JP5239582B2 - Vehicle drive actuator - Google Patents

Description

  The present invention relates to an in-hole type vehicle drive actuator that rotationally drives wheels by an electric motor.

Conventionally, as a structure including an in-wheel drive mechanism, for example, Japanese Patent Application Laid-Open No. 2004-90903 (Patent Document 1) in which two independent drive wheels are installed in parallel on each wheel is known. Japanese Patent Laid-Open No. 2007-145071 (Patent Document 2) discloses a wheel mounting member that is rotatably installed with a wheel rotation axis as a central axis, and two wheels that are fixed to the vehicle body side and can be independently controlled. 2. Description of the Related Art A vehicle driving wheel structure including a driving motor is known.
JP 2004-90903 A JP 2007-145071 A

  However, in the drive mechanism described in Patent Document 1, not only driving but also steering is controlled by a motor control of two driving wheels that are arranged in parallel to each wheel independently of each other. Although there is an advantage that can be achieved, each tire requires two tires, wheels, etc., so an increase in the number of parts and an increase in manufacturing cost are inevitable, and the viewpoints of cost reduction, weight reduction, size reduction, etc. There is room for improvement. Moreover, in the drive mechanism described in Patent Document 2, two wheel drive motors that can be independently controlled are arranged for each wheel, so two sets of motors, inverters, and the like that are relatively expensive are required. However, an increase in the number of parts and an increase in manufacturing costs are unavoidable, and further improvement is required to realize cost reduction, weight reduction, size reduction, and the like.

  The present invention has been made in view of such circumstances, and is to provide a vehicle drive actuator suitable for downsizing, weight reduction, and cost reduction. An object of the present invention is to provide a vehicle drive actuator that can be steered and driven with a simple configuration.

An actuator for driving a vehicle according to the present invention includes an electric motor having a stator fixed to a housing and a rotor rotatably supported with respect to the stator, and a wheel for rotating the wheel by transmitting the rotation of the rotor to an axle. A vehicle drive actuator comprising a drive unit and a steering angle control mechanism for steering and braking the wheels, wherein the vehicle drive unit decelerates the rotation of the rotor and transmits it to the axle and distributes power. Equipped with a planetary gear mechanism
The steering angle control mechanism is configured to be operated by the power distributed by the planetary gear mechanism, and the planetary gear mechanism inputs rotation of the rotor to a sun gear and outputs rotation from a planetary carrier to the axle. In addition, the steering angle control mechanism is configured to be operated by transmission of power output from a ring gear rotatably supported by the housing .

  By providing such a configuration, the planetary gear mechanism provided in the wheel drive unit can reduce the rotation of the electric motor and transmit it to the axle and distribute the power, which is distributed by the planetary gear mechanism. Based on the power, the steering angle control mechanism can be operated. In other words, it is possible to control the steering angle with a simple structure using the power of the electric motor for driving the wheel, and since it is a simple structure with a single electric motor, the number of parts can be reduced, and the configuration The increase in weight due to the increase in parts can be suppressed. And since such a structure can be constructed close to the power transmission shaft of the electric motor, a so-called unsprung weight can be reduced, and a vehicle drive actuator suitable for downsizing, weight reduction, and cost reduction is provided. Can be provided. The rotation of the rotor input to the sun gear is transmitted to the axle via the planetary carrier, and the power distributed by the planetary gear is output to the steering angle control mechanism via the ring gear. It becomes possible to drive the angle control mechanism.

As a preferred aspect of the present invention, a clutch for switching between a fixed state and a released state of the ring gear may be provided on the radially outer side of the ring gear. By providing such a configuration, the clutch can switch between the fixed state and the released state of the ring gear, and by sliding the clutch, the rotation of the ring gear is controlled, and a desired amount is determined based on the transmission power of the ring gear. Steering torque can be obtained, and steering control can be realized.

  As a preferred aspect of the present invention, the rudder angle control mechanism includes a first bevel gear rotatably supported together with the ring gear, and a second bevel rotating in mesh with the first bevel gear. A gear, a second switching mechanism for switching the second bevel gear between a fixed state and a released state, and the second bevel gear arranged opposite to the first bevel gear. A third bevel gear; and a third switching mechanism for switching the third bevel gear between a fixed state and a released state. The second bevel gear has a first end connected to the vehicle body side. And is rotatably supported by the other end of the second connecting member that is connected to the wheel drive unit side and shares a shaft fulcrum with the first connecting member. The third bevel gear is pivotally supported by a third connection having one end connected to the vehicle body side. The other end of the fourth connecting member is rotatably supported at the other end of the fourth connecting member that is connected to the wheel drive unit side and shares the shaft supporting point with the third connecting member. It may be characterized by that.

