooling fins) are formed to have a shape that fits within the longest distance from the kingpin shaft to the housing. As a result, even if the wheel is steered and the knuckle rotates in the steering direction about the kingpin axis, an increase in the rotation radius of the motor casing is suppressed. Therefore, interference between the cooling fin and the suspension or the steering tie rod can be avoided.

  In the motor component according to the third invention, in addition to the configuration of the first or second invention, the component has a belt-like projecting portion provided on the outer peripheral surface of the housing and projecting inward in the width direction of the vehicle. It is a cooling fin.

  According to the third invention, the component is provided on the outer peripheral surface of the casing, and has a belt-like protrusion that protrudes inward in the width direction of the vehicle. The belt-like protrusion that protrudes inward in the width direction of the vehicle has a shape that falls within a predetermined range with respect to the kingpin axis (for example, the innermost range of the longest distance from the kingpin axis to the housing). Formed. Thus, even if the wheel is steered and the motor housing rotates about the kingpin axis, interference between the suspension, the steering tie rod, the shock absorber, etc., and the cooling fin can be avoided. In addition, the shape of the cooling fin is formed so that the surface area increases within a range inside a predetermined distance from the kingpin axis. As a result, interference with the suspension, shock absorber, steering tie rod, etc. can be avoided, and the cooling efficiency of the motor can be improved.

  In the motor part according to the fourth aspect of the invention, in addition to the configuration of the third aspect of the invention, the belt-like protrusion has a predetermined angle with respect to the horizontal plane.

  According to the fourth aspect of the invention, the belt-like protrusion has a predetermined angle with respect to the horizontal plane. Thereby, while the vehicle is traveling, the air flowing from the horizontal direction, that is, the traveling direction of the vehicle, comes into contact with the entire belt-like protrusion because the belt-like protrusion has a predetermined angle with respect to the horizontal plane. . Therefore, the cooling efficiency in the cooling fin is improved.

  In the motor component according to the fifth invention, in addition to the configuration of the first or second invention, the component is an oil pan provided on the outer peripheral surface of the housing and storing oil for the motor therein. .

  According to a fifth aspect of the invention, the component is an oil pan provided on the outer peripheral surface of the housing and storing the oil for the motor therein. The oil pan has a shape that fits within a predetermined range with respect to the kingpin axis (for example, a range inside the longest distance from the kingpin axis to the housing). Therefore, even when the wheel is steered, interference between the oil pan and the suspension, the shock absorber, the steering tie rod, or the like can be avoided.

  In the motor part according to the sixth invention, in addition to the structure of the first invention, the wheel further includes a suspension for suspending the vehicle body. The suspension includes an upper arm provided at an upper portion of the rotation support member and a lower arm provided at a lower portion of the rotation support member. The motor is sandwiched between the upper arm and the lower arm. The part is in the range between the upper arm and the lower arm, and in the range between the horizontal plane including the uppermost end of the casing and the horizontal plane including the lowermost end. It has a shape that fits within the range of the outer peripheral end.

  According to the sixth invention, the suspension for suspending the vehicle body includes an upper arm provided on an upper portion of a rotation support member (for example, a knuckle) and a lower arm provided on a lower portion of the knuckle. The motor is sandwiched between the upper arm and the lower arm. The component (eg, cooling fin) is in a range between the upper arm and the lower arm and in a range between a horizontal plane including the uppermost end portion and a horizontal plane including the lowermost end portion of the housing, It has a shape that fits within the range of the shaft and the outermost peripheral end of the housing. The housing of the motor is provided so as not to interfere with the suspension, shock absorber or steering tie rod even if the wheel is steered or vibrated by the force received from the road surface. Therefore, when the shape of the cooling fin is formed in this way, interference with the suspension, shock absorber, steering tie rod, or the like can be avoided even if the wheel is steered or vibrated by the force received from the road surface.

  In the motor component according to the seventh invention, in addition to the configuration of the sixth invention, the component is a cooling fin provided on the outer peripheral surface of the housing.

