JP2010023806A - Actuator for controlling vehicle drive - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To provide an actuator for controlling the vehicle drive capable of reducing the so-called unsprung load, and adequately reducing the size, the weight and the cost of a vehicle by a simple constitution using the power of an electric motor for driving wheels. <P>SOLUTION: The actuator A1 for controlling the vehicle drive includes an electric motor 10, a wheel driving unit 20 which transmits the rotation of the electric motor 10 to an axle 26 to rotate wheels, and a brake shoe 32 as a braking member for applying the braking force to the wheels. The vehicle driving unit 20 has a planetary gear deceleration mechanism 21 as a power distributing mechanism capable of distributing the power from the electric motor 10 into a plurality of components, and operates the brake shoe 32 by the power distributed via the planetary gear deceleration mechanism 21. <P>COPYRIGHT: (C)2010,JPO&INPIT

Description

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

Conventionally, as a braking mechanism having an in-wheel drive mechanism, JP 2007-223381 A (Patent Document 1) using a hydraulic braking mechanism is known, and from a pump system (motor, pump, accumulator, etc.) Space efficiency of the in-wheel type motor is improved by arranging the brake oil pressure source in the wheel efficiently without arranging it outside the wheel. Moreover, in the vehicle braking device disclosed in Japanese Patent Application Laid-Open No. 11-157422 (Patent Document 2), a hydraulic braking mechanism provided with a braking energy regeneration unit for each wheel is described, and the motion during vehicle deceleration is described. Proposals have been made for effective use of energy.
JP 2007-223381 A JP-A-11-157422

  However, in the braking mechanism described in Patent Document 1, although there is an advantage that a brake oil pressure source is efficiently arranged in the wheel, since it is hydraulically driven, many components such as an oil pump and a valve are used. Therefore, there remains a problem that the weight increases and the control becomes complicated, and there is room for improvement from the viewpoint of cost reduction, size reduction, and weight reduction. Further, the vehicle braking device described in Patent Document 2 still requires a regenerative mechanism for recovering kinetic energy for each wheel, and similarly to Patent Document 1, a hydraulic brake unit interlocked with the regenerative mechanism is provided. Therefore, in order to realize a reduction in size and weight, it is necessary to solve problems such as an increase in weight and a complicated control.

  The present invention has been made in view of such circumstances, and is to provide an actuator for vehicle drive control suitable for reduction in size, weight, and cost, and the power of an electric motor for driving a wheel. It is an object of the present invention to provide a vehicle drive control actuator that can reduce a so-called unsprung weight with a simple configuration.

  The vehicle drive control actuator of the present invention is a vehicle drive comprising an electric motor, a wheel drive unit that rotates the wheel by transmitting the rotation of the electric motor to an axle, and a braking member that applies a braking force to the wheel. A control actuator, wherein the vehicle drive unit includes a power distribution mechanism capable of distributing power from the electric motor to a plurality of powers, and operates the braking member by power distributed through the power distribution mechanism. It is comprised in that.

  With such a configuration, the power distribution mechanism provided in the wheel drive unit distributes the power from the electric motor into a plurality of parts, and the braking member is operated by the distributed power. That is, the braking process can be performed with a simple structure using the power of the electric motor for driving the wheel, and an increase in weight due to an increase in the number of components can be suppressed. In addition, since the braking mechanism can be arranged close to the power transmission shaft (motor shaft) of the electric motor, so-called unsprung weight can be reduced, which is suitable for downsizing, weight reduction, and cost reduction. An actuator for vehicle drive control can be realized.

  As a preferred aspect of the present invention, the power distribution mechanism may be constituted by a planetary gear mechanism capable of decelerating and transmitting the rotation of the electric motor to the axle and distributing power. By providing such a configuration, the rotation of the electric motor can be decelerated and transmitted to the axle, and the operating mechanism can be driven by the distributed power.

  As a preferred aspect of the present invention, there is provided an operating mechanism that is provided between the planetary gear mechanism and the braking member, and that transmits the power distributed via the planetary gear mechanism to the braking member for operation. It may be. By having such a configuration, for example, it is possible to construct an optimal braking mechanism based on the distributed power in accordance with the type of braking mechanism such as a drum type brake or a disk type brake having a brake shoe. It becomes.