  By having such a configuration, it is possible to obtain an appropriate steering torque according to the traveling state based on the power of the electric motor distributed and transmitted via the ring gear, and also according to the driving force even when the vehicle is traveling. Steering control can be realized.

  As a preferred aspect of the present invention, the rudder angle control mechanism includes a first bevel gear rotatably supported together with the ring gear, and a second bevel rotating in mesh with the first bevel gear. The second bevel gear is fixed to the other end of the first connecting member having one end connected to the vehicle body side, and one end is connected to the wheel drive unit side and the first bevel gear. A third connecting member that is rotatably supported on the other end of the second connecting member that shares a shaft fulcrum with the connecting member, and is vertically above the shaft fulcrum, with one end connected to the vehicle body side, A shaft fulcrum shared with the fourth connecting member, one end of which is connected to the wheel drive unit side, is rotatably supported.

  By having such a configuration, it is possible to construct a vehicle drive actuator that can be operated only when the vehicle is stopped based on the power of the electric motor distributed and transmitted via the ring gear, and a simpler steering angle control structure Therefore, the number of parts can be further reduced, and an increase in weight can be suppressed.

  As a preferred aspect of the present invention, the rudder angle control mechanism includes a worm gear pivotally supported together with the ring gear, a worm wheel meshed with the worm gear and rotatable, and a radial direction of the worm wheel The worm wheel is connected to the vehicle body side in a rotatable manner, and the other end is connected to the wheel drive unit side. The other end of the first connecting member that is pivotally supported by the two connecting members and is rotatably supported in the radial direction of the worm wheel is rotatably supported on the vehicle body side. It may be characterized by.

  By having such a configuration, it is possible to construct a vehicle drive actuator that can be operated only when the vehicle is stopped based on the power of the electric motor distributed and transmitted via the ring gear, and a simpler steering angle control structure Therefore, the number of parts can be further reduced, and an increase in weight can be suppressed.

  As a preferred aspect of the present invention, the rudder angle control mechanism includes a fixed or released state of the second switching mechanism and a third switching mechanism according to driving states of the electric motor during powering and regeneration. The fixed or released state may be reversed.

  The fixed or released state of the second switching mechanism and the third switching mechanism can be controlled in conjunction with the driving state (powering / regenerative state) during vehicle travel.

  DESCRIPTION OF EXEMPLARY EMBODIMENTS Embodiments of a vehicle drive actuator according to the invention will be described below with reference to the drawings.

<First Embodiment>
FIG. 1 is a schematic diagram showing a vehicle drive actuator A1 according to the first embodiment. A state in which the vehicle is mounted on the right rear wheel as viewed from the driver on the vehicle is shown in front of the vehicle (vehicle progression). It is a drawing viewed from (direction). FIG. 2A shows a top view indicated by a one-dot chain line BB ′ in FIG.

  As shown in FIGS. 1 and 2A, the vehicle drive actuator A1 includes an electric motor 10, a wheel drive unit 20, a steering unit 30, and a steering angle control mechanism 40.

The electric motor 10 disposed in the housing 2 of the wheel drive unit 20 functions as an in-wheel type motor. The motor stator 12 as an armature having a function as a power source for driving the vehicle and a function as a generator and having a three-phase armature winding on the radially outer side is a field magnet type on the radially inner side. It functions as an internal rotation type (inner rotor type) rotating electrical machine having a motor rotor 11 as a rotor.

  The wheel drive unit 20 housed in the housing 2 includes a planetary gear reduction mechanism 21 that includes a sun gear 22, a plurality of planetary gears 23, a ring gear 24, and a planetary carrier 25.

  The planetary gear speed reduction mechanism 21 holds a plurality of planetary gears 23 meshing with the sun gear 22 and the ring gear 24 by a planetary carrier 25, and reduces the rotation of a motor shaft (not shown) included in the electric motor 10. In addition to transmitting to the vehicle drive shaft 26, the power can be distributed to a plurality of stages. Here, the sun gear 22 located at the center of the planetary gear speed reduction mechanism 21 is connected and fixed to an end portion of a motor shaft (not shown) included in the electric motor 10.

  Each planetary gear 23 is disposed so as to mesh with the outer periphery of the sun gear 22, and both end portions in the radial direction of the planetary carrier 25 are each planetary shafts (not shown) that pivotally support each planetary gear 23. Is further pivoted. A vehicle drive shaft 26 for driving the wheels by the transmitted power is fixed at the center position of the planetary carrier 25. The vehicle drive shaft 26 is rotatably supported by a bearing (not shown) provided in the housing 2.