  According to the seventh invention, the component is a cooling fin provided on the outer peripheral surface of the housing. The cooling fin is within a predetermined range with respect to the kingpin axis (for example, within a range between the upper arm and the lower arm, and includes a horizontal plane including the uppermost end of the housing and a horizontal plane including the lowermost end. And within the range between the kingpin shaft and the outermost peripheral end of the housing). Since the shape of the cooling fin is formed so that the surface area increases within a predetermined range, it is possible to avoid interference with the suspension, shock absorber, steering tie rod, etc. and improve the cooling efficiency of the motor.

  In the motor component according to the eighth invention, in addition to the configuration of the sixth invention, the housing includes an outer lid that shields the inside of the housing from the outside. The component is a hook-shaped attachment that fixes the outer lid to the housing.

  According to the eighth invention, the housing includes an outer lid that shields the inside of the housing from the outside. The component is a hook-shaped attachment that fixes the outer lid to the housing. The mounting portion is within a predetermined range with respect to the kingpin axis (for example, within a range between the upper arm and the lower arm, and includes a horizontal plane including the uppermost end of the housing and a horizontal plane including the lowermost end. And within the range between the kingpin shaft and the outermost peripheral end of the housing). Therefore, even if the wheel is steered and the motor casing rotates about the kingpin shaft, or the motor vibrates relative to the rotation support member (for example, knuckle), the suspension, shock absorber, steering tie rod, etc. And interference with the hook-shaped attachment portion can be avoided.

  In the motor component according to the ninth aspect, in addition to the configuration of any one of the first to eighth aspects, the wheel further includes an elastic member attached to the motor and dampening the vibration of the wheel and the motor. The elastic member is attached to the rotation support member.

  According to the ninth aspect, the wheel includes an elastic member attached to the motor and dampening the vibration of the wheel and the motor. The elastic member is attached to a rotation support member (for example, a knuckle). When the in-wheel motor has a so-called dynamic mass damper mechanism that supports the motor with an elastic member, the structure of the motor becomes large. Therefore, by providing the motor parts (for example, cooling fins) so as to have a shape that falls within a predetermined range with respect to the kingpin axis, the wheels are steered and the motor housing is centered on the kingpin axis. Even if the motor is rotated, an increase in the rotation radius of the motor casing is suppressed, so that interference between the suspension, shock absorber, steering tie rod, and the like and the cooling fin can be avoided.

  A motor component mounting structure according to a tenth aspect of the present invention is the motor component mounting structure according to any one of the first to ninth aspects. The component is attached at a position where the component does not interfere with an object other than the component when the rotation support member rotates in the steering direction during steering.

  According to the tenth invention, the component (for example, the cooling fin) is an object other than the component (for example, the upper arm, the lower arm, the shock) when the rotation support member (for example, the knuckle) rotates in the steering direction during steering. (Absorber, steering tie rod, etc.) By attaching the motor parts in this way, it is possible to avoid interference between the motor parts and objects other than the parts during steering.

  Hereinafter, components of a motor according to an embodiment of the present invention will be described with reference to the drawings. In the following description, the same parts are denoted by the same reference numerals. Their names and functions are also the same. Therefore, detailed description thereof will not be repeated.

  In describing the components of the motor according to the present embodiment, first, the motor component according to the present embodiment is provided, and the electric wheel having the in-wheel motor that generates the driving force of the vehicle and the wheel that supports the electric wheel The configuration of the support device will be described.

<First Embodiment>
As shown in FIG. 1, the electric wheel 100 supported by the wheel support device 200 according to the first embodiment of the present invention includes a wheel disc 10, a wheel hub 20, a constant velocity joint 30, a brake rotor 40, and the like. The brake caliper 50, the in-wheel motor 70, and the tire 250 are included.

  The in-wheel motor 70 includes a case 60, a motor 65, a planetary gear 80, an oil pump 90, a shaft 110, and an oil passage (not shown).

  The wheel support device 200 includes a dynamic mass damper mechanism (not shown), ball joints 160 and 170, a knuckle 180, an upper arm 210, a lower arm 220, and a shock absorber (not shown). The

  The wheel disc 10 has a substantially cup shape, and includes a disc portion 10A and a rim portion 10B. The wheel disc 10 may house the wheel hub 20, the brake rotor 40, the brake caliper 50, and the in-wheel motor 70. The wheel disc 10 is coupled to the wheel hub 20 by fastening the disc portion 10A to the wheel hub 20 with a bolt or a nut (not shown) at the wheel attachment portion 22. The wheel hub 20 incorporates a constant velocity joint 30 and is connected to the shaft 110 via the built-in constant velocity joint 30. The wheel hub 20 is rotatably supported by the knuckle 180 by the bearings 11 and 12. The tire 250 is fixed to the outer edge of the rim portion 10B of the wheel disc 10.

