JP2020128134A - Vehicular power device and bearing device for wheel with electricity generator - Google Patents

Abstract

To provide a vehicular power device that can prevent an electric motor arranged for supplementing power from rather becoming resistance to rotation of a wheel in a high speed area, and can be mounted on a vehicle without re-modeling an automobile fixing member, and a bearing device for a wheel with an electricity generator.SOLUTION: A vehicular power device 1 comprises a vehicular bearing 2 and an electric motor 3 having a rotor 18 and a stator 19. The rotor 18 is supported coaxially with an inner ring 7. The device further comprises a clutch 20 that switches the rotor 18 between a connection state of rotation transmission to the inner ring 7 and a disconnection state thereof. The whole range exclusive of a part protruding in a shaft direction more than an outboard side of a hub flange 7aa in the bearing 2 for a wheel, the rotor 18, the stator 19, the clutch 20 and a disc part 12b contacting a friction pad 16a in a brake rotor 12 are arranged in a shaft directional range L1 between the hub flange 7aa and an outboard side of a knuckle 14.SELECTED DRAWING: Figure 1

Description

The present invention provides a power unit and a generator for a vehicle, which is provided separately from a motor, an internal combustion engine, or a hybrid-type main drive source combining these in a vehicle such as front-wheel drive or rear-wheel drive, to improve vehicle performance. The present invention relates to a bearing device for an attached wheel.

A vehicle power plant incorporating a motor inside a wheel is provided with a wheel bearing that supports the wheel and a motor that drives and regenerates the wheel, and is driven by the vehicle, regenerated during deceleration, and controlled by the torque of each wheel. There are many advantages such as posture stabilization. In a conventional vehicle power plant, it has been proposed to mount a clutch and a speed reducer in order to exert motor performance while maintaining a compact size (Patent Documents 1 and 2).

FIG. 15 is a sectional view of a vehicle power unit equipped with a conventional traveling motor with a power generation function.
The vehicle power unit equipped with the traveling motor with a power generation function is housed within the inner circumference of the brake rotor 60. A motor stator core 64 is fixed to a knuckle 61, which is an automobile fixing member, via a wheel bearing outer ring 62 and a motor stator fixing member 63. A motor winding coil 65 for passing an electric current to generate a magnetic force is wound around the motor stator core 64.

A motor rotor case 67 and a motor rotor 68 are attached to the wheel bearing flange 66, and the motor rotor case 67 and the motor rotor 68 rotate around the motor stator core 64. The motor 70 integrated with the wheel bearing 69 drives and regenerates in accordance with the running state of the vehicle.

JP, 2005-190566, A Japanese Patent No. 5690153

In the conventional vehicle power unit, since the motor 70 is housed within the inner circumference of the brake rotor 60, the size is small, and it is difficult to obtain high output and high torque. Further, it is generally difficult to design a motor 70 having a constant output from a low speed to a high speed range, the output is reduced in the high speed range, and the motor 70 becomes a rotational resistance of wheels. As the rotation speed of the motor 70 increases, the counter electromotive voltage generated in the motor 70 increases, making it difficult to operate the motor 70. That is, in the high speed range, the wheel rotates against the rotation resistance, which is the drag torque of the motor 70, while the motor 70 cannot operate.

Conventionally, in order to overcome these drawbacks, reduction gears have been introduced with the aim of achieving high torque, or motors have been disengaged in the high speed range by a clutch with the aim of reducing rotational resistance in the high speed range. However, the addition of the speed reducer or the clutch increases the axial length of the vehicle power unit in the wheel axis direction, and therefore, when the vehicle power unit is mounted on a vehicle, the knuckle 61 needs to be modified.

In the conventional vehicle power unit, the clutch is connected in series with the wheel bearing and the motor in the axial direction of the wheel, so that the vehicle power unit extends in the axial direction of the wheel, and it is difficult to install without modifying the knuckle. It was

An object of the present invention is to prevent a motor provided for power assistance from becoming a rotation resistance of a wheel in a high speed range, and to mount it on a vehicle without modifying an automobile fixing member. It is to provide a device.
Another object of the present invention is to increase the back electromotive force generated in the generator in the high speed range, prevent the wheel from rotating against the rotational resistance that is drag torque generated by the generator, and modify the automobile fixing member. The purpose of the present invention is to provide a bearing device for a wheel with a generator, which can be mounted on a vehicle without the need.

The vehicle power plant of the present invention has a fixed wheel and a rotating wheel rotatably supported on the fixed wheel via rolling elements, and the wheel and brake rotor of the vehicle are mounted on a hub flange provided on the rotating wheel. Wheel bearings that can be mounted,
A power unit for a vehicle, comprising: a rotor; and an electric motor having a stator attached to the fixed wheel,
The rotor is coaxially supported by the rotating wheel,
A clutch that switches the rotor to a rotation transmission connection state and a disconnection state with respect to the rotating wheel;
The whole of the wheel bearing except the portion of the hub flange that projects in the axial direction from the outboard side surface, the rotor, the stator, the clutch, and the contacted portion that comes into contact with the friction material in the brake rotor. Are installed in the axial range between the hub flange and the outboard side surface of the undercarriage frame component in the vehicle.

With this configuration, the driving performance of the vehicle can be improved by driving the electric motor according to the running state of the vehicle and the like. When the vehicle is operating at a low speed, the clutch is used to connect the rotor to the rotation wheel so that the rotor transmits rotation, so that the electric motor assists or regenerates the wheel. Conversely, during high-speed operation, the rotation resistance of the electric motor can be eliminated by turning off the rotor with respect to the rotating wheels by the clutch.

Since almost all of the wheel bearings, the rotor, the stator, the clutch, and the contacted parts of the brake rotor are installed in the axial range of the hub flange and the outboard side surface of the undercarriage frame component, The power plant can be mounted on a vehicle without modification of the undercarriage frame parts that are the vehicle fixing members. As described above, the vehicle power unit including the electric motor and the clutch can be mounted on the vehicle without major modification of the vehicle body, which contributes to reduction of fuel consumption of the vehicle and improvement of vehicle power performance.

A brake caliper having a brake, the brake rotor including a cylindrical portion and a disk portion that is the contacted portion that extends outward from an inboard side opening end of the cylindrical portion, and the friction material that sandwiches the disk portion. And a disc brake having
The stator is attached to the fixed wheel via a base member, the rotor is rotatably supported by the base member, and the clutch is installed between the rotor and the brake rotor.
The disc portion, the brake caliper, the stator, the rotor, and the clutch may be installed in an axial range between the hub flange and the outboard side surface of the undercarriage frame component.