  As a preferred aspect of the present invention, the planetary gear mechanism inputs rotation of the electric motor to a sun gear, outputs rotation from a planetary carrier to the axle, and outputs power from a ring gear to the operating mechanism. It may be configured. By providing such a configuration, the rotation of the electric motor 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 operating mechanism via the ring gear, The operating mechanism can be driven based on this power.

  As a preferred aspect of the present invention, the operating mechanism includes a counter gear that meshes with the ring gear and rotates, and a pair of one end side fixed to the counter gear and the other end rotatably fixed to the braking member. It may be provided with a connecting member. By providing such a configuration, the counter gear is rotated by the rotational power transmitted from the ring gear. The pair of connecting members, one end of which is supported and fixed to the counter gear so as to be rotatable, generate acting forces in opposite directions that operate in a symmetric direction as the counter gear rotates. For example, a drum-type brake shoe can be operated on the other end side of the connecting member that is pivotally fixed to the braking member based on this acting force.

  As a preferred aspect of the present invention, the operating mechanism includes a counter gear that meshes with the ring gear and rotates, and a protrusion that is fixed so as to be rotatable coaxially with the counter gear and that can contact the braking member. It may be provided with a cam material having Since the cam member having the projecting portion capable of coming into contact with the brake member is fixed so as to be rotatable coaxially with the counter gear, a pair of cam members arranged so as to be opposed to each other on a straight line across the shaft fulcrum By rotating along with the rotation of the gear, it is possible to generate oppositely acting forces that operate in a symmetric direction, and based on this acting force, the protrusion that can contact the braking member is, for example, A drum type brake shoe can be operated. Furthermore, the structure of the braking mechanism is simpler.

  As a preferred aspect of the present invention, the operating mechanism includes a counter gear that meshes with the ring gear and rotates, and a linear mechanism that operates the braking member by converting the rotation of the counter gear into a linear motion. It may be provided. As the counter gear rotates, the linear motion mechanism that converts the rotation into a linear motion operates in a symmetric direction in accordance with the direction of rotation. Therefore, based on this acting force, for example, a disc-type brake pad having a brake disc between the pads can be operated in a direction (fastening or releasing) in accordance with the rotation of the counter gear.

  As a preferred aspect of the present invention, there is provided an operating mechanism provided between the power distribution mechanism and the braking member and transmitting the power distributed via the power distribution mechanism to the braking member for operation. It may be. As long as the power distribution mechanism is provided with an operation mechanism that transmits the power distributed through the power distribution mechanism to the braking member to operate the power distribution mechanism, the above-described operational effects can be generated regardless of the configuration of the power distribution mechanism.

  As a preferred aspect of the present invention, the operating mechanism includes a counter gear that is rotated by the output of the power distribution mechanism, and a pair of one end side fixed to the counter gear and the other end side rotatably to the braking member. It may be provided with a connecting member. The same effects as when power is distributed and transmitted through the planetary gear speed reduction mechanism can be produced.

  The actuating mechanism includes a counter gear that meshes with the ring gear and is rotatable, and a cam member that is fixed so as to be rotatable coaxially with the counter gear and has a protrusion that can contact the braking member. It may be a thing. The same effects as when power is distributed and transmitted through the planetary gear speed reduction mechanism can be produced.

  As a preferred aspect of the present invention, the operating mechanism includes a counter gear that meshes with the ring gear and rotates, and a linear mechanism that operates the braking member by converting the rotation of the counter gear into a linear motion. It may be provided. The same effects as when power is distributed and transmitted through the planetary gear speed reduction mechanism can be produced.

<First Embodiment>
FIG. 1 is a schematic configuration diagram showing a vehicle drive control actuator A1 in the first embodiment, and is a view of the state mounted on the left rear wheel of the vehicle as viewed from the front (vehicle traveling direction). As shown in FIG. 1, the vehicle drive control actuator A <b> 1 includes an electric motor 10, a wheel drive unit 20, a braking unit 30, and an operation mechanism 40.

  An electric motor 10 housed in the hub stay 1 is a motor having both a function as a driving power source and a function as a generator, and a motor stator 11 as an armature having a three-phase armature winding on the radially outer side. Is functioning as an inner rotation type (inner rotor type) rotating electrical machine having a motor rotor 12 as a field magnet type rotor on the radially inner side.