  The ring gear 24 is disposed so that the gear tooth surface (inner teeth) of the inner peripheral portion meshes with the gear tooth surfaces (outer teeth) provided on the outer periphery of each of the plurality of planetary gears 23. A coupling shaft 24 a is projected from the center of the outer peripheral portion of the ring gear 24 and is rotatably supported by a bearing (not shown) provided inside the housing 2 as the ring gear 24 rotates.

  As shown in FIG. 1 and FIG. 2A, a clutch 27 is disposed inside the housing 2 on the radially outer side of the ring gear 24. The clutch 27 has a function as a switching mechanism for switching between a fixed state and a released state of the ring gear 24 and also has a function of controlling the rotation of the ring gear 24 by sliding the clutch.

  As shown in FIGS. 1 and 2A, the steering unit 30 is connected and fixed to the housing 2 of the vehicle drive unit 20 with one end connected to the vehicle body 1 (31a, 31b). The connected members (32a, 32b) and the rudder angle control mechanism 40 are provided.

  The rudder angle control mechanism 40 meshes with a first bevel gear 41 and a first bevel gear 41 that are rotatably supported at the end of a connecting shaft 24 a that protrudes from the center of the outer periphery of the ring gear 24. Second and third bevel gears (42, 43) that can be rotated, and the power of the electric motor 10 distributed and transmitted via the planetary gear reduction mechanism 21 is further supplied to the first gear. By using the bevel gear 41, it has a function of converting and transmitting power in the axial direction perpendicular to the direction of the connecting shaft 24a.

  As shown in FIG. 1, the second bevel gear 42 is fixed to the end portion of the shaft 42a. The connecting member 31a whose one end is connected and fixed to the vehicle body 1 side and the connecting member 32a whose one end is connected and fixed to the housing 2 of the vehicle drive unit 20 are pivotally supported with the shaft 42a serving as a common shaft. ing.

  Similarly, as shown in FIG. 1, the third bevel gear 43 is also fixed to the end of the shaft 43a, one end of which is connected and fixed to the vehicle body 1 side, and one end of the vehicle. The connecting member 32b connected and fixed to the housing 2 of the drive unit 20 is pivotally supported with the shaft 43a as a common shaft so as to be rotatable.

  The second bevel gear 42 and the third bevel gear 43 are arranged so as to face each other with the first bevel gear 41 interposed therebetween, and the first bevel gear 41 and the second bevel gear 42 are meshed with each other. The power direction transmitted by the gears is opposite to the power direction transmitted by the meshing of the first bevel gear 41 and the third bevel gear 43. That is, the rotation direction of the second bevel gear 42 meshed with the rotation of the first bevel gear 41 and the rotation direction of the third bevel gear 43 are opposite to each other.

  The clutches (44, 45) disposed at the ends of the shafts (42a, 43a) function as a switching mechanism for independently switching the fixed state and the released state of the shafts (42a, 43a). At the same time, it has a function of controlling the rotation transmitted to each shaft (42a, 43a) by sliding each clutch. In other words, the clutches (44, 45) switch the second bevel gear 42 and the third bevel gear 43 between a fixed state and a released state, respectively. Next, regarding the vehicle drive actuator A1 according to the first embodiment having the above-described configuration, the operation of each unit during the steering angle control will be described with reference to FIGS. 2B and 3. 2B shows a side view indicated by a one-dot chain line AA ′ in FIG. 2A, and FIG. 3 shows an explanatory diagram at the time of steering angle control. Of course, when the vehicle is running, the driver is performing a steering operation. Based on this steering input, a clutch (27, 44, 45) is connected to each clutch (27, 44, 45) from a control device (ECU). An open / close signal for controlling the state is output. In the following description, it is assumed that the clutch operation is performed based on this open / close signal unless otherwise specified.

  FIG. 2B shows an operation based on the rotation direction of the first bevel gear 41 in order to easily understand the operation of the rudder angle control mechanism 40 in the first embodiment. That is, the rotation (clockwise) of the first bevel gear 41 in the direction of the arrow X is the rotation direction of the ring gear 24 to which power is transmitted through the connecting shaft 24a, and is distributed and transmitted by the planetary gear reduction mechanism 21. Power. The rotation in the direction of the arrow X indicates the rotation direction in response to the reaction force of the sun gear 22 and the planetary gear 23 during so-called power running that drives the vehicle in the traveling direction via the vehicle drive shaft 26.