According to this structure, in the wheel equipped with the disc brake type brake, the stator is attached to the base member, the rotor is rotatably supported on the base member, and the clutch is installed between the rotor and the brake rotor. The rotor can be turned off at the desired timing with respect to the rotating wheel. In addition, the disk part, brake caliper, stator, rotor and clutch are installed in the axial range between the hub flange and the outboard side of the undercarriage frame parts, so the vehicle power unit can be used without modification of the undercarriage frame parts. It can be mounted on a vehicle.

The disc portion, the brake caliper, the stator, the rotor, and the clutch may be arranged on a concentric circle around the axle. In this case, the components do not interfere with each other in the axial direction, and the installation of the brake caliper is not hindered by the installation of the electric motor and the clutch.

An actuator that operates the clutch may be supported by the base member. In this case, the actuator can be supported by using the base member that supports the electric motor. With this actuator, it is possible to reliably switch between connecting and disconnecting the clutch according to the vehicle speed and the like.

The fixed ring and the base member may be integrally formed of the same material. In this case, the fixed ring and the base member are integrally formed, that is, by molding from a single material instead of combining a plurality of elements, for example, by machining or forging to reduce the number of parts, The structure can be simplified. As a result, the number of assembling steps can be reduced.

The stator is attached to the fixed ring via a base member, and the rotor is rotatably supported by the base member;
The brake includes a cylindrical portion and the brake rotor including a cylindrical drum portion provided on an inner peripheral side portion of the cylindrical portion, and the friction material that is installed on the base member and is in contact with a peripheral surface of the drum portion. It is a drum brake with a certain brake shoe,
The drum portion, the brake shoe, the stator, the rotor, and the clutch may be installed in an axial range between the hub flange and the outboard side surface of the undercarriage frame component.

According to this configuration, in the wheel provided with the drum brake type brake, the drum portion, the brake shoes, the stator, the rotor, and the clutch are installed in the axial range between the hub flange and the outboard side surface of the chassis frame component. The vehicle power unit can be mounted on a vehicle without modifying the chassis frame parts.

The drum portion, the brake shoe, the stator, the rotor, and the clutch may be arranged on a concentric circle around the axle. In this case, the components do not interfere with each other in the axial direction, and the installation of the electric motor and the clutch does not hinder the installation of the drum brake.

The clutch may be a friction clutch including a friction plate provided on a rotating body that rotates together with the rotary wheel, and a clutch member that generates a frictional force by being pressed against the friction plate. In this case, it is possible to bring the rotor into a connected state in which rotation can be transmitted to the rotating wheel by the frictional force generated by pressing the clutch member against the friction plate. On the contrary, when the clutch member is separated from the friction plate, it can be switched to the disengaged state.

The clutch may be a multi-plate clutch. In this case, the frictional force increases and a larger transmission torque can be obtained.

The clutch may be a reverse centrifugal clutch that is in the engaged state when the vehicle is in the low speed range and is in the disengaged state when the vehicle is in the high speed range. In this case, since the connection state and the disconnection state are automatically switched according to the rotation speed, a mechanism for externally operating the clutch such as an actuator is not required. Therefore, the structure can be simplified and the cost can be reduced.

The bearing device for a wheel with a generator of the present invention has a fixed wheel and a rotating wheel rotatably supported on the fixed wheel via rolling elements, and a wheel flange of a vehicle is attached to a hub flange provided on the rotating wheel. A wheel bearing to which the brake rotor is attached,
In a bearing device for a wheel with a generator including a rotor and a generator having a stator attached to the fixed wheel,
The rotor is coaxially supported by the rotating wheel,
A clutch that switches the rotor to a rotation transmission connection state and a disconnection state with respect to the rotating wheel;
The whole of the wheel bearing except the portion of the hub flange that projects in the axial direction from the outboard side surface, the rotor, the stator, the clutch, and the contacted portion that comes into contact with the friction material in the brake rotor. Are installed in the axial range between the hub flange and the outboard side surface of the undercarriage frame component in the vehicle.

According to this configuration, the driving performance of the vehicle can be improved by driving the generator according to the running state of the vehicle and the like. When the vehicle is running at low speed, the clutch causes the rotor to connect to the rotating wheels for transmission of rotation, whereby the generator regenerates. As the rotation speed of the generator increases, the counter electromotive voltage generated in the generator increases, making it difficult to operate the generator. In other words, in the high speed range, the wheel rotates against the rotation resistance that is the drag torque generated by the generator in a state where the generator cannot operate. Therefore, if the generator cannot operate, it is an effective means to eliminate the rotation resistance alone. In the high speed range, the rotation resistance of the generator can be eliminated by turning off the rotor with respect to the rotating wheel by the clutch.

In particular, since substantially the entire bearing for wheels, the rotor, the stator, the clutch, and the contacted portion of the brake rotor are installed in the axial range of the hub flange and the outboard side surface of the chassis frame component, The bearing device for a wheel with a generator can be mounted on a vehicle without modification of the undercarriage frame component that is the automobile fixing member. In this manner, the generator-equipped wheel bearing device including the generator and the clutch can be mounted on the vehicle without major modification of the vehicle body, which contributes to a reduction in fuel consumption of the vehicle.

The vehicle power plant of the present invention has a fixed wheel and a rotating wheel rotatably supported on the fixed wheel via rolling elements, and the wheel and brake rotor of the vehicle are mounted on a hub flange provided on the rotating wheel. A vehicle power plant comprising a wheel bearing to be mounted, a rotor, and an electric motor having a stator mounted to the fixed wheel, wherein the rotor is coaxially supported by the rotary wheel. With respect to the entire rotor, including a clutch that switches the rotor between a connection state and a disconnection state for rotation transmission, in the wheel bearing, excluding a portion that projects in the axial direction from the outboard side surface of the hub flange, and the rotor, The stator, the clutch, and the contacted portion that comes into contact with the friction material of the brake rotor are installed in the axial range between the hub flange and the outboard side surface of the undercarriage frame component in the vehicle. For this reason, it is possible to prevent the electric motor provided for power assistance from becoming a rotational resistance of the wheels in the high speed range, and it is possible to attach the electric motor to the vehicle without modifying the automobile fixing member.