  The wheel drive unit 20 accommodated in the hub stay 1 includes a planetary gear speed 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 reduction mechanism is connected and fixed to an end portion of a motor shaft (not shown) provided 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 supported by planetary shafts (not shown) that support the gears 23. Furthermore, it is pivotally supported. 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 hub stay 1.

  One end side of the ring gear 24 is a gear tooth surface (external tooth) provided on the outer periphery of each of the plurality of planetary gears 23 and a gear tooth surface (internal tooth) provided on the inner peripheral portion of the ring gear 24. Are arranged so as to mesh with each other. On the other end side, a gear tooth surface (external tooth) provided on the outer peripheral portion and a gear tooth surface (external tooth) provided on the outer periphery of the counter gear 41 provided on the operating mechanism 40 side are engaged with each other. It is arranged. The ring gear 24 is also rotatably supported by a bearing mechanism (not shown) provided in the hub stay 1.

  Next, the operation of each part of the vehicle drive control actuator A1 having the above-described configuration during vehicle travel and braking will be described with reference to FIG. FIG. 2 is a schematic view of the vehicle drive control actuator A1 shown in FIG. 1 as viewed from the direction of the arrow A in FIG. 2. FIG. 2 (a) shows the ring gear 24 and the counter during vehicle travel. FIG. 2B is an explanatory diagram illustrating the operation of the ring mechanism 24 and the operation mechanism 40 including the counter gear 41 during braking.

  In FIG. 2, in order to easily understand the operation of the operation mechanism 40 in the first embodiment, a brake shoe is used as a brake member that is operated by the brake unit 30, and a drum brake having a brake shoe inside is used. Yes. The operating mechanism 40 according to the present embodiment includes a counter gear 41 and connecting members 42 and 43. The counter gear 41 is rotatably supported on the braking unit 30 by a shaft fulcrum 41a. The connecting member 42 is connected to a brake shoe 32 having a lining material on the outer periphery and a counter gear 41 meshed with the ring gear 24. One end is supported by the brake shoe 32 by a supporting point 32b and the other end is a supporting point ( 43a, 43b) is rotatably supported by the ring gear 24. The connecting member 43 connects the connecting members 42 arranged in pairs on the left and right with the ring gear 24 as the center, and each support point (symmetrical in the radial direction about the shaft fulcrum 41a of the counter gear 41). 43a and 43b) are connected and fixed.

  When the vehicle travels, as shown in FIG. 2A, the ring gear 24 transmits the tangential force of the sun gear 22 by the driving force of the electric motor 10 distributed and transmitted via the planetary gear reduction mechanism 21. By receiving the reaction force, it rotates in the direction (counterclockwise) indicated by the arrow X in the figure. The counter gear 41 meshed with the ring gear 24 is rotated in the opposite direction (clockwise) to the ring gear 24 by the power transmitted via the gear tooth surface provided on the outer peripheral portion.

  As the counter gear 41 rotates, a pair of connecting members 42 connected by a connecting member 43 fixed to the counter gear 41 has a symmetrical force acting in the direction indicated by the arrow A in the figure. . That is, an acting force acts on the connecting material 42 connected to the right brake shoe 32 in the left direction with 43b as a force point, and an acting force acts on the connecting material 42 connected to the left brake shoe 32 in the right direction with 43a as a force point. work. As a result, each brake shoe 32 connected to the connecting member 42 and the support point 32b is pulled in the direction (inward direction) indicated by the arrow A in the figure with the anchor pin 32a as a fulcrum. Note that the return spring 33 is fixed between the brake shoe 32 and the braking unit 30, and always exerts an acting force in the direction indicated by the arrow A on the brake shoe 33.

  While the vehicle is running, the above-described state is maintained, that is, the wheel drive is continued by the power of the electric motor 10 distributed and transmitted to the vehicle drive shaft 26 without generating a braking force between the brake shoe 32 and the drum 31. Will be.

  At the time of braking, as shown in FIG. 2B, the ring gear 24 is indicated by an arrow Y in the drawing based on the regenerative force of the electric motor 10 distributed and transmitted via the planetary gear reduction mechanism 21. Rotate in the indicated direction (clockwise). The reason why it rotates in the direction opposite to that during driving is that the direction of the tangential force against the sun gear 22 is reversed by the regenerative force, and the reaction force received by the ring gear is also reversed. The counter gear 41 meshed with the ring gear 24 is rotated in the opposite direction (counterclockwise) to the ring gear 24 by the power transmitted through the gear tooth surface provided on the outer peripheral portion, as in the case of running the vehicle. Will be moved.

