JP2004090822A - Motor-equipped wheel device for vehicle - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To obtain a motor-equipped wheel device used for an in-wheel-motor vehicle, which scarcely limits an arrangement position of a motor, so as to realize desired vehicle characteristics. <P>SOLUTION: The motor 14 is offset to a wheel axis O in a front/rear direction and arranged. A degree of freedom on the arrangement position of the motor is high, and the arrangement position of the motor can be chosen from a relatively wide range according to the desired vehicle characteristics in consideration of structures such as suspension devices 20, 22, 24 and a braking device 16. In the case of a steered wheel, the wheel device can be operated with the motor offset from a kingpin axis K. When the wheel device has a disk brake device 16, the wheel device excellent in weight balance is realized by arranging a brake caliper 82 and the motor 14 while sandwiching the wheel axis O therein. <P>COPYRIGHT: (C)2004,JPO

Description

[0001]
TECHNICAL FIELD OF THE INVENTION
The present invention relates to a wheel device used for a motor-driven vehicle such as an electric vehicle, and more particularly, to a wheel device provided with a motor therein.
[0002]
[Prior art]
Recently, motor-driven vehicles such as electric vehicles have attracted attention due to environmental problems, resource problems, and the like. As one type of motor-driven vehicles, a vehicle having a motor mounted on a wheel device, a so-called wheel-in motor vehicle, has been developed. Is also underway. In most of the conventional wheel-in motor vehicles, the motor provided in the wheel device is disposed at a position where the rotation axis of the motor coincides with the rotation axis of the wheel because of smooth driving force transmission and the like. . In the wheel device, the motor may not be arranged coaxially with the wheel shaft for reasons such as the structure of the vehicle. In a wheel device of a wheel-in motor vehicle, for example, there is a technology described in Japanese Patent Application Laid-Open No. 2001-315534 as a technology for eccentrically arranging a motor.
[0003]
[Patent Document 1]
JP 2001-315534 A (page 5, FIG. 7)
[0004]
Problems to be Solved by the Invention, Means for Solving Problems, and Effects
The technology described in the above publication is to dispose the motor such that the center of gravity of the motor is located on the virtual kingpin axis in consideration of the steering characteristics of the vehicle, that is, the motor is shifted vertically with respect to the wheel rotation axis. This is a technique of arranging motors. However, in this technique, since the location of the motor is limited to a certain range, the desired vehicle characteristics cannot be realized when the structure of the suspension device that suspends the motor and the structure of the brake device disposed therein are considered. Is also conceivable. That is, according to the technique disclosed in the above publication, the allowable range of the arrangement position of the motor is narrow.
[0005]
The present invention has been made in view of the above circumstances, and has as an object to obtain a motor-equipped wheel device with less restriction on the arrangement position of a motor so that desired vehicle characteristics can be realized. Thus, the motor-equipped wheel device according to each of the following aspects is obtained. As in the case of the claims, each aspect is divided into sections, each section is numbered, and the number of another section is cited as necessary. This is for the purpose of facilitating the understanding of the present invention and should not be construed as limiting the technical features and combinations thereof described in the present specification to those described in the following sections. . In addition, when a plurality of items are described in one section, the plurality of items need not always be adopted together. It is also possible to select and adopt only some items.
[0006]
In the following items, (1) corresponds to claim 1, (2) corresponds to claim 2, and (7) and (8) correspond to claim 3, A combination of (10) and (12) corresponds to claim 4.
[0007]
(1) wheels,
A wheel support unit that is supported by the vehicle body via a suspension device and rotatably supports the wheels,
A motor that is fixedly disposed on the wheel support in a state where a motor axis that is a rotation axis of the rotation shaft is parallel to a wheel axis that is a rotation axis of the wheel, and a motor that rotationally drives the wheel;
A motor-equipped wheel device for a vehicle including:
The motor-equipped wheel device, wherein the motor is disposed at a position where the motor axis is eccentric in the front-rear direction with respect to the wheel axis.