The bearing device for a wheel with a generator of the present invention has a fixed wheel and a rotating wheel rotatably supported on the fixed wheel via rolling elements, and a wheel flange of the vehicle is attached to a hub flange provided on the rotating wheel. In a wheel bearing device with a generator comprising a wheel bearing to which a brake rotor is attached, a rotor, and a generator having a stator attached to the fixed wheel, the rotor is coaxially supported by the rotating wheel. And a clutch for switching the rotor to a connection state and a disconnection state of rotation transmission with respect to the rotating wheel, and except for a portion of the bearing for the wheel that protrudes in the axial direction from the outboard side surface of the hub flange, The rotor, the stator, the clutch, and the contacted portion that comes into contact with the friction material of the brake rotor are installed in the axial range of the hub flange and the outboard side surface of the undercarriage frame component of the vehicle. Was done. For this reason, the counter electromotive voltage generated in the generator increases in the high-speed range, the wheels can be prevented from rotating against the rotational resistance that is the drag torque generated by the generator, and the wheels can be attached to the vehicle without modification of the automobile fixing member. It becomes possible.

1 is a cross-sectional view showing a configuration of a vehicle power plant according to a first embodiment of the present invention and its surroundings. FIG. 3 is a side view of the vehicle power unit and the like seen from the inboard side. FIG. 3 is a partially enlarged cross-sectional view of the main parts of the vehicle power unit. FIG. 13 A cross-sectional view of a vehicle power plant etc. according to another embodiment of the present invention. FIG. 3 is a side view of the vehicle power unit and the like seen from the inboard side. FIG. 3 is a partially enlarged cross-sectional view of the main parts of the vehicle power unit. FIG. 33 A cross-sectional view of a vehicle power plant etc. according to still another embodiment of the present invention. FIG. 3 is a side view of the vehicle power unit and the like seen from the inboard side. FIG. 33 A cross-sectional view of a vehicle power plant etc. according to still another embodiment of the present invention. FIG. 3 is a side view of the vehicle power unit and the like seen from the inboard side. FIG. 33 A cross-sectional view of a vehicle power plant etc. according to still another embodiment of the present invention. FIG. 3 is a block diagram showing a conceptual configuration of a vehicle system using any of the vehicle power units. FIG. 3 is a power supply system diagram showing an example of a vehicle equipped with the vehicle system. It is explanatory drawing of the concept of the system for other vehicles using the same power unit for vehicles. It is a sectional view of a conventional vehicle power unit.

[First Embodiment]
A vehicle power unit according to an embodiment of the present invention will be described with reference to FIGS. 1 to 3.
As shown in FIG. 1, the vehicle power plant 1 includes a wheel bearing 2, an electric motor 3, and an actuator clutch 4.

<Wheel bearing 2>
The wheel bearing 2 includes an outer ring 5 that is a fixed wheel, a double row rolling element 6, and an inner ring 7 that is a rotating wheel. An inner ring 7 is rotatably supported on the outer ring 5 via double-row rolling elements 6. Grease is filled in the bearing space between the outer ring 5 and the inner ring 7. The inner ring 7 has a hub ring 7a and a partial inner ring 7b fitted to the outer peripheral surface of the hub ring 7a on the inboard side. The hub wheel 7 a has a hub flange 7 aa at a location that projects more toward the outboard side in the axial direction than the outer ring 5.

A wheel 11 of the wheel 10, a brake rotor 12, and an outer rotor case 13, which will be described later, are attached to the outboard side surface of the hub flange 7aa by a hub bolt Hb in an axially overlapping state. Tires (not shown) are attached to the outer periphery of the wheel 11.
In this specification, the side closer to the outer side in the vehicle width direction of the vehicle when the vehicle power unit 1 is mounted on the vehicle is called the outboard side, and the side closer to the center in the vehicle width direction of the vehicle is the inboard side. Call it the board side.

<About brake 17>
1 is a sectional view taken along line II of FIG. As shown in FIGS. 1 and 2, the brake 17 is a disc brake including a disc-type brake rotor 12 and a brake caliper 16. The brake rotor 12 has a cylindrical portion 12a and a disc portion 12b which is a contacted portion. The cylindrical portion 12a has a flat plate portion 12aa and an outer peripheral portion 12ab. The flat plate portion 12aa is an annular flat plate member that overlaps the hub flange 7aa with the outer rotor case 13 interposed therebetween. The outer peripheral portion 12ab extends in a cylindrical shape from the outer peripheral edge of the flat plate portion 12aa toward the inboard side. The disk portion 12b extends outward from the inboard side opening end of the outer peripheral portion 12ab.

The brake caliper 16 has a friction pad 16a which is a friction material for sandwiching the disc portion 12b. The brake caliper 16 is attached to the knuckle 14, which is an undercarriage frame component of the vehicle. The brake caliper 16 may be either a hydraulic type or a mechanical type, and may be an electric motor type.

<About electric motor 3>
As shown in FIG. 1 and FIG. 3, the electric motor 3 is a traveling-assist motor/generator that is capable of rotating the wheels 10 to generate electric power and being driven to rotate the wheels 10. The electric motor 3 has an outer rotor case 13, an inner rotor case 15, a rotor 18, and a stator 19. The outer rotor case 13 is attached to the hub flange 7aa and covers the inner rotor case 15, the rotor 18, the stator 19, and the like. The electric motor 3 is an outer rotor type in which the rotor 18 is located radially outward of the stator 19. Further, the rotor 18 of the electric motor 3 is of a direct drive type which is attached to the inner ring 7 which is a rotating wheel via the clutch 20 and the like. The outer rotor case 13, the inner rotor case 15, the rotor 18, and the stator 19 have a smaller diameter than the cylindrical portion 12 a of the brake rotor 12.

The electric motor 3 is an outer rotor type IPM (Interior Permanent Magnet) synchronous motor (or an IPMSM (Interior Permanent Magnet Synchronous Motor)). Alternatively, an SPM (Surface Permanent Magnet) synchronous motor may be used. In addition, as the electric motor 3, various types such as a switched reluctance motor (abbreviation: SR motor) and an induction motor (abbreviation: IM) can be adopted. In each motor type, distributed winding and concentrated winding can be adopted as the winding method of the stator 19.

The outer rotor case 13 has a bottomed cylindrical shape, and has a flat plate-shaped and annular case bottom portion 13a, and a case cylindrical portion 13b extending from the outer peripheral edge portion of the case bottom portion 13a to the inboard side in a cylindrical shape. The case bottom portion 13a and the case cylindrical portion 13b are formed integrally or separately. The case bottom portion 13a is sandwiched between the flat plate portion 12aa of the brake rotor 12 and the hub flange 7aa.