  Then, as the counter gear 41 rotates in the direction opposite to that during vehicle travel, the pair of connecting members 42 connected by the connecting member 43 fixed to the counter gear 41 is indicated by an arrow B in the figure. The acting force that is symmetric in the direction will work. That is, an acting force acts on the connecting member 42 connected to the right brake shoe 32 in the right direction with 43b as a force point, and an acting force acts on the connecting member 42 connected to the left brake shoe 32 in the left direction with 43a as a force point. work. As a result, an acting force is exerted in the opposite direction in contrast to when the vehicle is running, and each brake shoe 32 connected to the connecting member 42 and the support point 32b is indicated by an arrow B in the drawing with the anchor pin 32a as a fulcrum. It will be in the state pushed in the direction (outside direction) shown.

  Each of the pushed brake shoes 32 has an outer peripheral surface having a lining material pressed against the inner wall of the drum 31, and a braking force due to a frictional force is generated between each brake shoe 32 / drum 31. As a matter of course, since this braking force works in the opposite direction to the wheel driving force distributed and transmitted to the vehicle drive shaft 26, the wheel driven in the vehicle traveling direction is braked.

  As described above, the planetary gear speed reduction mechanism 21 provided in the wheel drive unit 20 distributes the power from the electric motor 10 into a plurality of parts, and the operating mechanism 40 included in the braking unit 30 is driven by the distributed power. The braking process can be realized with a simple structure using the power of the electric motor for driving the wheel. Since the structure is simple, the number of parts is small, and an increase in weight due to an increase in the number of components can be suppressed. In addition, since such a configuration can be constructed close to the power transmission shaft of the electric motor 10, so-called unsprung weight can be reduced, and the vehicle drive control suitable for downsizing, weight reduction, and cost reduction is possible. An actuator A1 can be provided.

  In FIG. 2, an anchor pin type drum brake using a leading / treleading shoe is used as an explanatory diagram. For example, an anchor portion for fixing a brake shoe, which is a braking member, is connected to the left and right. It may be a type, or it may be a servo type or a two-reading type.

  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. Hereinafter, modifications of the present invention will be described.

<Modification of First Embodiment>
FIG. 3 shows a modification of the first embodiment. For example, the operating mechanism 40 according to this embodiment includes a counter gear 41 and a cam 44 having a protrusion that can come into contact with the braking member. Configured.

  That is, the counter gear 41 is rotatably supported by the brake unit 30 by the shaft fulcrum 41a. The cam 44 having a protrusion that can come into contact with the braking member has an elliptical shape in which the short axis length is equal to or smaller than the counter gear diameter, and the long axis length is at least larger than the counter gear diameter. Yes. Here, the cam 44 is curved and protrudes left and right (or up and down) with the shaft fulcrum 41a interposed therebetween, and the vertex of the ellipse that can contact the braking member is symmetrical with the shaft gear 41a. It is supported so that it can rotate with rotation.

  By providing such a cam 44 in the operating mechanism 40, each vertex of the ellipse that can contact the braking member that curves and projects in the long axis direction and sliding of each brake shoe 32 in contact with each vertex, Effects equivalent to the effects described in the first embodiment can be realized.

  That is, when the vehicle is running, as in the first embodiment, as shown in FIG. 3A, the ring gear 24 is distributed via the planetary gear reduction mechanism 21 and transmitted. Is rotated in the direction (counterclockwise) indicated by the arrow X in the figure. The counter gear 41 meshed with the ring gear 24 is rotated in the opposite direction (clockwise) to the ring gear 24 with the shaft fulcrum 41a as a fulcrum by the power transmitted via the gear tooth surface provided on the outer peripheral portion. The

  As the counter gear 41 rotates, the cam 44 fixed at a shaft fulcrum common to the shaft fulcrum 41a of the counter gear 41 also rotates in the same direction. Then, symmetric acting forces act on the brake shoes 32 in contact with the cams 44 in the directions indicated by the arrows A in the drawing so as to be symmetrical left and right with the shaft fulcrum 41a interposed therebetween. That is, the right brake shoe 32 slides in the direction indicated by the arrow A in the figure (the inner direction from the right side to the left side) with the anchor pin 32a as a fulcrum, and the left brake shoe 32 also has the anchor pin 32a in the same manner. As a fulcrum, it is slid in the direction indicated by the arrow A in the figure (the inner direction from the left side to the right side).