[0008]
The wheel device according to the aspect described in this aspect is a device in which the wheel built-in motor of the wheel-in motor vehicle is not shifted in a certain range in the vertical direction with respect to the rotation center of the wheel, but is shifted in the front-rear direction. The degree of freedom in the arrangement position of the motor is high, and the arrangement position of the motor can be selected from a relatively wide range according to desired vehicle characteristics in consideration of the structure of the suspension device, the brake device, and the like.
[0009]
(2) The motor-equipped wheel device according to (1), wherein the wheel is a steered wheel, and the motor is positioned such that the motor axis is located forward or backward of the wheel axis and the virtual kingpin axis.
[0010]
The wheel device described in this section is an aspect related to a wheel device applied to a steered wheel. As in the mode described in this section, the steered wheels can be further disposed in the front-rear direction apart from the axis of the virtual kingpin axis (hereinafter, referred to as “kingpin axis”). When the suspension device for suspending the wheel device is of a strut type, the shock absorber is generally located substantially on the axis of the kingpin. Further, even in the case of a multi-link type, a double wishbone type or the like, it is often located at a position close to the axis of the kingpin. Therefore, for example, as one advantage, if the motor is decentered from the kingpin axis, it is easy to avoid interference between the motor and the shock absorber.
[0011]
(3) The motor-equipped wheel device according to (1) or (2), wherein the suspension device has a shock absorber, and the motor is disposed at a position where the motor does not interfere with the shock absorber.
(4) The motor-equipped wheel device according to (3), wherein the motor is disposed at a position where the motor does not overlap with the shock absorber in a side view of the vehicle.
(5) The motor-equipped wheel device according to item (3) or (4), wherein the shock absorber is located substantially at the center of the wheel in the front-rear direction when viewed from the side of the vehicle.
(6) The motor-equipped wheel device according to any one of (3) to (5), wherein the shock absorber has a lower end located below the wheel axis.
[0012]
The above four aspects are aspects for dealing with restrictions imposed by the structure of the suspension device. For example, when the motor is arranged so that the rotation axis of the motor and the rotation axis of the wheel are coaxial, whether the shock absorber is displaced in the front-rear direction or separated from the wheel in the left-right direction of the vehicle. Alternatively, it must be arranged so that its lower end is located above the motor. Even when the motor is arranged such that the center of gravity is located on the axis of the kingpin as in the above-described prior art, the lower end of the shock absorber must also be located above the motor. When the shock absorber is displaced in the front-rear direction, particularly when the wheel is a steered wheel, for example, there is a large restriction in terms of an arrangement space, and there is also a problem that an absorber stroke occurs with the movement of the wheel in the steering direction. . In addition, when the vehicle is disposed apart from the wheels in the left-right direction of the vehicle, for example, when the vehicle is disposed from the center in the left-right direction of the vehicle, there is a disadvantage that the vibration of the wheels is easily transmitted to the steering and the steering feel deteriorates. Furthermore, when the lower end of the shock absorber is positioned above, the upper end of the absorber must be set to be higher in order to increase the wheel stroke as much as possible, which places great restrictions on vehicle design. If the motor is arranged at a position offset in the front-rear direction with respect to the wheel axis while avoiding interference with the shock absorber as in the above-described embodiment, the characteristics of the suspension device can be improved.
[0013]
(7) The wheel device includes any one of the above items (1) to (6), including a disc brake device including a caliper disposed on the wheel support portion and a brake rotor disposed on the wheel. The motor-equipped wheel device according to claim 1.
(8) The motor-equipped wheel device according to (7), wherein the motor is located on the opposite side of the caliper across the wheel axis in the front-rear direction.
(9) The motor-equipped wheel device according to the mode (7) or (8), wherein the brake rotor has a substantially annular shape, and the caliper engages from an inner peripheral side of the brake rotor.