The stator 19 is fixed to the outer peripheral surface of the outer ring 5 via a stator fixing member 21 which is a base member. The stator fixing member 21 has an inboard-side first divided structure 21a and an outboard-side second divided structure 21b that are axially divided from each other. The first divided structural body 21a is fixed to the knuckle 14 and also fitted and fixed to the inboard side portion of the outer peripheral surface of the outer ring 5. A vehicle body mounting flange 21aa protruding radially outward is provided on the outer peripheral surface of the first divided structure 21a on the outboard side. The vehicle body taking flange 21aa is fastened to the knuckle 14 with a bolt. The second divided structure 21b is fitted and fixed to the outboard side portion of the outer peripheral surface of the outer ring 5.

An annular recess that is recessed radially outward is formed on the inner peripheral surface of the first divided structure 21a, and the annular recess is press-fitted to the inboard side portion of the outer peripheral surface of the outer ring 5. The inboard-side end surface of the outer ring 5 abuts on a step portion that forms a part of the annular recess in the first divided structure 21a. In addition, an annular recess that is recessed radially outward is formed on the inner peripheral surface of the second divided structural body 21b, and the annular recess is press-fitted to the outboard side portion of the outer peripheral surface of the outer ring 5. The outboard side end surface of the outer ring 5 abuts on a step portion that forms a part of the annular recess in the second divided structure 21b. That is, both end surfaces of the outer ring 5 are sandwiched by the first and second divided structures 21a and 21b.

Furthermore, the first and second divided structures 21a and 21b are arranged such that the end faces in the axial direction contact each other in a butt shape. The stator core 19a of the stator 19 is fixed to the outer peripheral surfaces of the first and second divided structures 21a and 21b. The stator 19 has the stator core 19a and a winding coil 19b for passing an electric current to generate a magnetic force. The stator core 19a is made of, for example, an electromagnetic steel plate, a dust core, or an amorphous alloy. The winding coil 19b is wound around each tooth of the stator core 19a.

The inner rotor case 15 is rotatably supported by the first divided structural body 21 a via a rolling bearing 22. Specifically, a substantially cylindrical bearing support member 23 protruding in the axial direction is fixed to the outboard side end surface of the vehicle body mounting flange 21aa of the first divided structure 21a. The bearing support member 23 is arranged coaxially with the wheel bearing inner ring 7. An annular recess, which is recessed radially inward, is formed on the outer peripheral surface of the bearing support member 23, and the inner ring of the rolling bearing 22 is fitted and fixed in the annular recess. The rolling bearing 22 has an inner ring that is a fixed ring, an outer ring that is a rotating wheel, and rolling elements interposed between the inner and outer rings. As the rolling bearing 22, a deep groove ball bearing is applied in this example.

The inner rotor case 15 is supported on the outer peripheral surface and one end surface of the outer ring of the rolling bearing 22. The inner rotor case 15 is made of, for example, a soft magnetic material, and has a substantially cylindrical shape coaxial with the inner ring 7. On the inner peripheral surface of the inner rotor case 15 on the inboard side, an annular recess that is recessed radially outward, and an annular relief portion that is connected to the annular recess and is formed with an axial gap from the inner ring end surface are formed. ing. The annular recess of the inner rotor case 15 is fitted and fixed to the outer peripheral surface of the outer ring of the rolling bearing 22, and the inner rotor case 15 is arranged coaxially with the wheel bearing inner ring 7. On the inner peripheral surface of the inner rotor case 15, a rotor 18 composed of a plurality of circumferentially-oriented permanent magnets is provided. The rotor 18 is also arranged coaxially with the wheel bearing inner ring 7.

<About the clutch 20>
The actuator-equipped clutch 4 includes a clutch 20 and an actuator 24 that drives the clutch 20. The clutch 20 switches between a connected state and a disconnected state in which the rotor 18 can be rotationally transmitted to the inner ring 7. The clutch 20 is installed between the inner peripheral surface of the case cylindrical portion 13 b of the outer rotor case 13 and the outer peripheral surface of the inner rotor case 15. The clutch 20 is a friction clutch including friction plates 25 and 26 and a clutch member 27.

The outer and inner rotor cases 13 and 15 are rotating bodies that rotate together with the wheel bearing inner ring 7, and the outer rotor case 13 and the inner rotor case 15, which are the rotating bodies, are provided with friction plates 25 and 26, respectively. That is, on the inner peripheral surface of the case cylindrical portion 13b of the outer rotor case 13, there is fixed a circular friction plate 25 having a tapered shape whose inner periphery becomes smaller toward the outboard side. On the outer peripheral surface of the inner rotor case 15, a friction plate 26 having an annular shape and a tapered shape whose outer periphery becomes larger toward the outboard side is fixed. The friction plates 25, 26 are arranged so as to face each other in the radial direction.

The clutch member 27 generates a frictional force by being pressed against the friction plates 25 and 26 by the driving of the actuator 24 which is directly moved. The clutch member 27 has a ring shape having a conical cross section whose diameter decreases toward the outboard side. Further, the inclination of the cone of the clutch member 27 and the inclination of the tapered friction plates 25 and 26 are set to match. The clutch member 27 is rotatably supported by the actuator 24 via a rolling bearing 28.

The actuator bodies of the plurality of actuators 24 are mounted on the inboard side surface of the vehicle body mounting flange 21aa. The vehicle body mounting flange 21aa is formed with an insertion hole into which a rod portion protruding from the actuator body of the actuator 24 is inserted, and an annular bearing support member 29 is provided at the tip of each rod portion. The bearing support member 29 is arranged coaxially with the wheel bearing inner ring 7. An annular recess, which is recessed radially inward, is formed on the outer peripheral surface of the bearing support member 29, and the inner ring of the rolling bearing 28 is fitted and fixed in the annular recess.

The rolling bearing 28 has an inner ring that is a fixed ring, an outer ring that is a rotating ring, and rolling elements interposed between the inner and outer rings. As the rolling bearing 28, a deep groove ball bearing is applied in this example. A clutch member 27 is supported on the outer peripheral surface and one end surface of the outer ring of the rolling bearing 28. The base end portion of the clutch member 27 is provided with a fitted portion to which the outer peripheral surface of the outer ring of the rolling bearing 28 is fitted and fixed. By driving the plurality of actuators 24 in synchronization, the conical portions of the clutch member 27 are pressed against the opposing circumferential surfaces of the friction plates 25 and 26 having a tapered shape, thereby generating a frictional force.