  The constant velocity joint 30 includes an inner 31 and a ball 32. The inner 31 is fitted to the shaft 110. The ball 32 meshes with the groove of the wheel hub 20 provided in the rotation axis direction of the shaft 110 and the groove of the inner 31, and rotates the wheel hub 20 as the shaft 110 rotates. Further, the ball 32 is movable in the direction of the rotation axis of the shaft 110 along grooves provided in the wheel hub 20 and the inner 31. The constant velocity joint 30 is not particularly limited as long as it is a power transmission mechanism that transmits the power of the in-wheel motor 70 to the wheel 10. For example, the constant-velocity joint 30 uses a plurality of disks or the like to connect the in-wheel motor side and the wheel. You may use what is called a flexible coupling by which the side is couple | bonded eccentrically in any direction.

  The brake rotor 40 is disposed such that the inner peripheral end is fixed to the outer peripheral end of the wheel hub 20 by bolts 24 and 26 and the outer peripheral end passes through the brake caliper 50. The brake caliper 50 is fixed to the knuckle 180. Brake caliper 50 includes a brake piston 51 and brake pads 52 and 53. The brake pads 52 and 53 sandwich the outer peripheral end of the brake rotor 40.

  When brake oil is supplied from the opening 50A, the brake piston 51 moves to the right side in FIG. 1 and pushes the brake pad 52 to the right side in FIG. When the brake pad 52 is moved to the right side of the drawing by the brake piston 51, the brake pad 53 is moved to the left side of the drawing in response. As a result, the brake pads 52 and 53 sandwich the outer peripheral end of the brake rotor 40 and the electric wheel 100 is braked.

  The case 60 is disposed on the left side of the wheel hub 20 in FIG. Case 60 houses motor 65, planetary gear 80, oil pump 90, shaft 110, and oil passage.

  Motor 65 includes a stator core 71, a stator coil 72, and a rotor 73. The stator core 71 is fixed to the case 60. The stator coil 72 is wound around the stator core 71. When motor 65 is a three-phase motor, stator coil 72 includes a U-phase coil, a V-phase coil, and a W-phase coil. The rotor 73 is disposed on the inner peripheral side of the stator core 71 and the stator coil 72.

  Planetary gear 80 includes a sun gear shaft 81, a sun gear 82, a pinion gear 83, a planetary carrier 84, a ring gear 85, and a pin 86. Sun gear shaft 81 is connected to rotor 73 of motor 65. The sun gear shaft 81 is rotatably supported by the bearings 15 and 16. Sun gear 82 is connected to sun gear shaft 81.

  The pinion gear 83 meshes with the sun gear 82 and is rotatably supported by a bearing disposed on the outer periphery of the pin 86. Planetary carrier 84 is coupled to pinion gear 83 and connected to shaft 110. The planetary carrier 84 and the shaft 110 connected to the planetary carrier 84 are rotatably supported by bearings 13 and 14. Ring gear 85 is fixed to case 60. The pin 86 is supported by the planetary carrier 84.

  The oil pump 90 is provided at the end of the in-wheel motor 70 on the wheel hub 20 side, connected to the shaft 110. As described above, the shaft 110 is connected to the inner 31 of the constant velocity joint 30 and the planetary carrier 84 and is rotatably supported by the bearings 13 and 14.

  The oil passage has one end connected to the oil pump 90 and the other end inserted into an oil reservoir (not shown).

  The oil pump 90 pumps up the oil accumulated in the oil reservoir as the shaft 110 rotates through the oil passage, and circulates the pumped oil in the case 60.