[0014]
The above three aspects are aspects to which a limitation regarding the brake device provided in the wheel device is added. The caliper constituting the brake device includes a brake pad, a mount bracket, and the like, and is relatively heavy. Also, the motor is relatively heavy. The wheel support unit rotatably supports the wheel and holds the caliper and the motor. Therefore, if the motor and the caliper are arranged with the wheel axis interposed therebetween in the front-rear direction, the weight balance of the wheel support device is improved. If a brake device having an annular rotor and engaging the caliper from the inner peripheral side is employed, the effective radius of the rotor can be easily increased, which is advantageous in terms of braking torque.
[0015]
(10) A driving force transmitting means comprising a substantially flat gear provided coaxially with the wheel shaft and fixed to the wheel, and a pinion rotated by the motor while meshing with the gear. The motor-equipped wheel device according to any one of (1) to (9), including:
(11) The motor-equipped wheel device according to (10), wherein the gear is an internal gear having a substantially annular shape.
[0016]
When the motor is arranged offset in the front-rear direction, for example, by adopting a mode in which a gear having a relatively large radius is provided coaxially on the wheel and a pinion is provided directly on the rotating shaft of the motor, smooth power transmission is achieved. Becomes possible. In addition, if an annular gear having an internal gear, that is, a so-called internal gear, is employed, the wheel device can have a relatively simple and simple structure or a lightweight structure.
[0017]
(12) The wheel device includes a disk brake device including a caliper disposed on the wheel support portion and a brake rotor disposed on the wheel, wherein the brake rotor and the gear are fixed to each other. The motor-equipped wheel device according to item (10) or (11).
(13) The motor-equipped wheel device according to (12), wherein the brake rotor and the gear are integrally formed.
[0018]
If the brake rotor and the gear for transmitting the driving force are fixed to each other and, for example, have a structure in which one supports the other, it is possible to reduce the weight of the wheel device. In this case, the fixing method is not particularly limited. For example, various methods such as fastening with a fastening member can be adopted. At this time, it is desirable to adopt a fixing method in which the heat generated by the brake rotor does not affect the gear, for example, the gear is not deformed by the thermal expansion of the brake rotor. As one mode of fixing both, when both are formed integrally, a wheel device having a simpler structure is realized. For example, a mode in which the side surface of the gear is sandwiched by brake pads so that the gear functions as a rotor, in other words, teeth are formed at the outer peripheral end of the rotor or at the inner peripheral end in the case of an annular rotor, and the teeth are formed. And the pinion may be meshed with the pinion. The integrated mode may be, for example, a mode formed by joining a member functioning as a rotor and a member functioning as a gear, in addition to a mode formed from one member.
[0019]
(14) The motor-equipped wheel device according to any one of (1) to (13), wherein the motor axis is located forward of the wheel axis.
(15) The motor-equipped wheel device according to any one of (1) to (13), wherein the motor axis is located behind the wheel axis.
[0020]
Whether to arrange the motor forward or rearward with respect to the wheel axis may be determined according to the characteristics required for the wheel device. For example, when the motor and the caliper of the brake device are arranged in front and rear across the wheel axle, when the motor is arranged in front, it is advantageous for cooling the motor that generates heat, and conversely, when the motor is arranged in rear. Is advantageous for cooling the brake device. Further, assuming that the kingpin axis is inclined rearward (the upper side of the kingpin axis is located rearward of the vehicle with respect to the lower side), for example, when the motor is heavier than the brake device, It is more advantageous to dispose at the rear from the viewpoint that the restoring force during steering is large and the steering wheel returns.
[0021]
(16) The motor-equipped wheel device according to any one of (1) to (15), wherein an angle between a horizontal line and a straight line perpendicular to both the motor axis and the wheel axis is within 60 °.