  While the vehicle is running, the above-described state is maintained (for example, the driving range is limited by a stopper pin or the like), and the braking force is not generated between the brake shoe 32 and the drum 31 but distributed to the vehicle driving shaft 26. The wheel drive is continued by the transmitted power of the electric motor 10.

  Also during braking, the ring gear 24 is distributed via the planetary gear reduction mechanism 21 and transmitted based on the transmitted power of the electric motor 10 as shown in FIG. Then, it rotates in the direction (clockwise) indicated by the arrow Y in the figure. The counter gear 41 meshed with the ring gear 24 is rotated in the opposite direction (counterclockwise) to the ring gear 24 by the power transmitted through the gear tooth surface provided on the outer peripheral portion.

  As the counter gear 41 rotates in the direction opposite to that when the vehicle travels, the cam 44 fixed at the shaft fulcrum common to the shaft fulcrum 41a of the counter gear 41 also rotates in the same direction. Then, each brake shoe 32 that contacts the cam 44 is symmetrical in the direction indicated by the arrow B in the figure by the curved vertex of the ellipse so as to be symmetric with respect to the shaft fulcrum 41a. The acting force will work.

  That is, the right brake shoe 32 is pushed out in the direction indicated by the arrow B in the drawing (the left side to the right side outward) with the anchor and the pin 32a as a fulcrum, and the left brake shoe 32 is similarly anchored. With the pin 32a as a fulcrum, the pin 32a is pushed in the direction indicated by the arrow B in the figure (the outer direction from the right to the left).

  Each brake shoe 32 pushed outward is pressed against the inner wall of the drum 31 by the outer peripheral surface provided with the lining material, and a braking force is generated between each brake shoe 32 / drum 31 by a frictional force. Since this braking force works in the opposite direction to the wheel driving force distributed and transmitted to the vehicle drive shaft 26, the wheel driving in the vehicle traveling direction is braked.

  In this way, the elliptical cam 44 having a protrusion that can come into contact with the braking member is made common (coaxial) with the shaft fulcrum 41a of the counter gear 41, and is rotatably supported. Similar effects can be obtained. And since it is simpler than the action | operation mechanism 40 with which 1st Embodiment is provided, and there are few number of parts, the contribution to weight reduction, reduction of a number of parts, and cost reduction is more effective.

<Second Embodiment>
Next, a second embodiment of the present invention will be described with reference to the drawings described in FIGS. 4 and 5. In the second embodiment, the configuration form of the braking unit 30 and the configuration form of the operating mechanism 40 are different from those of the first embodiment, and the others are the same, so this difference will be mainly described.

  FIG. 4 is a schematic configuration diagram showing the vehicle drive control actuator A1 in the second embodiment, which is a state in which the state mounted on the left rear wheel of the vehicle is viewed from the front (vehicle traveling direction).

  The braking unit 30 constitutes a disc-type brake that operates a brake pad as a braking member. The disk 34 connected and fixed to the vehicle drive shaft 26 is pressed and clamped by pads (35a, 35b) disposed on the left and right sides, so that the wheel drive force distributed and transmitted to the vehicle drive shaft 26 is reduced. The braking force. Each pad (35a, 35b) is supported and fixed to a spline shaft 45a and a connecting member 46 connected to the spline shaft 45b by connecting members (36a, 36b).

  The operating mechanism 40 includes a counter gear 41, helical spline shafts (45a, 45b), and a connecting member 46. Here, the counter gear 41 is supported so as to be rotatable with respect to the helical spline shafts (45a, 45b). The helical spline shaft 45a is connected to the connecting member 36a and is supported so as to be rotatable. The helical spline shaft 45b is connected to a connecting member 46 having a U-shaped cross section and is rotatably supported. And the helical groove cut | disconnected by each helical spline shaft is formed so that it may become reverse direction mutually. That is, the helical spline shafts (45a, 45b) are constructed as a linear motion mechanism having a conversion function as a linear motion that operates the counter gear 41 in directions opposite to each other.

  Next, in the second embodiment having the above-described configuration, the operation of each unit during vehicle travel and braking will be described with reference to FIG. FIG. 5 shows an operation explanatory diagram of the vehicle drive control actuator A1 in the second embodiment. FIG. 5 (a) shows the operation of the operation mechanism 40 during vehicle travel, and FIG. 5 (b) shows the operation. The operation of the operating mechanism 40 during braking is shown.