  As shown in FIG. 2, the dynamic mass damper mechanism 300 includes springs 302 and 304 that are a pair of elastic members provided in the vertical direction of the vehicle. A central portion 306 of the dynamic mass damper mechanism 300 is attached to the outer peripheral side surface of the case 60 of the in-wheel motor 70. In the present embodiment, for example, the central portion 306 of the dynamic mass damper mechanism 300 is attached to the rear side of the vehicle of the case 60 and at the same height as the rotation shaft of the in-wheel motor 70. The upper portion 310 of the dynamic mass damper mechanism 300 is connected to the knuckle 180 (180A). The upper part 310 and the central part 306 are connected via a spring 302. The lower part 312 of the dynamic mass damper mechanism 300 is connected to the knuckle 180 (180B). The lower part 312 and the central part 306 are connected via a spring 304.

  The lower portion 312 and the central portion 306 are connected via an absorber 314. The absorber 314 includes a shaft 316. The absorber 314 suppresses vertical vibration of the shaft 316. One end 336 of the shaft 316 is connected to the central portion 306. The position of the shaft 316 passing through the central portion 306 is restricted by the bush 308 in the horizontal direction. The horizontal position of the lower end of the absorber 314 is restricted by the bush 326. Note that one end 336 of the shaft 316 may be connected to the upper portion 310.

  The knuckle 180 (180A) has one end connected to the ball joint 160 and the other end connected to the wheel hub 20 via the bearings 11 and 12. A plate 182 is fixed to the lower part of the knuckle 180 (180B) with bolts. A ball joint 170 is connected to the plate 182.

  As shown in FIG. 3, the upper arm 210 and the lower arm 220 are disposed in the vertical direction of the vehicle. Upper arm 210 has one end connected to ball joint 160 and the other end fixed to the vehicle body so as to be rotatable in the vertical direction of the vehicle. The lower arm 220 has one end connected to the ball joint 170 and the other end fixed to the vehicle body so as to be rotatable in the vertical direction of the vehicle. The lower arm 220 is connected to the vehicle body via a shock absorber. As a result, the electric wheel 100 is suspended from the vehicle body.

  As described above, the upper arm 210 and the lower arm 220 are coupled to the knuckle 180 from the vertical direction of the vehicle via the ball joints 160 and 170, respectively.

  One end of a steering tie rod (not shown) is connected to the knuckle 180. The steering tie rod rotates the electric wheel 100 in the right direction or the left direction with respect to the traveling direction of the vehicle in accordance with the rotational force from the steering (handle) of the vehicle body.

  The upper arm 210 and the lower arm 220 are fixed to the vehicle body so as to be rotatable in the vertical direction of the vehicle, and the lower arm 220 is connected to the vehicle body via a shock absorber. Function as.

  The dynamic mass damper mechanism 300 is fixed to the case 60 of the in-wheel motor 70. Further, the dynamic mass damper mechanism 300 is connected to the knuckle 180. Then, by connecting suspension arms (upper arm 210 and lower arm 220) to knuckle 180 by ball joints 160, 170, wheel support device 200 supports electric wheel 100 on the vehicle body.

  That is, the wheel support device 200 rotatably supports the wheel disc 10 and the wheel hub 20 by the upper arm 210, the lower arm 220, and the knuckle 180, and the in-wheel motor 70 by the upper arm 210, the lower arm 220, and the dynamic mass damper mechanism 300. It is supported so that it can vibrate in the vertical direction of the vehicle.

  When an alternating current is supplied to the stator coil 72 by a switching circuit (not shown) mounted on the vehicle, the rotor 73 rotates and the motor 65 outputs a predetermined torque. The output torque of the motor 65 is transmitted to the planetary gear 80 via the sun gear shaft 81. The planetary gear 80 changes the output torque received from the sun gear shaft 81 by the sun gear 82 and the pinion gear 83, that is, shifts (decelerates) and outputs it to the planetary carrier 84. The planetary carrier 84 transmits the output torque of the planetary gear 80 to the shaft 110, and the shaft 110 rotates the wheel hub 20 and the wheel disc 10 at a predetermined rotation speed via the constant velocity joint 30. As a result, the electric wheel 100 rotates at a predetermined rotational speed, and the vehicle travels.