[0022]
When the distance between the motor axis and the wheel axis is the same, the angle between a straight line perpendicular to both axes and the horizontal plane (hereinafter abbreviated as “motor arrangement position angle”) becomes smaller as the distance between the motor axis and the wheel axis decreases. Offset amount increases. When the motor is displaced in the front-rear direction with respect to the wheel axle, it is desirable that the angle at which the motor is disposed be within 60 ° in order to obtain a substantial offset effect. In consideration of a larger offset, the angle may be set to 45 ° or less, and more preferably, 30 ° or less. In the case of arranging even more greatly, it can be set within 20 degrees.
[0023]
(17) The motor-equipped wheel device according to any one of (1) to (16), wherein the motor axis is located above the wheel axis.
(18) The motor-equipped wheel device according to any one of (1) to (16), wherein the motor axis is located below the wheel axis.
[0024]
The vertical positional relationship between the motor axis and the wheel axis is not particularly limited, and the motor may be arranged according to the desired characteristics of the wheel device. For example, if the motor is located above the wheel axle, it is advantageous in preventing interference with irregular road surfaces of the motor. Conversely, if it is located below, the center of gravity of the wheel device, and hence the vehicle, is lowered. This is advantageous in that it can be performed.
[0025]
(19) The motor-equipped wheel device according to any one of (1) to (18), wherein the rotation direction of the wheel is the same as the rotation direction of the rotation shaft of the motor.
(20) The motor-equipped wheel device according to any one of (1) to (18), wherein a rotation direction of the wheel and a rotation direction of a rotation shaft of the motor are opposite to each other.
[0026]
Depending on the relationship between the rotation direction of the motor and the rotation direction of the wheels, the characteristics of the vehicle equipped with the wheel device can change. Therefore, for example, the arrangement position of the motor can be determined in consideration of the relationship with the rotation direction of the motor. For example, considering the state in which the vehicle moves forward, if the rotation directions of the two are the same, if the motor is arranged forward, the reaction force due to the rotation of the rotation shaft of the motor causes the wheel shaft to be pressed downward. When the force acts on the wheel support and the rotation directions of the two are different, a similar force acts on the wheel support when the motor is arranged rearward. Applying a force that presses the wheel axle downward is effective in maintaining a good ground contact state of the wheel.
[0027]
(21) The wheel is a steered wheel, and the wheel supporting portion has a tie rod connecting portion to which a tie rod of a steering device is connected, and the motor and the tie rod connecting portion are arranged with respect to the wheel axis in the front-rear direction. The motor-equipped wheel device according to any one of the above modes (1) to (20), which are located on the same side.
(22) The wheel is a steered wheel, and the wheel supporting portion has a tie rod connecting portion to which a tie rod of a steering device is connected, and the motor and the tie rod connecting portion are arranged with respect to the wheel axis in the front-rear direction. (20). The motor-equipped wheel device according to any one of (1) to (20), which is located on opposite sides of the motor.
[0028]
When the wheel device is applied to a steered wheel, the tie rod of the steering device is connected to the wheel support at a position offset in the front-rear direction from the wheel axis. Depending on the positional relationship between the tie rod connecting portion and the motor, the characteristics of the vehicle can also change. Therefore, the motor arrangement position can be determined in consideration of the positional relationship. For example, when the motor and the tie rod connecting portion are arranged at a position offset on the same side with respect to the kingpin axis, and when the motor is relatively heavy, the tie rod connecting portion can be located near the center of gravity of the wheel device. The effect of the vibration of can be reduced.
[0029]
BEST MODE FOR CARRYING OUT THE INVENTION
Hereinafter, some embodiments of the present invention will be described in detail with reference to the drawings, taking a steered wheel as an example. It should be noted that the present invention is not limited to the following embodiments, and those skilled in the art, including those described in the above section [Problems to be Solved by the Invention, Problem Solving Means and Effects] Various modifications and improvements can be made based on the knowledge of the above.