  When the first bevel gear 41 rotates in the X direction, the second bevel gear 42 located on the upper side in the drawing rotates in the direction from the right side to the left side. Similarly, the third bevel gear 43 located on the lower side in the drawing rotates in the direction from the left side to the right side, that is, the second gear 42 and the third gear 43 rotate in opposite directions. It becomes.

  Therefore, in the present embodiment, if the rotation of the second bevel gear 42 is controlled by the clutch 44 and the rotation of the third bevel gear 43 is controlled by the clutch 45 so that they are independently fixed and released, respectively, The torque can be controlled.

  As shown in FIG. 3A, in order to obtain a steering torque to the left steering angle, the second bevel gear 42 and the connecting member 31a connected to the vehicle body 1 side are fixed by the clutch 44. At the same time, by sliding the clutch 27 with respect to the ring gear 24 disposed in the housing 2 of the vehicle drive unit 20, a desired steering torque is obtained based on the transmission power of the decelerated ring gear 24. Can be realized.

  On the other hand, as shown in FIG. 3B, when obtaining the steering torque to the right steering angle, the third bevel gear 43 and the connecting member 31b connected to the vehicle body 1 are fixed by the clutch 45. In addition, by sliding the clutch 27 with respect to the ring gear 24 disposed in the housing 2 of the vehicle drive unit 20, a desired steering torque can be obtained based on the transmission power of the reduced ring gear 24. Steering control can be realized.

  Returning to FIG. 2B, when the rotation direction of the first bevel gear 41 is the arrow Y direction (counterclockwise), kinetic energy is recovered via the vehicle drive shaft 26, so-called regenerative sun gear 22 and planetary gear. The rotation direction in response to the reaction force 23 is shown.

  Here, when the first bevel gear 41 rotates in the Y direction, the second bevel gear 42 located on the upper side in the drawing rotates in the direction from the left side to the right side, and the third bevel gear 42 located on the lower side in the drawing. The bevel gear 43 rotates in the direction from the right side to the left side, and the second gear 42 and the third gear 43 rotate in opposite directions as in the case of powering.

  Accordingly, even during regeneration, similarly, in the present embodiment, the second bevel gear 42 is rotated by the clutch 44, and the third bevel gear 43 is rotated by the clutch 45. If the control is performed as described above, the steering torque can be controlled.

  That is, as shown in FIG. 3A, when the steering torque to the left steering angle is obtained, it is connected to the third bevel gear 43 and the vehicle body 1 side as in the right steering angle control during powering. The connecting member 31b is fixed by the clutch 45, and the clutch 27 with respect to the ring gear 24 arranged in the housing 2 of the vehicle drive unit 20 is slid. Then, a desired steering torque is obtained based on the transmission power of the ring gear 24 that has been decelerated, and steering control can be realized.

  As shown in FIG. 3B, when the steering torque to the right steering angle is obtained, the second bevel gear 42 is connected to the vehicle body 1 side as in the case of the left steering angle control during power running. If the connecting member 31a is fixed by the clutch 44 and the clutch 27 with respect to the ring gear 24 disposed in the housing 2 of the vehicle drive unit 20 is slid, a desired transmission power of the ring gear 24 is reduced. Steering torque can be obtained, and steering control can be realized.

  In order to maintain the snake angle, both the clutch 44 and the clutch 45 may be fixed. It should be noted that if the clutches 44 and 45 are in a fixed state when no power is supplied, energy consumption for fixing can be minimized.

  Thus, the planetary gear speed reduction mechanism 21 provided in the wheel drive unit 20 distributes the power from the electric motor 10 to a plurality, and the steering angle control mechanism 40 included in the steering unit 30 is driven by the distributed power. Thus, the steering angle control can be realized with a simple structure using the power of the electric motor for driving the wheel. And since it is a simple structure with a single electric motor, the number of parts is small, and an increase in weight due to an increase in the number of components can be suppressed. Further, since such a configuration can be constructed close to the power transmission shaft of the electric motor 10, the so-called unsprung weight can be reduced, and the vehicle driving actuator A1 suitable for downsizing, weight reduction, and cost reduction is possible. Can be provided.

  Furthermore, the present invention is not limited to the above-described embodiment, and it goes without saying that various modifications can be made without departing from the gist of the present invention. Next, a modification of this embodiment will be described.

<Modification of First Embodiment>
As a modification of the first embodiment, for example, even if the clutch 27 disposed in the vehicle drive unit 20 is omitted, the same effect can be achieved.

  That is, when the clutch 27 described in FIG. 1 and FIG. 2A is not provided, the power distributed and transmitted to the ring gear 24 via the planetary gear speed reduction mechanism 21 is reduced as in the first embodiment. It is not possible. However, if the rotation of the second bevel gear 42 is controlled by the clutch 44 and the rotation of the third bevel gear 43 is controlled by the clutch 45 so that they are independently fixed and released, the steering torque can be controlled. .