  When the electric wheel 100 receives vibration in the vertical direction of the vehicle according to the road surface condition or the like while the vehicle is running, the springs 302 and 304 of the dynamic mass damper mechanism 300 are moved up and down by the in-wheel motor 70 serving as a damper mass. Stretch in the direction. Due to the expansion and contraction of the springs 302 and 304, vertical vibrations of the in-wheel motor 70 that are out of phase with the vibrations caused by the force received by the electric wheel 100 from the road surface occur. That is, the dynamic mass damper mechanism 300 converts the vibration of the electric wheel 100 into the vibration of the in-wheel motor 70. At this time, a vibration obtained by synthesizing the vibration of the electric wheel 100 and the vibration of the in-wheel motor 70 out of phase with the vibration of the electric wheel 100 is transmitted to the vehicle body. Since the vibration of the electric wheel 100 and the in-wheel motor 70 are out of phase, the amplitude of the vibration of the electric wheel 100 is reduced by the amplitude of the vibration of the in-wheel motor 70 out of phase. That is, the vibration of the electric wheel 100 is hardly transmitted to the vehicle body via the upper arm 210 and the lower arm 220 due to the vibration of the in-wheel motor 70.

  The in-wheel motor 70 vibrates in the vertical direction via the constant velocity joint 30. Specifically, the in-wheel motor 70 vibrates so as to draw an arc in the vertical direction of the vehicle with the constant velocity joint 30 as the rotation center. At this time, the horizontal vibration of the in-wheel motor 70 is absorbed by the bushes 308 and 326 provided in the dynamic mass damper mechanism 300. On the other hand, the vertical vibration of the in-wheel motor 70 caused by the expansion and contraction of the spring 304 is attenuated by the absorber 314.

  As described above, the unsprung input from the tire 250 is alleviated. That is, when the motorized wheel 100 receives vibration according to the road surface condition or the like while the vehicle is running, the dynamic mass damper mechanism 300 absorbs vibration that cannot be absorbed by the shock absorber provided in the suspension. The dynamic mass damper mechanism 300 vibrates the in-wheel motor 70 by shifting the phase in the vertical direction of the vehicle by the vibration received by the electric wheel 100. As a result, the dynamic mass damper mechanism 300 does not transmit a large vibration to the vehicle body on the spring. Therefore, the riding comfort of a vehicle equipped with wheels driven by the in-wheel motor 70 is improved.

  Here, the in-wheel motor 70 is provided so as not to interfere with the upper arm 210, the lower arm 220, and the shock absorber when the vehicle body receives vibration from the road surface and vibrates. The in-wheel motor 70 is provided so as not to interfere with the upper arm 210, the lower arm 220, the shock absorber, and the steering tie rod when the electric wheel 100 rotates in the steering direction based on the driver's steering. At this time, the motor component according to the present embodiment provided on the outer periphery of the case 60 of the in-wheel motor 70 has a shape that falls within a predetermined range from the kingpin shaft 402, as shown in FIG. The “predetermined range” is a range inside the distance L (1) from the kingpin axis 402 to the position 404 in the present embodiment. The position 404 is a position where the distance from the kingpin shaft 402 to the case 60 is the longest.

  The motor component according to the present embodiment has a shape that fits inside the cylindrical space 400 that passes through the position 404 with the kingpin shaft 402 as the center. The motor parts are not particularly limited as long as they are parts provided on the outer peripheral surface of the case 60. In the present embodiment, for example, the case shown in FIGS. 5 (A) and 5 (B). Assume that the cooling fins 410 are integrally provided on the center side in the vehicle width direction of 60. In addition to the cooling fin, the motor component is an oil pan, a connector connected to a sensor provided in the case 60, or a breather device.

  The upper end of the shock absorber 230 is connected to the vehicle body. On the other hand, the lower end of the shock absorber 230 is connected to the lower arm 220. The shock absorber 230 has a function of attenuating vibration of the vehicle body when the vehicle body vibrates in the vertical direction.

  As shown in FIG. 5A, the cooling fin 410 is configured by forming a plurality of belt-like protrusions 408 protruding inward in the vehicle width direction in the vertical direction of the vehicle. At this time, the belt-like protrusion 408 is formed to have a shape that fits within a predetermined range from the kingpin shaft 402. Therefore, the belt-like protruding portion 408 provided on the lower side of the case 60 has a shape in which the protruding amount of the protruding portion 408 is smaller than that on the upper side of the case 60.

  Further, as shown in FIG. 5B, on the surface of the case 60 on the inner side in the width direction of the vehicle, the belt-like protrusion 408 is formed along the front-rear direction of the vehicle.