[0030]
<First embodiment>
FIG. 1 is a perspective view of the wheel device according to the first embodiment as viewed from the center of the vehicle in the lateral direction, and FIG. 2 is a front view of the wheel device as viewed from the center of the vehicle in the lateral direction. A cross-sectional view as viewed from the front and FIG. 4 is a cross-sectional view as viewed from below the vehicle, respectively. FIG. 3 shows a cut plane on a plane including the wheel axis O and perpendicular to the road surface, and FIG. 4 shows a cut plane on a plane including the wheel axis O and the motor axis M. The wheel device is a device related to a steered wheel, and is a device related to a right front wheel of a four-wheeled vehicle. Therefore, the left side of FIGS. 1 and 2 is the front side of the vehicle.
[0031]
The wheel device includes a wheel ASSY 10 as a wheel, a wheel support portion 12, a motor 14, and a disc brake device (hereinafter, abbreviated as "brake device") 16. In the drawing, in addition to the wheel device, a lower arm 20, an upper arm 22, and an absorber ASSY (a shock absorber and an elastic body such as a coil spring) which are a part of a double wishbone type steering device are integrally formed. The elastic body is schematically illustrated as a large diameter portion) 24, and a tie rod 26 which is a part of the steering device is illustrated.
[0032]
The wheel 10 includes a wheel shaft member 34 having a flange portion 30 and a shaft portion 32, a hub 38 and a wheel 40 fixed to the flange portion 30 by hub bolts 36 (nuts are omitted), and a tire supported by the wheel 40. 42 are included. The wheel 40 has a disk portion 44 and a rim portion 46 joined to the disk portion 44. The wheel portion 40 is fixed to the flange portion 30 of the wheel shaft member 34 at the disk portion 44 and supports the tire 42 at the rim portion 46. I have. The wheel support section 12 includes a support section main body 50 and a bearing section 52 provided on the support section main body 50. The bearing portion 52 has a built-in bearing 54 (a detailed structure is omitted), and supports the shaft portion 32 of the wheel shaft member 34 via the bearing 54 so that the wheel 10 can rotate on the wheel support portion 12. It is supported.
[0033]
The motor 14 is an electric motor, and has a rotating shaft 58. The motor 14 is fixedly disposed on the wheel support 12 by attaching a mounting portion 62 to a bracket 60 provided integrally with the support portion main body 50 of the wheel support 12. The hub 38 has a substantially cylindrical shape with a bottom having a relatively short length, and is attached to the flange portion 30 of the wheel axle member 34 at a bottom portion 64. At an intermediate portion in the longitudinal direction inside the cylindrical portion 66, an internal gear 70, which is an internal gear having a substantially annular shape and having teeth formed on the inner periphery, is fixedly provided. A pinion 72 is provided at the tip of the rotating shaft 58 of the motor 14, and the internal gear 70 and the pinion 72 mesh with each other. The driving force transmitting means is configured to include the inscribed gear 70 and the pinion 72, and the motor 14 is driven to rotate the rotating shaft 58, whereby the wheel ASSY 10 is connected to the shaft 32 of the wheel shaft member 34. It is rotated about the wheel axis O, which is the central axis.
[0034]
The brake device 16 includes a generally annular brake rotor 80 and a caliper 82 that engages with the brake rotor 80. The brake rotor 80 is fixedly provided at an end of the hub 38 opposite to the bottom portion 64 of the cylindrical portion 66. The caliper 82 is provided integrally with the support portion main body 50 of the wheel support portion 12, and is fixedly disposed on the wheel support portion 12 by attaching the mounting portion 86 to the bracket 84. The caliper 82 includes a caliper main body, a brake pad 88, a mount bracket, and the like. The caliper 82 is engaged with the brake rotor 80 from the inner peripheral side of the brake rotor 80, and the brake pad 88 clamps the brake rotor 80. Has become.