As a result, the outer rotor case 13 and the inner rotor case 15 are connected (the clutch 20 is in the connected state). For example, when the vehicle is operating at a low speed, the clutch 20 is engaged so that the electric motor 3 assists or regenerates the wheels 10. On the contrary, when each actuator 24 separates the conical portion of the clutch member 27 from the opposing circumferential surfaces of the friction plates 25 and 26, the outer rotor case 13 and the inner rotor case 15 are separated (the clutch 20 is in the disengaged state). .. For example, the rotation resistance of the electric motor 3 is eliminated by disengaging the clutch 20 during high speed operation of the automobile.

The wheel bearing 2, the stator 19, the rotor 18, the clutch 20, the disk portion 12b and the brake caliper 16 are arranged on a concentric circle at substantially the same position (around the axle) in the axial direction of the wheel shaft. Further, in the wheel bearing 2, the entire hub flange 7aa except the portion projecting in the axial direction from the side of the outboard, the stator 19, the rotor 18, the clutch 20, the disk portion 12b and the brake caliper 16 are the hub. It is installed in the axial range L1 between the outboard side surface of the flange 7aa and the outboard side surface of the knuckle 14. Further, the outer rotor case 13, the clutch 20, the inner rotor case 15, the rotor 18, the stator 19 and the like are arranged radially inward of the cylindrical portion 12a of the brake rotor 12.

<About seal structure>
A seal member SL that prevents water and foreign matter from entering the inside of the clutch 20, the electric motor 3, and the wheel bearing 2 between the inner peripheral surface of the outer rotor case 13 on the inboard side and the outer peripheral surface of the vehicle body mounting flange 21aa. Are arranged.

<About the rotation detector 31>
The vehicle power unit 1 is provided with a rotation detector 31. The rotation detector 31 connects the clutch 20 during low speed operation to control the rotation of the electric motor 3 for travel assistance, and disengages the clutch 20 during high speed operation. Therefore, the rotation angle or rotation speed of the inner ring 7 with respect to the outer ring 5 is controlled. To detect. The rotation detector 31 has a detected part 31a attached to the detected part holding member and the like, and a sensor part 31b for detecting the detected part 31a. A sensor portion 31b is fixed to the inner peripheral surface of the stator fixing member 21 on the inboard side via a sensor fixing member 32. A resolver, for example, is applied as the rotation detector 31. The rotation detector 31 is not limited to a resolver, and may be an encoder, a pulser ring, a hall sensor, or any other type.

<Effect>
According to the vehicle power unit 1 described above, the driving performance of the vehicle can be improved by driving the electric motor 3 according to the running state of the vehicle and the like. When the ECU or the like of the vehicle determines that the vehicle is operating at a low speed based on the detection signal from the rotation detector 31, the clutch 20 puts the rotor 18 in the rotation transmission connection state with respect to the inner wheel 7, so that the electric motor 3 assists the drive of the wheel 10. Or regenerate. On the contrary, during high-speed operation, the rotation resistance can be eliminated by the electric motor 3 by disengaging the rotor 18 from the inner ring 7 by the clutch 20.

In the wheel bearing 2, the whole of the hub flange 7aa excluding the portion projecting in the axial direction from the side of the outboard, the stator 19, the rotor 18, the clutch 20, the disc portion 12b, and the brake caliper 16 are the hub flange 7aa. Since it is installed in the axial range L1 between the outboard side surface of the knuckle 14 and the outboard side surface of the knuckle 14, the vehicle power unit 1 can be mounted on the vehicle without modifying the knuckle 14. As described above, the vehicle power unit 1 including the electric motor 3 and the clutch 20 can be mounted on the vehicle without major modification of the vehicle body, which contributes to reduction of fuel consumption of the vehicle and improvement of vehicle dynamic performance.

Since the disk portion 12b, the brake caliper 16, the stator 19, the rotor 18, and the clutch 20 are arranged on a concentric circle around the axle, these components do not interfere with each other in the axial direction, and the electric motor 3 and the clutch 20 are installed. The installation of the brake caliper 16 is not hindered by this.

<About other embodiments>
In the following description, the parts corresponding to the items previously described in the respective embodiments will be denoted by the same reference symbols, and redundant description will be omitted. When only a part of the configuration is described, the other parts of the configuration are the same as those described above unless otherwise specified. The same function and effect are obtained from the same configuration. Not only the combination of the parts specifically described in each of the embodiments, but also the embodiments may be partially combined with each other as long as the combination does not cause any trouble.

FIG. 4 is a sectional view taken along line IV-IV of FIG. As shown in FIGS. 4 to 6, the clutch may be a multi-plate clutch 20A. The multi-disc clutch 20A includes first and second friction plates 33 and 34, a linear motion guide portion 15a, and a clutch member 27A. A plurality of first friction plates 33 are provided on the inner peripheral surface of the case cylindrical portion 13b at regular intervals in the axial direction, and each first friction plate 33 is formed as an annular plate perpendicular to the axial direction. .. The second annular plate 34 is integrally attached to the clutch member 27A, and a plurality of second annular plates 34 are provided at regular intervals in the axial direction. Each second annular plate 34 is arranged between the first friction plates 33, 33 that are adjacent in the axial direction.

The clutch member 27A has a cylindrical portion 27Aa, a standing plate portion 27Ab, and a guided portion 27Ac. The cylindrical portion 27Aa is a cylindrical portion fitted and fixed to the outer peripheral surface of the outer ring of the rolling bearing 28, and the standing plate portion 27Ab is formed in a disc shape extending from the outboard side end of the cylindrical portion 27Aa to the inner diameter side. Has been done. The guided portion 27Ac has a substantially cylindrical shape extending from the inner diameter side end portion of the standing plate portion 27Ab to the outboard side, and extends in the axial direction along the linear motion guide portion 15a provided on the outer peripheral surface of the inner rotor case 15. It is movably supported. The outer peripheral surface of the linear motion guide portion 15a and the inner peripheral surface of the guided portion 27Ac are connected to each other, for example, by splines so as to be axially movable but not relatively movable in the circumferential direction.

According to this configuration, the plurality of actuators 24 are driven in synchronization, so that the guided portion 27Ac moves along the linear guide portion 15a, and the second friction plate 34 is pressed against the first friction plate 33. The frictional force is generated as a result. As a result, the outer rotor case 13 and the inner rotor case 15 are connected (the clutch is connected). On the contrary, the second friction plate 34 is separated from the first friction plate 33 by moving the guided portion 27Ac in the axially opposite direction by each actuator 24. As a result, the outer rotor case 13 and the inner rotor case 15 are separated (clutch disengaged state).
In particular, when the clutch is the multi-plate clutch 20A, the frictional force increases and a larger transmission torque can be obtained.