  The operation of the motor components according to the present embodiment based on the above structure will be described.

  When the electric wheel 100 is steered according to the driver's steering operation, the electric wheel 100 rotates in the steering direction about the ball joints 160 and 170, that is, about the kingpin shaft 402. When the electric wheel 100 rotates about the kingpin shaft 402, the in-wheel motor 70 rotates about the kingpin shaft 402 without contacting any of the shock absorber 230, the steering tie rod, the upper arm 210, and the lower arm 220. The cooling fin 410 has a shape that fits within the longest distance L (1) from the kingpin shaft to the case 60 of the in-wheel motor 70. For this reason, the rotation radius L (1) of the case 60 does not increase. Accordingly, the cooling fin 410 also rotates about the kingpin shaft 402 without contacting the shock absorber 230, the steering tie rod, the upper arm 210, and the lower arm 220 due to the rotation of the electric wheel 100 in the steering direction.

  As described above, according to the motor component according to the present embodiment, the case of the in-wheel motor is provided so as not to interfere with the upper arm, the lower arm, the shock absorber, or the steering tie rod even when the wheel is steered. Therefore, if the cooling fin is formed to have a shape that falls within a predetermined range, even if the wheel is steered and the knuckle rotates about the kingpin axis in the steering direction, the rotation radius of the motor housing increases. Therefore, interference between the cooling fin and the suspension or the steering tie rod can be avoided. In addition, by forming the shape of the cooling fin so that the surface area increases within a predetermined range from the kingpin axis, avoiding interference with suspension, shock absorber or steering tie rod, etc., and improving the cooling efficiency of the motor Can be made. Therefore, it is possible to provide a motor component that is provided so as to avoid interference with the suspension, the shock absorber, or the steering tie rod during wheel steering.

  In the present embodiment, the belt-like protrusion 408 is formed along the front-rear direction of the vehicle, but is not particularly limited thereto. That is, as shown in FIGS. 6A and 6B, the cooling fin 414 in which a plurality of strip-shaped protrusions 412 having a predetermined angle α (1) with respect to the horizontal plane are formed in parallel. It may be provided. As a result, while the vehicle is traveling, the air flowing from the traveling direction of the vehicle flows so as to contact the entire belt-like protrusion 412 having a predetermined angle α (1) with respect to the horizontal plane. Therefore, the cooling efficiency in the cooling fin 414 improves. The predetermined angle α (1) is not particularly limited as long as the cooling efficiency is improved in the protrusion 412.

  Further, in the present embodiment, the cooling fins 410 and 414 protruding from the inside of the case 60 in the vehicle width direction have been described as the motor parts, but the present invention is not limited to this. For example, as shown in FIG. 7, the present invention may be applied to an oil pan 700 provided integrally with the lower portion of the case 60. That is, the oil pan 700 formed integrally with the lower portion of the case 60 has a shape that fits inside the cylindrical space 400 described above. Therefore, interference between the oil pan 700 and the upper arm 210, the lower arm 220, the absorber 230, the steering tie rod, and the like can be avoided. Preferably, the oil pan 700 is provided at a position shorter than the longest distance from the rotation center of the constant velocity joint 30 to the case 60. In other words, the oil pan 700 is preferably formed so as to be located inside the spherical space 406. If it does in this way, the increase in the rotation radius when the in-wheel motor 70 vibrates centering on the constant velocity joint 30 can be suppressed. Therefore, interference with the upper arm 210, the lower arm 220, the absorber 230, the steering tie rod and the like can be avoided.

  Further, preferably, the motor parts as described above do not interfere with objects other than the parts (for example, upper arm, lower arm, shock absorber, steering tie rod, etc.) when the knuckle rotates in the steering direction during steering. It is desirable to attach to the position. In this way, it is possible to avoid interference between the motor component and an object other than the component during steering.