[0035]
The wheel support portion 12 is supported by the lower arm 20 via a ball joint 92 at a lower arm engaging portion 90 located at a lower portion, and is supported by a ball joint 96 at a upper arm engaging portion 94 located at an upper portion. It is supported by. The line connecting these two ball joints 92 and 94 is the kingpin axis K which is the axis of the virtual kingpin axis. The wheel support section 12 has a tie rod connecting section 100 at the lower part in front of the vehicle, and the tie rod 26 of the steering device is connected via a ball joint (not shown).
[0036]
The relationship between the arrangement positions of the components in the wheel device will be described below. The motor axis M, which is the rotation axis of the rotation shaft 58 of the motor 14, is parallel to the wheel axis O, which is the rotation axis of the wheel 10. As can be seen from FIG. 2 which is a side view of the vehicle, the motor axis M is eccentric to the rear of the vehicle with respect to the wheel axis O, and in the present embodiment, the motor 14 is arranged offset from the center of the vehicle to the rear. -ing The kingpin axis K is inclined so that the upper side is located behind the lower side with respect to the vertical line V, and the motor axis M is located behind the kingpin axis K in the present embodiment. The rotation direction of the wheels and the rotation direction of the motor are the same.
[0037]
The motor installation position angle θ, which is an angle formed between a two-axis orthogonal line S orthogonal to both the wheel axis O and the motor axis M and the horizontal plane H, is set to 20 ° or less, and the motor axis M is The motor 14 is disposed above the center of the wheel so as to be located above the axis O. The caliper 82 constituting the brake device 16 is disposed forward of the center of the wheel, and the motor 14 and the caliper 82 are located on opposite sides of the wheel axis O in the front-rear direction. In addition, the motor 14 is disposed at a position that does not overlap with the absorber ASSY 24 that is located substantially at the center of the wheel in the side view of the vehicle illustrated in FIG. 2, and in a movable range of the wheel that is allowed by the suspension device, The motor 14 is disposed at a position where the motor 14 does not interfere with the absorber ASSY 24 in the wheel steering range allowed by the steering device. In the present embodiment, the lower end of the absorber ASSY24, that is, the lower end of the shock absorber is located below the wheel axis O. The tie rod connecting portion 100 and the motor 14 are located on opposite sides of the wheel axis 14 in the front-rear direction.
[0038]
<Second embodiment>
The second embodiment of the present invention integrates the brake rotor and the internal gear of the first embodiment, and differs from the first embodiment only in the structure of that portion. Since the structure of the other parts is substantially the same, description thereof will be omitted, and only different parts will be described. FIG. 5 shows a view of the wheel device of the second embodiment cut along a plane including the wheel axis O and the motor axis M, and the plane is viewed from below the vehicle. In the drawing, the same reference numerals are given to the same components as those in the first embodiment.
[0039]
In the present wheel device, an annular disk 110 having a substantially annular shape is fixedly provided at the end of the cylindrical portion 66 of the hub 38 opposite to the bottom portion 64. Teeth are formed on the inner peripheral portion of the annular disk 110, and the teeth mesh with a pinion 72 provided at the tip of the rotating shaft 58 of the motor 14. When the motor 14 is driven to rotate the rotation shaft 58, the wheel ASSY 10 is driven to rotate. That is, the annular disk 110 functions as an inscribed gear that constitutes the driving force transmitting means. Further, the annular disk 110 is engaged with the brake pad 88 on both surfaces thereof, and is held by the caliper 82. That is, the annular disk 110 functions as a brake rotor in the brake device 16.
[0040]
<Third embodiment>
The wheel device according to the third embodiment of the present invention is different from the wheel device according to the first embodiment in the arrangement positions of the calipers of the motor and the brake device. The other configuration is the same as that of the first embodiment, and only different parts will be described. FIG. 6 is a front view of the wheel device according to the third embodiment viewed from the center of the vehicle in the left-right direction. In the figure, the same reference numerals as those in the first embodiment denote the same components.