  For example, during power running, if the second bevel gear 42 and the connecting member 31a connected to the vehicle body 1 are slid by the clutch 44, a differential force is generated between the third bevel gear 43 and the third bevel gear 43. Thus, with this differential force, it is possible to obtain the steering torque to the left steering angle shown in FIG. At the time of regeneration, if the third bevel gear 43 and the connecting member 31b connected to the vehicle body 1 side are slid by the clutch 45, a differential force is generated between the second bevel gear 42 and this difference. It is possible to obtain the steering torque to the left steering angle shown in FIG.

  If it is desired to obtain the steering torque to the right steering angle, the second bevel can be obtained by sliding the third bevel gear 43 and the connecting member 31b connected to the vehicle body 1 side with the clutch 45 during power running. A differential force is generated between the pinion gear 42 and the differential force, and it is possible to obtain a steering torque to the right steering angle shown in FIG. During regeneration, the second bevel gear 42 and the connecting member 31a connected to the vehicle body 1 may be slid by the clutch 44. A differential force is generated between the third bevel gear 43 and the steering force to the right steering angle shown in FIG. 3B can be obtained by this differential force.

  Thus, even if the clutch 27 disposed in the vehicle drive unit 20 is omitted, the same effect can be obtained, and the number of parts can be reduced as compared with the first embodiment. Cost reduction can be expected.

Second Embodiment
Next, a second embodiment of the present invention will be described with reference to the drawings described in FIGS. 4 and 5. The second embodiment is a vehicle drive actuator A1 that can be operated only when the vehicle is stopped. The configuration form of the steering unit 30 and the configuration form of the rudder angle control mechanism 40 are different from those of the first embodiment. Since this is the same, this difference will be mainly described.

  FIG. 4 is a schematic diagram showing a vehicle drive actuator A1 according to the second embodiment. A state in which the vehicle is mounted on the right rear wheel as viewed from the driver on the vehicle is shown in front of the vehicle (vehicle progression). It is a drawing viewed from (direction). FIG. 5A shows a top view indicated by a one-dot chain line CC ′ in FIG.

  As shown in FIG. 4 and FIG. 5A, the steering unit 30 has a connecting member (31a, 31b) whose one end is connected and fixed to the vehicle body 1 side, and one end connected and fixed to the housing 2 of the vehicle drive unit 20. The connected members (32a, 32b) and the rudder angle control mechanism 40 are provided.

  The rudder angle control mechanism 40 meshes with a first bevel gear 41 and a first bevel gear 41 that are rotatably supported at the end of a connecting shaft 24 a that protrudes from the center of the outer periphery of the ring gear 24. And a second bevel gear 43 that can be rotated, and the power of the electric motor 10 distributed and transmitted via the planetary gear reduction mechanism 21 is further transmitted via the first bevel gear 41. It has a function of converting and transmitting power in an axial direction perpendicular to the direction of the connecting shaft 24a.

  As shown in FIG. 4, the second bevel gear 43 is fixed to the end of the shaft 43a. The connecting member 31b whose one end is connected and fixed to the vehicle body 1 side and the connecting member 32b whose one end is connected and fixed to the housing 2 of the vehicle drive unit 20 are pivotally supported using the shaft 43a as a common shaft. ing.

  A connecting member 31a whose one end is connected and fixed to the vehicle body 1 side and a connecting member 32a whose one end is connected and fixed to the housing 2 of the vehicle drive unit 20 are supported rotatably about a shaft 46 as a common shaft. As is clear from FIG. 4, a shaft 46 that supports the coupling material 31 a and the coupling material 32 a is disposed in the axial direction (vertical direction) of the shaft 43 a that pivotally supports the second bevel gear 43. Yes.

  Next, regarding the actuator A1 for driving the vehicle according to the second embodiment having such a configuration, FIG. 5B and an explanatory view at the time of the steering angle control of the first embodiment regarding the operation of each part at the time of the steering angle control. This will be described with reference to FIG. FIG. 5B shows a side view (side view of the vehicle drive unit 20 viewed from the vehicle body 1 side) indicated by the one-dot chain line AA ′ in FIG.

  In FIG. 5B, the arrow X direction indicates the rotation (clockwise) direction of the first bevel gear 41 at the right steering angle, and the second bevel gear 43 meshing with this rotation is indicated on the second bevel gear 43. Move clockwise in top view.