<Second Embodiment>
Hereinafter, components of the motor according to the second embodiment of the present invention will be described. The vehicle equipped with the in-wheel motor provided with the motor parts according to the present embodiment is compared with the configuration of the vehicle equipped with the in-wheel motor provided with the motor parts according to the first embodiment described above. The point that the cooling fins 500 are provided on the outer peripheral surface of the in-wheel motor 70 instead of the cooling fins 410 is different from the mounting angle of the dynamic mass damper mechanism 300. The other configuration is the same as the configuration of the vehicle on which the in-wheel motor provided with the motor components according to the first embodiment described above is mounted. They are given the same reference numerals. Their functions are the same. Therefore, detailed description thereof will not be repeated here.

  The components of the motor according to the present embodiment are cooling fins 500 that are integrally provided on the outer peripheral surface around the rotation axis of in-wheel motor 70, as shown in FIGS.

  The cooling fin 500 provided in the case 60 of the in-wheel motor 70 according to the present embodiment is in a range between the upper arm 210 and the lower arm 220 and includes a horizontal plane H (1 including the uppermost end portion 600 of the case 60. ) And a horizontal plane H (2) including the lowermost end portion 602. Further, cooling fin 500 has a shape that fits within a predetermined range with reference to kingpin shaft 402 in the longitudinal direction of the vehicle. In the present embodiment, the predetermined range based on the kingpin shaft 402 is a distance L (from the kingpin shaft 402 to the outermost peripheral end 604 of the case 60 in the front direction of the vehicle. It is a range inside 2). Further, the predetermined range in the vehicle rearward direction is a range on the inner side of the distance L83) between the kingpin shaft 402 and the outermost peripheral end 606 of the case 60 from the kingpin shaft 402.

  The dynamic mass damper mechanism 300 is attached so as to have a predetermined angle with respect to the horizontal plane of the vehicle. The “predetermined angle” is an angle at which the dynamic mass damper mechanism 300 and the cooling fin 500 do not interfere with each other. In the present embodiment, the “predetermined angle” is, for example, an angle α (2) parallel to the kingpin axis in the longitudinal direction of the vehicle.

  The operation of the motor components according to the present embodiment based on the above structure will be described.

  When the electric wheel 100 is steered according to the driver's steering operation, the electric wheel 100 rotates in the steering direction about the ball joints 160 and 170, that is, about the kingpin shaft 402. When the electric wheel 100 rotates about the kingpin shaft 402, the in-wheel motor 70 rotates about the kingpin shaft 402 without contacting any of the shock absorber 230, the steering tie rod, the upper arm 210, and the lower arm 220. The cooling fin 500 has a shape that fits within the range of distances L (2) and L (3) from the kingpin shaft 402. The steering angle of the electric wheel 100 never exceeds a predetermined range. The predetermined range is an angle of at least 180 degrees or less. For this reason, the cooling fin 500 has a shape that fits within the distance L (2) from the kingpin shaft on the front side of the vehicle with respect to the kingpin shaft 402. The fin 500 does not contact the shock absorber 230, the upper arm 210, and the lower arm 220. Further, since the rear side of the vehicle with respect to the kingpin shaft 402 is configured to be within the range of the distance L (3) from the kingpin shaft 402, the cooling fins 500 on the rear side of the vehicle are provided when the electric wheel 100 is steered. There is no contact with the shock absorber 230, the upper arm 210, the lower arm 220, the steering tie rod or the like.

  As described above, according to the motor component according to the present embodiment, the cooling fin is within the range between the upper arm and the lower arm, and includes the horizontal plane including the uppermost end of the housing and the lowermost end. The shape is within a range between the horizontal plane and the kingpin shaft and the outermost peripheral end of the housing. The housing of the motor is provided so as not to interfere with the suspension, shock absorber or steering tie rod even if the wheel is steered or vibrated by the force received from the road surface. Therefore, when the shape of the cooling fin is formed in this way, interference with the suspension, shock absorber, steering tie rod, or the like can be avoided even if the wheel is steered or vibrated by the force received from the road surface.

  In the present embodiment, the cooling fin has been described. However, the cooling fin may be applied to the hook-shaped attachment portion 550 provided in the case 60. The attachment portion 550 is formed so that an outer lid that shields the inside of the case 60 from the outside can be fastened to the case 60 using a bolt or the like. The attachment portion 550 is in a range between the upper arm 210 and the lower arm 220, and is between a horizontal plane H (1) including the uppermost end portion 600 and a horizontal plane H (2) including the lowermost end portion 602. Of the kingpin shaft 402 and the outermost peripheral end portions 604 and 606 of the case 60. Thereby, even if a wheel is steered and a knuckle rotates centering on a kingpin axis | shaft, the attachment part 550 can suppress interference with an upper arm, a lower arm, a steering tie rod, a shock absorber, etc.