  When the vehicle travels, the ring gear 24 is indicated by an arrow X in FIG. 2A based on the power of the electric motor 10 distributed and transmitted via the planetary gear reduction mechanism 21 as in the first embodiment. It rotates in the direction (counterclockwise). The counter gear 41 meshed with the ring gear 24 is opposite to the ring gear 24 as indicated by an arrow X in FIG. 5A due to power transmitted through a gear tooth surface provided on the outer peripheral portion. (Clockwise: downward arrow in the figure).

  Along with the rotation of the counter gear 41, the helical spline shaft 45a provided on the left side of the counter gear 41 is drawn and rotated in the direction indicated by the arrow A in the drawing (the direction from the left side to the right side). The helical spline shaft 45b provided on the right side is also drawn and rotated in the direction indicated by the arrow A in the drawing (the direction from the right side to the left side).

  Then, the pad 35a and the connecting member 36a connected to the helical spline shaft 45a also operate in the direction of movement of the shaft 45a. Similarly, the pad 35b and the connecting member 36b connected to the helical spline shaft 45b via the connecting member 46 operate in the same direction as the rotational direction of the shaft 45b. That is, the pads (35a, 35b) disposed on the left and right of the disk 34 connected and fixed to the vehicle drive shaft 26 operate in a direction away from the disk 34 (release direction).

  While the vehicle is running, the above-described state is maintained (for example, the drive range is limited by a stopper pin or the like), and a braking force is not generated between the disk 34 and each pad (35a, 35b). The wheel drive is continued by the power of the electric motor 10 distributed / transmitted to 26.

  On the other hand, during braking, the ring gear 24 is based on the power of the electric motor 10 distributed and transmitted via the planetary gear reduction mechanism 21 as in the first embodiment, and the arrow Y in FIG. Rotate in the direction indicated by (clockwise). The counter gear 41 meshed with the ring gear 24 is opposite to the ring gear 24 as indicated by an arrow Y in FIG. 5B by the power transmitted through the gear tooth surface provided on the outer peripheral portion. (Counterclockwise: upward arrow in the figure).

  Along with the rotation of the counter gear 41, the helical spline shaft 45a provided on the left side of the counter gear 41 is pushed and rotated in the direction indicated by the arrow B in the figure (the direction from the right side to the left side). Similarly, the helical spline shaft 45b provided on the left side is also pushed and rotated in the direction indicated by the arrow B in the drawing (the direction from the left side to the right side).

  The pad 35a and the connecting material 36a connected to the helical spline shaft 45a are also operated in the direction of rotation of the shaft 45a and connected to the pad 35b connected to the helical spline shaft 45b via the connecting material 46. Similarly, 36b operates in the same direction as the rotational direction of the shaft 45b, and pads (35a, 35b) disposed on the left and right of the disk 34 connected and fixed to the vehicle drive shaft 26 mutually attach the disk 34 to each other. It will operate in the direction of clamping and pressing (fastening direction).

  A braking force due to a frictional force is generated between each pad (35a, 35b) that presses the disk 34 with the disk 34 interposed therebetween and between the disk 34 sandwiched between each pad (35a, 35b). . Since this braking force works in the opposite direction to the wheel driving force distributed and transmitted to the vehicle drive shaft 26, the wheel driving in the vehicle traveling direction is braked.

  As described above, in the second embodiment, the counter gear 41 that meshes and rotates with the ring gear 24 and the helical mechanism that is configured as a linear motion mechanism that converts the rotation of the counter gear 41 into linear motions in opposite directions. The actuating mechanism 40 is provided with spline shafts (45a, 45b) and a connecting member 46, so that it is a braking member by the power of the counter gear 41 that rotates in the reverse direction as the ring gear 24 rotates. The vehicle drive control actuator A1 that operates each pad (35a, 35b) and can also be applied to a disc brake can be realized.

  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. For example, the first, second, and modified embodiments described above are driven by the power distributed by the planetary gear reduction mechanism 21, but other power distribution mechanisms may naturally be used. This is because the effect of the present invention is not due to the configuration of such a power distribution mechanism.