[0041]
In the present embodiment, the motor 14 is disposed in a state where the motor axis M is eccentric to the front of the vehicle with respect to the wheel axis O and is offset forward from the center of the wheel. Further, the motor axis M is located forward of the kingpin axis K. The motor arrangement position angle θ is slightly larger than that of the first embodiment, but is set to 20 ° or less, and the motor 14 is positioned above the wheel center so that the motor axis M is positioned above the wheel axis O. It is arranged. The caliper 82 constituting the brake device 16 is disposed rearward from the center of the wheel, and the motor 14 and the caliper 82 are located on opposite sides of the wheel axis O in the front-rear direction. The rotation direction of the motor 14 and the positional relationship between the motor 14 and the absorber ASSY 24 are the same as those in the first embodiment, but the tie rod connecting portion 100 is located on the same side as the motor 14 with respect to the wheel axis O in the front-rear direction. are doing.
[0042]
<Other embodiments>
Next, some variations regarding the motor arrangement position and the like will be described with reference to the schematic diagrams shown in FIGS. (A) in the figure is a front view, as viewed from the center of the vehicle in the left-right direction, and (b) is a plan view from above. The reference numerals used in the drawings are the same as those used in the first to third embodiments.
[0043]
The embodiment shown in FIG. 7 is a wheel device suspended on a strut-type suspension device, has no upper arm, and the absorber ASSY 24 functions as a strut ASSY. The motor 14 is disposed in a state of being offset rearward at substantially the same height with respect to the wheel shaft. On the contrary, the caliper 82 is arranged to be offset forward. An internal gear 70 is employed as the driving force transmitting means. The brake rotor 80 has a disk shape, and a caliper 82 engages from the outer peripheral side. The tie rod connecting portion 100 is arranged at a position offset to the rear side, which is the same side as the motor 14.
[0044]
The embodiment shown in FIG. 8 is also a wheel device suspended on a strut type suspension device. The motor 14 is disposed so as to be offset at the front at substantially the same height with respect to the wheel axis. On the contrary, the caliper 82 is disposed so as to be offset backward. An annular disk 110 in which an internal gear and a brake rotor are integrated is employed. The tie rod connecting portion 100 is arranged at a position offset to the rear side opposite to the motor 14.
[0045]
The embodiment shown in FIG. 9 is a wheel device suspended by a double wishbone type suspension device. The motor 14 is disposed so as to be offset rearward and downward with respect to the wheel shaft. Incidentally, the motor disposition angle is set to 30 ° or less. The caliper 82 is arranged to be offset to the front, opposite to the motor 14. An internal gear 70 is employed as the driving force transmitting means. The brake rotor 80 has a disk shape, and a caliper 82 is engaged from the outer peripheral side. The tie rod connecting portion 100 is offset and disposed on the front side opposite to the motor 14.
[0046]
The wheel device shown in FIG. 10 is also a wheel device suspended by a double wishbone type suspension device. The motor 14 is disposed so as to be offset forward and upward with respect to the wheel axis. The motor arrangement position angle is set to 30 ° or less. The caliper 82 is disposed opposite to the motor 14 and offset rearward. In this embodiment, the gear 120 provided in the driving force transmitting means is a gear having a disk shape and having teeth formed on the outer periphery, and the pinion 72 meshes with the outer periphery. The brake rotor 80 has an annular shape, and a caliper 82 is engaged from the inner peripheral side. The tie rod connecting portion 100 is offset and disposed on the front side, which is the same side as the motor 14.
