JP7048320B2 - Wheel bearing device and vehicle equipped with this wheel bearing device - Google Patents

Wheel bearing device and vehicle equipped with this wheel bearing device Download PDF

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JP7048320B2
JP7048320B2 JP2018001028A JP2018001028A JP7048320B2 JP 7048320 B2 JP7048320 B2 JP 7048320B2 JP 2018001028 A JP2018001028 A JP 2018001028A JP 2018001028 A JP2018001028 A JP 2018001028A JP 7048320 B2 JP7048320 B2 JP 7048320B2
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wheel
stator
rotor
bearing device
circulating
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JP2019119360A (en
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雄司 矢田
健太郎 西川
康之 藤田
光生 川村
浩希 藪田
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NTN Corp
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    • H—ELECTRICITY
    • H02—GENERATION; CONVERSION OR DISTRIBUTION OF ELECTRIC POWER
    • H02K—DYNAMO-ELECTRIC MACHINES
    • H02K5/00—Casings; Enclosures; Supports
    • H02K5/04—Casings or enclosures characterised by the shape, form or construction thereof
    • H02K5/20—Casings or enclosures characterised by the shape, form or construction thereof with channels or ducts for flow of cooling medium
    • H02K5/203—Casings or enclosures characterised by the shape, form or construction thereof with channels or ducts for flow of cooling medium specially adapted for liquids, e.g. cooling jackets
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K6/00—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00
    • B60K6/20—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs
    • B60K6/22—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by apparatus, components or means specially adapted for HEVs
    • B60K6/40—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by apparatus, components or means specially adapted for HEVs characterised by the assembly or relative disposition of components
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K6/00—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00
    • B60K6/20—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs
    • B60K6/42—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by the architecture of the hybrid electric vehicle
    • B60K6/48—Parallel type
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K7/00—Disposition of motor in, or adjacent to, traction wheel
    • H—ELECTRICITY
    • H02—GENERATION; CONVERSION OR DISTRIBUTION OF ELECTRIC POWER
    • H02K—DYNAMO-ELECTRIC MACHINES
    • H02K9/00—Arrangements for cooling or ventilating
    • H02K9/19—Arrangements for cooling or ventilating for machines with closed casing and closed-circuit cooling using a liquid cooling medium, e.g. oil

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  • Engineering & Computer Science (AREA)
  • Power Engineering (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Transportation (AREA)
  • Mechanical Engineering (AREA)
  • Arrangement Or Mounting Of Propulsion Units For Vehicles (AREA)
  • Hybrid Electric Vehicles (AREA)
  • Motor Or Generator Cooling System (AREA)
  • Connection Of Motors, Electrical Generators, Mechanical Devices, And The Like (AREA)

Description

この発明は、自動車に走行駆動力を与える機能を有する車輪用軸受装置、およびこの車輪用軸受装置を備えた車両、並びにその動力装置に関する。 The present invention relates to a wheel bearing device having a function of giving a traveling driving force to an automobile, a vehicle provided with the wheel bearing device, and a power device thereof.

車輪内部にモータを組み込んだインホイールモータは、自動車の駆動および減速時の発電により、自動車の燃費改善に貢献している。しかしながら、大出力のモータをホイール内に納めることは難しく、また車輪周りの構成部品も従来品から変更しなければならなかった。例えば特許文献１には、ダイレクトドライブ形式のインホイールモータシステムとして、ハブ部に中空円筒状のプレートを介してモータのロータを設置し、前記モータのステータを、緩衝機構を介して車両の足回りフレーム部品に取付けたものが提案されている。 An in-wheel motor that incorporates a motor inside the wheel contributes to improving the fuel efficiency of the vehicle by generating electricity during driving and deceleration of the vehicle. However, it was difficult to fit a high-power motor inside the wheel, and the components around the wheel had to be changed from the conventional product. For example, in Patent Document 1, as a direct drive type in-wheel motor system, a rotor of a motor is installed in a hub portion via a hollow cylindrical plate, and the stator of the motor is used as a suspension of a vehicle via a shock absorber. Those attached to frame parts have been proposed.