  Then, as shown in FIG. 3B, the second bevel gear 43 is connected to the connecting member 31 b connected and fixed to the vehicle body 1 side and the connecting member 32 b connected and fixed to the housing 2 of the vehicle drive unit 20. Steering torque is generated in the direction of the right rudder angle with the shaft 43a supported by In the vertical direction of the shaft 43a, a shaft 46 that pivotally supports a connecting member 31a connected and fixed to the vehicle body 1 side and a connecting member 32a connected and fixed to the housing 2 of the vehicle drive unit 20 is positioned. Therefore, a steering torque is obtained in the right steering angle direction with respect to the vehicle body 1 in the housing 2 that houses the vehicle drive unit 20.

  Similarly, in FIG. 5B, the direction of arrow Y indicates the direction of rotation (counterclockwise) of the first bevel gear 41 at the left steering angle, and the second bulk that meshes with this rotation. The gear 43 moves in the counterclockwise direction when viewed from above.

  As a result, as shown in FIG. 3A, the second bevel gear is formed between the connecting member 31b connected and fixed to the vehicle body 1 side and the connecting member 32b connected and fixed to the housing 2 of the vehicle drive unit 20. Steering torque is generated in the direction of the left rudder angle about the shaft 43a on which the shaft 43 is pivotally supported. Since the shaft 46 that pivotally supports the connecting member 32a that is connected and fixed to the vehicle is located, the housing 2 that houses the vehicle drive unit 20 has a steering torque in the left steering angle direction with respect to the vehicle body 1. Will be obtained.

  Thus, the planetary gear speed reduction mechanism 21 provided in the wheel drive unit 20 distributes the power from the electric motor 10 to a plurality, and the steering angle control mechanism 40 included in the steering unit 30 is driven by the distributed power. Thus, the vehicle driving actuator A1 that can be operated only when the vehicle is stopped can be realized with a simple structure using the power of the electric motor 10 for driving the wheels.

  During this steering operation, in order to fix the planetary carrier 25, rotation is restrained by a braking mechanism installed on an axle (not shown), and power is efficiently transmitted from the sun gear 22 of the motor to the ring gear 24. And since it is a simple rudder angle control structure by a single electric motor similarly to 1st Embodiment, a number of parts can be further reduced and the weight increase by the increase in a component can be suppressed.

<Third Embodiment>
Next, a third embodiment of the present invention will be described with reference to the drawings described in FIGS. The third embodiment is also a vehicle drive actuator A1 that can be operated only when the vehicle is stopped. The configuration of the steering unit 30 and the configuration of the steering angle control mechanism 40 are different from those of the second embodiment. Since this is the same, this difference will be mainly described.

  FIG. 6 is a schematic diagram showing a vehicle drive actuator A1 according to the third embodiment. A state in which the vehicle is mounted on the right rear wheel as viewed from the driver on the vehicle is shown in front of the vehicle (vehicle progression). It is a drawing viewed from (direction). FIG. 7A shows a top view indicated by a one-dot chain line DD ′ in FIG. FIG. 7B shows a side view (side view of the vehicle drive unit 20 viewed from the vehicle body 1 side) indicated by a one-dot chain line AA ′ in FIG. 7A. FIG. 8 shows an explanatory diagram during steering angle control according to the present embodiment.

  As shown in FIGS. 6 and 7A, one end of the steering unit 30 is pivotally supported (34a, 34b) so that one end of the steering unit 30 can turn to the vehicle body 1, and the other end is on the housing 2 side of the vehicle drive unit 20. A coupling member (33, 34) that is coupled and fixed and a rudder angle control mechanism 40 are provided.

  The rudder angle control mechanism 40 includes a worm gear 47 that is rotatably supported at an end of a connecting shaft 24 a that protrudes from the center of the outer periphery of the ring gear 24, and a worm wheel that meshes with the worm gear 47 and can rotate. 48, and has a function of converting the power of the electric motor 10 distributed and transmitted via the planetary gear reduction mechanism 21 into power for the direction of the connecting shaft 24a via the worm gear 47 and transmitting the power. doing.

  As shown in FIG. 6, the worm wheel 48 is pivotally supported by a shaft 46 a that is a common shaft so as to be rotatable with respect to the coupling members (33, 34). As shown in FIG. 7A, one end of the connecting member 35 is rotatably supported at the radial end portion of the worm wheel 48 with the support point 35a serving as a support point. The other end of the connecting member 35 is supported on the vehicle body 1 side so as to be rotatable about 35b as a support point. Here, the position of each shaft support (34a, 34b) on the vehicle body 1 side of the connecting material (33, 34) and the support point 35b on the vehicle body 1 side of the connecting material 35 are separated from each other by a predetermined distance. Yes.