1 is a schematic configuration diagram illustrating a vehicle drive control actuator A1 according to a first embodiment, and is a view of a state mounted on a left rear wheel of a vehicle as viewed from the front (vehicle traveling direction). FIG. 2 is a schematic view of the vehicle drive control actuator A1 shown in FIG. 1 as viewed from the direction of the arrow A in FIG. 2. FIG. 2 (a) shows the ring gear 24 and the counter when the vehicle travels. FIG. 2B is an explanatory view showing the operation of the ring gear 24 and the operation mechanism 40 during braking, with respect to the operation of the operation mechanism 40 including the gear 41. It is drawing which shows the modification regarding 1st Embodiment. The schematic block diagram which shows actuator A1 for vehicle drive control in 2nd Embodiment is shown, and it is drawing which looked at the state mounted in the left rear wheel of the vehicle from the front (vehicle advancing direction). FIG. 5 (a) shows the operation of the operation mechanism 40 during vehicle travel, and FIG. 5 (b) shows the operation during braking. FIG. 5 (a) shows the operation explanatory diagram of the vehicle drive control actuator A1 in the second embodiment. The operation of mechanism 40 is shown.

Explanation of symbols

A1: Vehicle drive actuator 1: Hub stay 10: Electric motor 11: Motor stator 12: Motor rotor 20: Wheel drive unit 21: Planetary gear reduction mechanism 22: Sun gear 23: Planetary gear 24: Ring gear 25: Planetary carrier, 26: Vehicle drive shaft 30: Braking unit, 31: Drum, 32: Brake shoe, 32a: Anchor pin, 32b: Support point, 33: Return spring, 34: Disc, 35a, b: Pad 36a, b: connecting member 40: operating mechanism, 41: counter gear, 41a: shaft fulcrum, 42, 43: connecting member,
43a, b: support point, 44: cam, 45a, b: helical spline shaft, 46: connecting material

Claims (11)

A vehicle drive control actuator comprising: an electric motor; a wheel drive unit that transmits the rotation of the electric motor to an axle to rotate the wheel; and a braking member that applies a braking force to the wheel,
The vehicle drive unit includes a power distribution mechanism capable of distributing power from the electric motor to a plurality of units,
The braking member is configured to be operated by power distributed through the power distribution mechanism.
An actuator for vehicle drive control characterized by the above. The power distribution mechanism is constituted by a planetary gear mechanism capable of decelerating the rotation of the electric motor and transmitting it to the axle and distributing power.
The vehicle drive control actuator according to claim 1. An operating mechanism provided between the planetary gear mechanism and the braking member, and operating the power distributed through the planetary gear mechanism to the braking member;
The vehicle drive control actuator according to claim 2. The planetary gear mechanism is configured to input rotation of the electric motor to a sun gear, output rotation from a planetary carrier to the axle, and output power from a ring gear to the operating mechanism.
The vehicle drive control actuator according to claim 3. The actuating mechanism includes a counter gear that meshes with the ring gear and rotates, and a pair of connecting members that are rotatably fixed to the counter gear on one end side and the brake member on the other end side, respectively.
The vehicle drive control actuator according to claim 4. The actuating mechanism includes a counter gear that meshes with and rotates with the ring gear, and a cam member that is fixed so as to be rotatable coaxially with the counter gear and has a protrusion that can contact the braking member.
The vehicle drive control actuator according to claim 4. The operating mechanism includes a counter gear that meshes with the ring gear and rotates, and a linear motion mechanism that converts the rotation of the counter gear into a linear motion to operate the braking member.
The vehicle drive control actuator according to claim 4. An operating mechanism provided between the power distribution mechanism and the braking member, and operating the power distributed via the power distribution mechanism to the braking member;
The vehicle drive control actuator according to claim 1. The actuating mechanism includes a counter gear that is rotated by the output of the power distribution mechanism, and a pair of connecting members that are fixed to the counter gear on one end side and pivotally fixed to the brake member on the other end side, respectively.
The vehicle drive control actuator according to claim 8. The actuating mechanism includes a counter gear that meshes with the ring gear and is rotatable, and a cam member that is fixed so as to be rotatable coaxially with the counter gear and has a protrusion that can contact the braking member. ,
The vehicle drive control actuator according to claim 8. The operating mechanism includes a counter gear that meshes with the ring gear and rotates, and a linear motion mechanism that converts the rotation of the counter gear into a linear motion to operate the braking member.
The vehicle drive control actuator according to claim 8.

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