  The embodiment disclosed this time should be considered as illustrative in all points and not restrictive. The scope of the present invention is defined by the terms of the claims, rather than the description above, and is intended to include any modifications within the scope and meaning equivalent to the terms of the claims.

It is a figure (the 1) which shows the section of the wheel support device in a 1st embodiment. It is a figure which shows the external appearance seen from the rotating shaft direction of the motor of the wheel support apparatus in 1st Embodiment. It is FIG. (2) which shows the cross section of the wheel support apparatus in 1st Embodiment. It is a figure which shows the area | region where the components of the motor which concern on 1st Embodiment are provided. It is a figure (the 1) which shows the external appearance of the motor-driven wheel provided with the cooling fin which concerns on 1st Embodiment. It is FIG. (2) which shows the external appearance of the electrically-driven wheel provided with the cooling fin which concerns on 1st Embodiment. It is a figure which shows the external appearance of the electrically-driven wheel provided with the oil pan which concerns on 1st Embodiment. It is a side view of the electric wheel provided with the cooling fin which concerns on 2nd Embodiment. It is a front view of the electric wheel provided with the cooling fin which concerns on 2nd Embodiment.

Explanation of symbols

  10 wheel disc, 10A disc portion, 10B rim portion, 11, 12, 13, 14, 15, 16 bearing, 20 wheel hub, 22 wheel mounting portion, 24, 26 bolt, 30 constant velocity joint, 31 inner, 32 ball, 40 brake rotor, 50 brake caliper, 50A opening, 51 brake piston, 52, 53 brake pad, 60 case, 65 motor, 70 in-wheel motor, 71 stator core, 72 stator coil, 73 rotor, 80 planetary gear, 81 sun gear shaft , 82 Sun gear, 83 Pinion gear, 84 Planetary carrier, 85 Ring gear, 86 pin, 90 Oil pump, 100 Electric wheel, 160, 170 Ball joint, 180A, 180B Knuckle, 182 Plate, 200 Wheel support device, 210 Upper arm, 220 Lower arm, 230 Shock absorber, 250 Tire, 300 Dynamic mass damper mechanism, 302, 304 Spring, 306 Central part, 308, 326 Bush, 310 upper part, 312 lower part, 314 Absorber, 316 shaft, 336 one end, 400 cylindrical space, 402 kingpin axis, 404 position, 406 spherical space, 408, 412 protruding portion, 410, 414, 500 cooling fin, 550 mounting portion, 600 top end portion, 602 bottom end portion, 604,606 The outermost peripheral edge, 700 oil pan.

Claims (4)

A component provided in a wheel of a vehicle and attached to a housing of a motor that generates a driving force of the wheel, the wheel including a rotation support member that rotatably supports the wheel, and the rotation during steering A support member is a steering wheel that rotates in a steering direction, and a housing of the motor projects from the wheel,
The parts have a shape that fits within a predetermined range of the kingpin axis serving as the center of rotation of the steering when taken as a reference of the wheel,
The predetermined range is a range inside the longest distance from the kingpin axis to the housing,
The component is a cooling fin that is provided on the outer peripheral surface of the housing and has a belt-like protrusion that protrudes inward in the width direction of the vehicle,
The protruding part provided on the lower side of the casing of the motor is a motor part having a shape with a small protruding amount compared to the upper side of the casing of the motor. The motor component according to claim 1 , wherein the belt-like protrusion has a predetermined angle with respect to a horizontal plane. The cooling fin includes a plurality of the protrusions formed along the vertical direction of the vehicle,
Each of the plurality of protrusions is formed along the front-rear direction of the vehicle,
The first protrusion provided on the lower side of the motor casing among the plurality of protrusions is compared with the second protrusion provided on the upper side of the motor casing relative to the first protrusion. The motor component according to claim 1, wherein the component has a shape with a small protrusion amount. The motor component according to claim 3, wherein the plurality of protrusions gradually increase in protrusion amount from the lower side to the upper side of the motor housing.

Images