  Next, the operation of each part during the steering angle control of the vehicle drive actuator A1 according to the third embodiment having such a configuration will be described.

  In FIG. 7B, the arrow X direction indicates the rotation (clockwise) direction of the worm gear 47 at the left rudder angle, and the worm wheel 48 meshing with this rotation moves in the direction from the right side to the left side. Rotate.

  Then, as shown in FIG. 8A, the connecting member 35 rotatably supported at the radial end portion of the worm wheel 48 with the support point 35a as a support point is in relation to the support point 35b on the vehicle body 1 side. Thus, an acting force toward the vehicle drive unit 20 side works. One end is pivotally supported on the vehicle body 1 side (34a, 34b), and the other end is connected to the connecting member (33, 34) fixed to the housing 2 side of the vehicle drive unit 20 and the shaft 46a as a common shaft. The worm wheel 48 is rotated together with the connecting members (33, 34) in the direction of the connecting member 35 around the shaft support (34a, 34b). That is, a steering torque is obtained in the left steering angle direction with respect to the vehicle body 1 in the housing 2 that houses the vehicle drive unit 20.

  On the other hand, in FIG. 7B, the arrow Y direction indicates the rotation (counterclockwise) direction of the worm gear 47 at the right steering angle, and the worm wheel 48 meshing with this rotation moves from left to right. Rotate in the direction you head.

  Then, as shown in FIG. 8 (b), the connecting member 35 rotatably supported at the radial end portion of the worm wheel 48 with the support point 35a as a support point is in relation to the support point 35b on the vehicle body 1 side. Thus, the acting force toward the vehicle body 1 side works. One end is pivotally supported on the vehicle body 1 side (34a, 34b), and the other end is connected to the connecting member (33, 34) fixed to the housing 2 side of the vehicle drive unit 20 and the shaft 46a as a common shaft. The worm wheel 48 is rotated together with the connecting members (33, 34) in the direction opposite to the connecting member 35 around the shaft support (34a, 34b). That is, steering torque is obtained in the right steering angle direction with respect to the vehicle body 1 in the housing 2 that houses the vehicle drive unit 20.

  During this steering operation, in order to fix the planetary carrier 25, rotation is restrained by a braking mechanism installed on an axle (not shown), and power is efficiently transmitted from the sun gear 22 of the motor to the ring gear 24.

  Thus, also in the third embodiment, the vehicle drive actuator A1 that can be operated only when the vehicle is stopped can be realized with a simple structure using the power of the electric motor 10 for driving the wheel. And since it is a simple rudder angle control structure by a single electric motor similarly to 1st Embodiment, a number of parts can be further reduced and the weight increase by the increase in a component can be suppressed.

  The present invention is not limited to the above-described embodiment, and it goes without saying that various modifications can be made without departing from the gist of the present invention. For example, the power distribution mechanism has described the operation of each part of the rudder angle control mechanism 40 based on the operation of the planetary gear speed reduction mechanism 21, but means capable of transmitting the distributed power to the first bevel gear 41 and the worm gear 47. If so, the same effect can be obtained regardless of the configuration of the power distribution mechanism.

  Further, the second switching mechanism (clutch 44) and the third switching mechanism (clutch 45) for switching the second bevel gear 42 and the third bevel gear 43 to the fixed state / release state can be independently controlled. However, for example, a configuration may be adopted in which each state is inverted and controlled in conjunction with the driving state (powering / regeneration) during vehicle travel. In addition to reducing the number of wires in the vehicle, it is possible to extend the useful life of the components.

The schematic block diagram which shows actuator A1 for vehicle drive in 1st Embodiment is shown, The state mounted to the right rear wheel seeing from the driver | operator side who boarded the vehicle was seen from the vehicle front (vehicle advancing direction). It is a drawing. 1A shows a top view indicated by a one-dot chain line BB ′ in FIG. 1, and FIG. 1B shows a side view indicated by the one-dot chain line A-A ′ in FIG. FIG. It is explanatory drawing at the time of steering angle control of actuator A1 for vehicle drive in 1st Embodiment. The schematic block diagram which shows actuator A1 for vehicle drive in 2nd Embodiment is shown, and the state mounted in the right rear wheel seeing from the driver | operator who boarded the vehicle was seen from the vehicle front (vehicle advancing direction). It is a drawing. 4A is a top view indicated by a one-dot chain line CC ′ in FIG. 4, and FIG. 4B is a side view indicated by the one-dot chain line AA ′ in FIG. FIG. The schematic block diagram which shows actuator A1 for vehicle drive in 3rd Embodiment is shown, The state mounted in the right rear wheel seeing from the driver | operator who boarded the vehicle was seen from the vehicle front (vehicle advancing direction). It is a drawing. 6A shows a top view indicated by the alternate long and short dash line DD ′ in FIG. 6, and FIG. 6B shows the side surface indicated by the alternate long and short dash line AA ′ in FIG. FIG. It is explanatory drawing at the time of steering angle control of actuator A1 for vehicle drive in 3rd Embodiment.