FIG. 7 is a sectional view taken along line VII-VII of FIG. As shown in FIGS. 7 and 8, a reverse centrifugal clutch 20B may be used as the clutch. The reverse centrifugal clutch 20B is a centrifugal clutch that is in a connected state when the vehicle is in a low speed range, that is, when the wheels 10 are rotating at low speed, and is in a disengaged state when the vehicle is in a high speed range, that is, when wheels 10 are rotating at a high speed. The reverse centrifugal clutch 20B has a spring 20Ba formed of a compression coil spring or the like provided on the inner peripheral surface of the outer rotor case 13, and a weight 20Bb provided at the tip of this spring 20Ba.

When the wheel rotates at low speed, the weight 20Bb is connected to the inner rotor case 15 by the pressing force of the spring 20Ba, so that the reverse centrifugal clutch 20B is brought into the connected state. Due to the centrifugal force generated in the weight 20Bb during high-speed rotation, the weight 20Bb moves outward in the radial direction against the pressing force of the spring 20Ba, so that the reverse centrifugal clutch 20B is disengaged. As described above, the connection state and the disconnection state are automatically switched according to the rotation speed, so that a mechanism for operating the clutch from the outside such as an actuator is not required. Therefore, the structure can be simplified and the cost can be reduced.

9 is a sectional view taken along line IX-IX in FIG. As shown in FIGS. 9 and 10, the vehicle power unit 1 may be provided on the wheel 10 including a drum brake type brake. A base member BP that fixes the wheel bearing 2 and the stator core 19a is attached to the knuckle 14. The rotor case 15A and the rotor 18 are rotatably supported by bearings BR1 and BR1 installed on the base member BP. As a result, the rotor case 15A and the rotor 18 rotate around the stator core 19a.

On the other hand, a cylindrical portion 12A extending toward the inboard side is formed at an outer peripheral side edge portion of the brake rotor 12 joined to the wheel 11. A clutch 20B is installed radially outward of the cylindrical portion 12A to connect and disconnect the cylindrical portion 12A and the rotor case 15A. When the wheel 10 rotates at low speed, the weight 20Bb is connected to the cylindrical portion 12A by the pressing force of the spring 20Ba, so that the clutch 20B is in the connected state. The weight 20Bb moves outward in the radial direction against the pressing force of the spring 20Ba by the centrifugal force generated in the weight 20Bb when the wheel 10 rotates at high speed, whereby the clutch 20B is disengaged.

The brake rotor 12 has a cylindrical drum portion Dm on the inner diameter side of the stator core 19a, and constitutes a drum brake with the brake shoe Bs installed on the base member BP. When the brake shoe Bs, which is a friction material, comes into contact with the inner peripheral surface of the drum portion Dm, a braking force is generated.

The wheel bearing 2, the drum portion Dm, the brake shoe Bs, the stator 19, the rotor 18, and the clutch 20B are arranged on a concentric circle at substantially the same position (around the axle) in the axial direction of the wheel shaft. Further, in the wheel bearing 2, the entire hub flange 7aa except the portion projecting in the axial direction from the outboard side surface, the drum portion Dm, the brake shoe Bs, the stator 19, the rotor 18, and the clutch 20B are connected to the hub. It is installed in the axial range L1 between the outboard side surface of the flange 7aa and the outboard side surface of the knuckle 14. Therefore, the vehicle power unit 1 can be mounted without modifying the knuckle 14 even on the wheel 10 having the drum brake type brake. Further, since the brake mechanism can be configured on the inner diameter side of the disc brake type brake, the electric motor 3 can be installed on the outer peripheral side, so that the diameter dimension of the electric motor 3 can be increased. Therefore, the electric motor output can be increased.

As shown in FIG. 11, the outer ring 5 and the first divided structural body 21a of the stator fixing member 21 may be integrally formed of the same material. In this case, the outer ring 5 and the first divided structural body 21a are integrally formed, that is, formed from a single material by machining such as machining or forging, not by combining a plurality of elements. Can be reduced and the structure can be simplified. As a result, the number of assembling steps can be reduced.

<Vehicle system>
FIG. 12 is a block diagram showing a conceptual configuration of a vehicle system using any of the vehicle power units 1.
In this vehicle system, the vehicle power unit 1 is mounted on the driven wheel 10 _B in the vehicle 30 having the driven wheel 10 _B that is mechanically uncoupled from the main drive source. The wheel bearing 2 (FIG. 1) in the vehicle power unit 1 is a bearing that supports the driven wheel 10 _B.

The main drive source 35 is an internal combustion engine such as a gasoline engine or a diesel engine, a motor generator (electric motor), or a hybrid drive source in which both are combined. The "motor generator" is referred to as an electric motor capable of generating electric power by imparting rotation. In the illustrated example, the vehicle 30 is a front-wheel drive vehicle in which the front wheels are the drive wheels 10 _A and the rear wheels are the driven wheels 10 _B, and the main drive source 35 is an internal combustion engine 35 a and a drive-wheel-side motor generator 35 b. It is a hybrid car (hereinafter, may be referred to as "HEV") having a.

Specifically, it is a mild hybrid type in which the motor generator 35b on the drive wheel side is driven by a medium voltage such as 48V. Hybrids are roughly classified into strong hybrids and mild hybrids. A mild hybrid is a type in which the main drive source is an internal combustion engine, and a motor mainly assists running when starting or accelerating. In the (electric vehicle) mode, it is distinguished from the strong hybrid because it can not run for a long time even if it can run normally. Internal combustion engine 35a of the example of the figure, is connected to the drive shaft of the drive wheel 10 _A via the clutch 36 and speed reducer 37, the motor generator 35b of the driving wheel is connected to a reduction gear 37.

This vehicle system includes an electric motor 3 which is a drive-assisting motor generator for rotationally driving the driven wheels 10 _B , an individual control means 39 for controlling the electric motor 3, and an individual ECU provided in the host ECU 40. An individual motor/generator command means 45 for outputting a command to cause the means 39 to control driving and regeneration. The electric motor 3 is connected to the power storage means. A battery (storage battery), a capacitor, a capacitor, or the like can be used as the power storage unit, and its type and mounting position on the vehicle 30 are not limited, but in this embodiment, the low-voltage battery 50 mounted on the vehicle 30 and The medium voltage battery 49 is the medium voltage battery 49.