[0047]
As described above, the arrangement position of the motor, the configuration of the driving force transmitting means, the configuration of the brake device, and the like can be various modes. In any of the above embodiments, the rotation direction of the motor and the rotation direction of the wheels are the same, but they may be opposite to each other, such as by interposing a gear. In any of the above embodiments, the absorber ASSY 24 is located substantially at the center of the wheel, and its lower end is located below the wheel shaft. The motor 14 is disposed at a position that does not overlap the absorber ASSY 24 when viewed from the side of the vehicle, and at a position that does not interfere with the absorber ASSY 24 in the movable range and the steering range of the wheels. The configuration of the suspension device is not limited to the above configuration, and the present invention can be applied to a wheel device suspended by various suspension devices.
[Brief description of the drawings]
FIG. 1 is a perspective view illustrating a wheel device according to a first embodiment, as viewed from a slightly upper front portion in a center in a vehicle left-right direction.
FIG. 2 is a front view showing the wheel device according to the first embodiment, as viewed from the center of the vehicle in a left-right direction.
FIG. 3 is a cross-sectional view illustrating the wheel device according to the first embodiment, which is cut along a plane that includes a wheel axis and is perpendicular to a road surface, and that surface is viewed from the front of the vehicle.
FIG. 4 is a cross-sectional view illustrating the wheel device according to the first embodiment, which is cut along a plane including a wheel axis and a motor axis, and the plane is viewed from below the vehicle.
FIG. 5 is a cross-sectional view illustrating the wheel device according to the second embodiment, which is cut along a plane including a wheel axis and a motor axis, and the plane is viewed from below the vehicle.
FIG. 6 is a front view showing a wheel device according to a third embodiment, as viewed from the center of the vehicle in the left-right direction.
FIG. 7 is a schematic diagram showing a wheel device according to an embodiment of the present invention, showing one of variations regarding a motor arrangement position and the like.
FIG. 8 is a schematic diagram showing another wheel device according to the embodiment of the present invention, which is another variation regarding a motor arrangement position and the like.
FIG. 9 is a schematic diagram showing the wheel device according to the embodiment of the present invention, which shows still another one of variations regarding a motor arrangement position and the like.
FIG. 10 is a schematic view showing still another one of variations regarding a motor disposition position and the like in the wheel device according to the embodiment of the present invention.
[Explanation of symbols]
10: Wheel ASSY (Wheel) 12: Wheel support part 14: Motor 16: Disc brake device 24: Absorber ASSY (Shock absorber) 26: Tie rod 34: Wheel shaft member 38: Hub 40: Wheel 42: Tire 58: Rotating shaft 70 : Internal gear 72: Pinion 80: Brake rotor 82: Caliper 100: Tie rod connecting part 110: Annular disk 120: Gear

Claims (4)

Wheels and
A wheel support unit that is supported by the vehicle body via a suspension device and rotatably supports the wheels,
A motor for a vehicle including: a motor that is fixedly disposed on the wheel support portion in a state where a motor axis that is a rotation axis of a rotation shaft is parallel to a wheel axis that is a rotation axis of the wheel, and that rotationally drives the wheel. A deployed wheel device,
The motor-equipped wheel device, wherein the motor is disposed at a position where the motor axis is eccentric in the front-rear direction with respect to the wheel axis. 2. The motor-equipped wheel device according to claim 1, wherein the wheel is a steered wheel, and the motor has the motor axis positioned in front of or behind the wheel axis and the virtual kingpin axis. 3. The wheel device includes a disc brake device including a caliper disposed on the wheel support portion and a brake rotor disposed on the wheel, wherein the motor has the caliper across the wheel axis in the front-rear direction. 3. The motor-equipped wheel device according to claim 1, wherein the motor-equipped wheel device is located on a side opposite to the wheel. A driving force, wherein the wheel device includes a substantially flat gear provided coaxially with the wheel shaft and fixed to the wheel, and a pinion rotated by the motor while meshing with the gear. Claims: A disc brake device including a transmission means, and including a caliper disposed on the wheel support portion and a brake rotor disposed on the wheel, wherein the brake rotor and the gear are fixed to each other. The motor-equipped wheel device according to any one of claims 1 to 3.

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