Explanation of symbols

A1: vehicle driving actuator 1: vehicle body, 10: electric motor, 11: motor rotor 12: motor stator 2: housing, 20: wheel drive units, 21: planetary gear speed reduction mechanism, 22: sun gear, 23: planetary gears, 24: Ring gear 24a: Connection shaft 25: Planetary carrier 26: Vehicle drive shaft 27: Clutch 30: Steering unit 31a, b: Connection material 32a, b: Connection material 33-35: Connection material 34a , B: shaft fulcrum, 35a, b: shaft fulcrum 40: rudder angle control mechanism, 41 to 43: bevel gear, 42a, 43a: shaft 44, 45: clutch 46: shaft, 46a: shared shaft, 47: worm gear, 48 : Worm wheel

Claims (6)

An electric motor having a stator fixed to a housing and a rotor supported rotatably with respect to the stator, a wheel drive unit that transmits the rotation of the rotor to an axle and rotationally driving the wheel, and steering braking the wheel A steering angle control mechanism for driving the vehicle,
The vehicle drive unit includes a planetary gear mechanism capable of decelerating the rotation of the rotor and transmitting it to the axle and distributing power.
The steering angle control mechanism is configured to be operated by the power distributed by the planetary gear mechanism , and
The planetary gear mechanism inputs rotation of the rotor to a sun gear, outputs rotation from a planetary carrier to the axle, and transmits the steering angle by transmission of power output from a ring gear rotatably supported by the housing. Configured to actuate the control mechanism,
An actuator for driving a vehicle. A clutch for switching between a fixed state and a released state of the ring gear is provided on the radially outer side of the ring gear.
The vehicle drive actuator according to claim 1. The rudder angle control mechanism is
A first bevel gear rotatably supported with the ring gear;
A second bevel gear that meshes with and rotates with the first bevel gear;
A second switching mechanism for switching the second bevel gear between a fixed state and a released state;
A third bevel gear disposed opposite to the second bevel gear across the first bevel gear;
A third switching mechanism for switching the third bevel gear between a fixed state and a released state;
The second bevel gear is rotatably supported at the other end of the first connecting member connected to the vehicle body side at one end, and connected to the wheel drive unit side at one end and the first bevel gear. It is pivotally supported at the other end of the second coupling material that shares the pivot point with the coupling material,
The third bevel gear is rotatably supported at the other end of a third connecting member connected to the vehicle body side at one end, and connected to the wheel drive unit side at one end and the third bevel gear. It is rotatably supported on the other end of the fourth connecting material sharing the shaft support point with the connecting material,
The vehicle drive actuator according to claim 1 , wherein the actuator is a vehicle drive actuator. The rudder angle control mechanism is
A first bevel gear rotatably supported with the ring gear;
A second bevel gear rotating in mesh with the first bevel gear;
One end of the second bevel gear is fixed to the other end of the first connecting member connected to the vehicle body side, and one end is connected to the wheel drive unit side and the first connecting member and the shaft. It is pivotally supported at the other end of the second connecting material sharing the fulcrum,
Vertically above the pivot point,
A shaft fulcrum shared by a third connecting member whose one end is connected to the vehicle body side and a fourth connecting member whose one end is connected to the wheel drive unit side is rotatably supported.
The vehicle drive actuator according to claim 1 , wherein the actuator is a vehicle drive actuator. The rudder angle control mechanism is
A worm gear rotatably supported together with the ring gear;
A worm wheel meshing with the worm gear to be rotatable;
A first connecting member supported rotatably in the radial direction of the worm wheel,
One end of the worm wheel is rotatably connected to the vehicle body side, and the other end is pivotally supported by a second connecting member connected to the wheel drive unit side,
The other end of the first connecting member supported rotatably in the radial direction of the worm wheel is rotatably supported on the vehicle body side.
The vehicle drive actuator according to claim 1 , wherein the actuator is a vehicle drive actuator. The rudder angle control mechanism is
According to the driving state of the electric motor during powering and regeneration,
Reversing the fixed or released state of the second switching mechanism and the fixed or released state of the third switching mechanism;
The vehicle drive actuator according to claim 3 .

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