特開２００５－３３３７０６号公報Japanese Unexamined Patent Publication No. 2005-333706

上記のようなインホイールモータではブレーキディスクが環状のモータの内径側に位置するため、ブレーキキャリパがモータに干渉するなど、ブレーキの設置が困難であった。 そこで、この問題を解決すべく、図１４に示すように、ブレーキロータ１２の外周部１２ｂよりも小径で寸法が小さく、ホイール内に収納可能なモータ３により走行駆動の補助および発電を行う発電機付き車輪用軸受装置を提案した。この提案例の発電機付き車輪用軸受における車輪用軸受２は、内輪回転であって、外輪４である固定輪の外周にモータ３のステータを設け、内輪５である回転輪のハブフランジ７にモータ３のロータ１９を設けている。 In the above-mentioned in-wheel motor, since the brake disc is located on the inner diameter side of the annular motor, it is difficult to install the brake because the brake caliper interferes with the motor. Therefore, in order to solve this problem, as shown in FIG. 14, a generator that has a smaller diameter and a smaller size than the outer peripheral portion 12b of the brake rotor 12 and can be housed in a wheel to assist driving and generate electricity. We proposed a bearing device for wheels with wheels. The wheel bearing 2 in the wheel bearing with a generator of this proposed example is an inner ring rotation, in which a stator of the motor 3 is provided on the outer periphery of the fixed ring which is the outer ring 4, and the hub flange 7 of the rotary wheel which is the inner ring 5 is provided. A rotor 19 of the motor 3 is provided.

上記提案例の発電機付き車輪用軸受装置は、ホイール内に収納でき、車輪周りの構成部品も、発電や駆動の機能を持たない車輪用軸受装置を設置する従来構成のものをそのまま利用できる利点がある。しかし、モータ寸法の制限により、モータ出力が大きくできず、駆動力の補助とブレーキ動作時の電力回収による燃費改善効果が小さく、近年の自動車業界での高い燃費目標に対応できない。
モータ出力を大きくするためはステータ１８の巻線コイル１８ｂに流す電流を増加させる方法が考えられるが、巻線コイルで１８ｂの発熱が大きくなり、巻線コイル１８ｂ、永久磁石１９ｃなど、モータ構成部品や軸受シール部品などが、許容温度以上に温度上昇する恐れがある。結果的に過昇温を防止するには、モータ電流を制限しなければならず、必要十分なモータ出力が得られない。 The wheel bearing device with a generator in the above proposed example can be housed in the wheel, and the components around the wheel can be used as they are in the conventional configuration in which the wheel bearing device having no power generation or drive function is installed. There is. However, due to the limitation of motor dimensions, the motor output cannot be increased, the fuel efficiency improvement effect by assisting the driving force and power recovery during braking operation is small, and it is not possible to meet the high fuel efficiency targets in the automobile industry in recent years.
In order to increase the motor output, a method of increasing the current flowing through the winding coil 18b of the stator 18 can be considered, but the heat generated by the winding coil becomes large, and the motor components such as the winding coil 18b and the permanent magnet 19c are generated. There is a risk that the temperature of the coil and bearing seal parts will rise above the permissible temperature. As a result, in order to prevent excessive temperature rise, the motor current must be limited, and the necessary and sufficient motor output cannot be obtained.

この発明は、上記課題を解消するものであり、その目的は、動力装置を備えそのコイルの発熱による温度上昇を冷却油の循環で低減させることによって、寸法が制限された動力装置であっても大電流時の発熱が小さく抑えられる車輪用軸受装置、車両、およびその動力装置を提案することである。 The present invention solves the above-mentioned problems, and an object of the present invention is to provide a power unit and reduce the temperature rise due to heat generation of the coil by circulating cooling oil, so that the size of the power unit is limited. The present invention is to propose a wheel bearing device, a vehicle, and a power unit thereof that can suppress heat generation at a large current.