The electric motor 3 for the driven wheels is a direct drive motor that does not use a transmission. The electric motor 3 acts as an electric motor by supplying electric power, and also acts as a generator that converts the kinetic energy of the vehicle 30 into electric power.
In the electric motor 3, the rotor 18 (FIG. 1) is attached to the inner wheel 7 (FIG. 1) that is a hub wheel, so that when a current is applied to the electric motor 3, the inner wheel 7 (FIG. 1) is rotationally driven, and conversely, power regeneration is performed. Regenerative power is sometimes obtained by loading an induced voltage.

<Regarding the control system of the vehicle 30>
The host ECU 40 is a unit that performs integrated control of the vehicle 30, and includes a torque command generation unit 43. The torque command generating means 43 generates a torque command according to signals of operation amounts input from an accelerator operating means 56 such as an accelerator pedal and a brake operating means 57 such as a brake pedal. The vehicle 30 includes a motor generator 35b of the internal combustion engine 35a and the drive wheel as the main drive source 35, and because with the two electric motors 3, 3 for driving two driven wheels ₁₀ B, 10 _B, respectively, wherein The host ECU 40 is provided with a torque command distribution unit 44 that distributes the torque command according to the rules set for the drive sources 35 a, 35 b, 3, 3.

The torque command for the internal combustion engine 35a is transmitted to the internal combustion engine control means 47 and is used by the internal combustion engine control means 47 for valve opening control and the like. The torque command to the drive wheel side generator/motor 35b is transmitted to the drive wheel side motor/generator control means 48 and executed. The torque command to the electric motors 3, 3 on the driven wheel side is transmitted to the individual control means 39, 39. A portion of the torque command distribution means 44 that outputs to the individual control means 39, 39 is referred to as an individual motor/generator command means 45. The individual motor generator commanding means 45 also has a function of giving a torque command to the individual control means 39, which is a command of a braking force for the braking of the electric motor 3 by regenerative braking, in response to the signal of the operation amount of the brake operating means 57. Prepare

The individual control means 39 is an inverter device, and includes an inverter 41 that converts the DC power of the medium voltage battery 49 into a three-phase AC voltage, and a control unit 42 that controls the output of the inverter 41 by PWM control or the like according to the torque command or the like. Have. The inverter 41 includes a bridge circuit (not shown) including semiconductor switching elements and the like, and a charging circuit (not shown) that charges the intermediate voltage battery 49 with the regenerative power of the electric motor 3. The individual control means 39 is provided separately for the two electric motors 3, 3, but may be housed in one housing and the control unit 42 may be shared by both the individual control means 39, 39. ..

FIG. 13 is a power supply system diagram showing an example of a vehicle equipped with the vehicle system shown in FIG. In the example of the figure, a low-voltage battery 50 and a medium-voltage battery 49 are provided as batteries, and both batteries 49, 50 are connected via a DC/DC converter 51. There are two electric motors 3, but only one is shown as a representative. Although not shown in FIG. 13, the drive wheel-side motor generator 35b in FIG. 12 is connected to the medium power system in parallel with the driven wheel-side electric motor 3. A low voltage load 52 is connected to the low voltage system, and a medium voltage load 53 is connected to the medium voltage system. There are a plurality of low voltage loads 52 and a plurality of medium voltage loads 53, but one is representatively shown.

The low-voltage battery 50 is a battery generally used in various automobiles as a power source for a control system, and is set to, for example, 12V or 24V. The low-voltage load 52 includes basic components such as a starter motor of the internal combustion engine 35a, lights, the host ECU 40, and other ECUs (not shown). The low voltage battery 50 may be referred to as an auxiliary battery for electrical accessories, and the medium voltage battery 49 may be referred to as an auxiliary battery for an electric system.

The medium-voltage battery 49 has a higher voltage than the low-voltage battery 50 and is lower than a high-voltage battery (100 V or more, for example, about 200 to 400 V) used in a strong hybrid vehicle or the like, and an electric shock during work is not affected. A 48V battery, which has a voltage that does not cause a problem and is used for a mild hybrid in recent years, is preferable. The medium voltage battery 49 such as a 48V battery can be relatively easily installed in a vehicle equipped with a conventional internal combustion engine, and can reduce fuel consumption by power assist and regeneration by electric power as a mild hybrid.

The medium voltage load 53 of the 48V system is the accessory component, and is a power assist motor that is the electric motor 3 on the drive wheel side, an electric pump, an electric power steering, a supercharger, an air compressor, or the like. By configuring the load of accessories with a 48V system, the power assist output will be lower than with high voltage (such as strong hybrid vehicles of 100V or higher), but the risk of electric shock to passengers and maintenance workers can be reduced. it can. Since the insulating coating of the electric wire can be thinned, the weight and volume of the electric wire can be reduced. Moreover, since a large amount of electric power can be input and output with a current amount smaller than 12 V, the volume of the electric motor or generator can be reduced. From these things, it contributes to the fuel consumption reduction effect of the vehicle.

This vehicular system is suitable for accessory parts of such mild hybrid vehicles and is applied as power assist and power regeneration parts. Conventionally, in a mild hybrid vehicle, a CMG, a GMG, a belt drive type starter motor (neither is shown), etc. may be adopted, but these are all power assisted to an internal combustion engine or a power unit. Or, because it regenerates, it is affected by the efficiency of the transmission device and the speed reducer.

Since contrast to the vehicle system of this embodiment is mounted with respect to the driven wheels 10 _B, and the main drive source is disconnected such as an internal combustion engine 35a and the electric motor (not shown), the power regeneration In this case, the kinetic energy of the vehicle body can be directly used. Further, CMG, GMG, when mounting a belt driven starter motor, it is necessary to incorporate in consideration from the design stage of the vehicle 30, it is difficult be retrofitted, for this vehicle to fit in the driven wheel 10 in the _B The electric motor 3 of the system can be installed in a completed vehicle with the same man-hours as parts replacement, and a 48V system can be configured even for a completed vehicle having only the internal combustion engine 35a. A vehicle equipped with the vehicle system of this embodiment may be equipped with another auxiliary drive motor generator 35b as in the example of FIG. In that case, the amount of power assist and the amount of regenerative electric power for the vehicle 30 can be increased, which further contributes to reduction of fuel consumption.

FIG. 14 shows an example in which the vehicle power unit 1 according to any one of the embodiments is applied to the drive wheels 10 _A that are the front wheels and the driven wheels 10 _B that are the rear wheels. The drive wheel _10A is driven by a main drive source 35 composed of an internal combustion engine via a clutch 36 and a speed reducer 7. In this front-wheel drive vehicle, the support and the auxiliary drive of the drive wheels 10 _A and the driven wheels 10 _B, the power unit 1 is installed for a vehicle. In this way, the vehicle power plant 1 can be applied not only to the driven wheels 10 _B but also to the drive wheels 10 _A.

The vehicle system shown in FIG. 12 has a function of generating power, but may be a system that does not rotate and drive by power supply. This vehicle system is equipped with a generator-equipped wheel bearing device including a generator 3 that also does not serve as a motor and a wheel bearing 2. This generator-equipped wheel bearing device has the same configuration as the vehicle power plant of any of the embodiments except for the electric motor.

In this case, the braking force can be generated by storing the regenerative power generated by the generator 3 in the medium voltage battery 49 when the vehicle is operating at low speed. The braking performance can also be improved by using the mechanical brake operating means 57 in combination or properly. On the contrary, as the rotation speed of the generator 3 increases, the counter electromotive voltage generated in the generator 3 increases and it becomes difficult to operate the generator 3. That is, in the high speed range, the driven wheel 10 _B rotates against the rotational resistance that is the drag torque generated by the generator 3 while the generator 3 cannot operate. Therefore, if the generator cannot operate, it is an effective means to eliminate the rotation resistance alone. In the high speed range, the rotation resistance of the generator 3 can be eliminated by cutting off the rotor with respect to the rotating wheel by the clutch. Whether or not the demerit of the rotation resistance of the generator 3 becomes larger than the regenerative power that can be charged in the high speed range can be determined by, for example, a test or a simulation.

When limited to the function of generating power in this way, the individual control means 39 can be configured as an AC/DC converter device (not shown) instead of an inverter device. The AC/DC converter device has a function of charging the regenerative power of the generator 3 into the medium voltage battery 49 by converting the three-phase AC voltage into a DC voltage and smoothing it, and the control method is easier than that of an inverter. Therefore, miniaturization is possible.

Although the mode for carrying out the invention has been described based on the embodiment, the embodiment disclosed this time is an exemplification in all respects and is not restrictive. The scope of the present invention is shown not by the above description but by the claims, and is intended to include meanings equivalent to the claims and all modifications within the scope.

DESCRIPTION OF SYMBOLS 1... Vehicle power unit, 2... Wheel bearing, 3... Electric motor (generator), 5... Outer ring (fixed ring), 6... Rolling element, 7... Inner ring (rotating ring), 7aa... Hub flange, 10... Wheel , 12... Brake rotor, 12A... Cylindrical part, 12b... Disk part (contacted part), 14... Knuckle (underbody frame part), 16... Brake caliper, 16a... Friction pad (friction material), 18... Rotor, 19 ... Stator, 20, 20A, 20B... Clutch, 21... Stator fixing member (base member), 24... Actuator, 25, 26... Friction plate, 27... Clutch member, BP... Base member, Bs... Brake shoe, Dm... Drum Department

Claims (11)

A fixed wheel and a rotating wheel rotatably supported on the fixed wheel via rolling elements, and a wheel bearing to which a vehicle wheel and a brake rotor are attached to a hub flange provided on the rotating wheel;
A power unit for a vehicle, comprising: a rotor; and an electric motor having a stator attached to the fixed wheel,
The rotor is coaxially supported by the rotating wheel,
A clutch that switches the rotor to a rotation transmission connection state and a disconnection state with respect to the rotating wheel;
The contact portion that contacts the friction material in the wheel bearing, the rotor flange, the stator, the clutch, and the brake rotor, except for the portion that projects in the axial direction from the outboard side surface of the hub flange. Is installed in the axial range between the hub flange and the outboard side surface of the undercarriage frame component in the vehicle. The vehicle power unit according to claim 1, wherein the brake includes a cylindrical portion, the brake rotor including a disk portion that is the contacted portion that extends outward from an inboard side opening end of the cylindrical portion, and A disc brake comprising a brake caliper having the friction material for sandwiching the disc portion,
The stator is attached to the fixed wheel via a base member, the rotor is rotatably supported by the base member, and the clutch is installed between the rotor and the brake rotor.
A vehicle power unit in which the disk portion, the brake caliper, the stator, the rotor, and the clutch are installed in an axial range between the hub flange and the outboard side surface of the undercarriage frame component. The vehicle power unit according to claim 2, wherein the disc portion, the brake caliper, the stator, the rotor, and the clutch are arranged on a concentric circle around an axle. The vehicle power unit according to claim 2 or 3, wherein an actuator that operates the clutch is supported by the base member. The vehicle power unit according to any one of claims 2 to 4, wherein the fixed wheel and the base member are integrally formed of the same material. The vehicle power unit according to claim 1, wherein the stator is attached to the fixed wheel via a base member, and the rotor is rotatably supported by the base member.
The brake includes a cylindrical portion and the brake rotor including a cylindrical drum portion provided on an inner peripheral side portion of the cylindrical portion, and the friction material that is installed on the base member and is in contact with a peripheral surface of the drum portion. It is a drum brake with a certain brake shoe,
A vehicle power unit in which the drum portion, the brake shoe, the stator, the rotor, and the clutch are installed in an axial range between the hub flange and the outboard side surface of the undercarriage frame component. The vehicle power unit according to claim 6, wherein the drum portion, the brake shoe, the stator, the rotor, and the clutch are arranged on a concentric circle around an axle. The vehicle power unit according to any one of claims 1 to 7, wherein the clutch is a friction plate provided on a rotating body that rotates together with the rotating wheel, and friction is generated by being pressed against the friction plate. A vehicle power unit that is a friction clutch having a clutch member that generates force. The vehicle power unit according to any one of claims 1 to 7, wherein the clutch is a multi-plate clutch. The vehicle power unit according to any one of claims 1 to 7, wherein the clutch is in the engaged state when the vehicle is in a low speed range, and is in the disengaged state when the vehicle is in a high speed range. A vehicle power unit that is a centrifugal clutch. A fixed wheel and a rotating wheel rotatably supported on the fixed wheel via rolling elements, and a wheel bearing to which a vehicle wheel and a brake rotor are attached to a hub flange provided on the rotating wheel;
In a bearing device for a wheel with a generator including a rotor and a generator having a stator attached to the fixed wheel,
The rotor is coaxially supported by the rotating wheel,
A clutch that switches the rotor to a rotation transmission connection state and a disconnection state with respect to the rotating wheel;
The whole of the wheel bearing except the portion of the hub flange that projects in the axial direction from the outboard side surface, the rotor, the stator, the clutch, and the contacted portion that comes into contact with the friction material in the brake rotor. And a bearing device for a wheel with a generator installed in an axial range between the hub flange and the outboard side surface of the undercarriage frame component in the vehicle.

Images