この発明の発電機付き車輪用軸受装置は、固定輪、およびこの固定輪に転動体を介し回転自在に支持されて車両の車輪が取付られる回転輪を有する車輪用軸受と、前記固定輪に取付けられたステータおよび前記回転輪に取付られたロータを有する動力装置とを備える車輪用軸受装置であって、
前記ステータとロータとの間に生じたステータ・ロータ間隙間、前記ステータの両側のコイルエンド周囲で前記発電機内に生じた一対のコイルエンド収容空間、および前記足回りフレーム部品側で前記回転輪の軸方向に隣合って位置する軸受端部隣接空間を密封するケースが設けられ、
前記ケース内に設けた循環油路内の冷却油を循環させる循環力発生手段が設けられている。 The wheel bearing device with a generator of the present invention has a fixed wheel, a wheel bearing having a rotating wheel rotatably supported by the fixed wheel via a rolling element and to which a vehicle wheel is mounted, and a wheel bearing mounted on the fixed wheel. A wheel bearing device comprising a stator and a power unit having a rotor attached to the rotating wheel.
The gap between the stator and rotor created between the stator and the rotor, the pair of coil end accommodating spaces created in the generator around the coil ends on both sides of the stator, and the rotating wheel on the undercarriage frame component side. A case is provided to seal the space adjacent to the bearing end located adjacent to each other in the axial direction.
A circulating force generating means for circulating the cooling oil in the circulating oil passage provided in the case is provided.

この構成によると、循環力発生手段の循環力により循環油路を冷却油が循環することで、ステータの巻線コイルが冷却される。循環油路の冷却油の熱は、ケースがナックル等の足回りフレーム部品等を介して車体に接触する箇所等から、車体に熱伝導等で放熱され、また空冷され、低い温度に保たれる。このようにステータの巻線コイルが冷却されるため、寸法が制限された動力装置であっても大電流時の発熱が小さく抑えられて、過昇温の問題を生じることがない。 According to this configuration, the cooling oil circulates in the circulating oil passage by the circulating force of the circulating force generating means, so that the winding coil of the stator is cooled. The heat of the cooling oil in the circulating oil passage is dissipated to the vehicle body by heat conduction, etc. from the place where the case comes into contact with the vehicle body via undercarriage frame parts such as knuckles, and is air-cooled to maintain a low temperature. .. Since the winding coil of the stator is cooled in this way, heat generation at the time of a large current is suppressed to a small level even in a power unit having limited dimensions, and the problem of overheating does not occur.

この発明の車輪用軸受装置において、前記固定輪内を貫通する連通油路が設けられて、前記ケース内に、前記軸受端部隣接空間、前記連通油路、一方の前記コイルエンド収容空間、前記ステータ・ロータ間隙間、他方の前記コイルエンド収容空間、および前記軸受端部隣接空間を順に循環する前記循環油路が形成されていてもよい。
この構成の場合、前記コイルエンド周囲に冷却油が流れ、コイルエンドが冷却油で直接に冷却されるため、冷却の効率が良い。 In the wheel bearing device of the present invention, a communication oil passage penetrating the inside of the fixed wheel is provided, and in the case, the bearing end adjacent space, the communication oil passage, one of the coil end accommodating spaces, and the above. The circulation oil passage that sequentially circulates in the gap between the stator and the rotor, the other space for accommodating the coil end, and the space adjacent to the bearing end may be formed.
In the case of this configuration, the cooling oil flows around the coil end, and the coil end is directly cooled by the cooling oil, so that the cooling efficiency is good.

この発明の車輪用軸受装置において、前記循環力発生手段は、前記車輪用軸受の前記回転輪と固定輪との相対回転で前記冷却油を循環させる構成であってもよい。
この構成の場合、冷却油を循環させるために別の駆動源を必要としない。 In the wheel bearing device of the present invention, the circulating force generating means may be configured to circulate the cooling oil by the relative rotation between the rotating wheel and the fixed wheel of the wheel bearing.
This configuration does not require a separate drive source to circulate the cooling oil.

この発明の車輪用軸受装置において、前記車輪用軸受が、前記回転輪が内輪となる内輪回転型であり、前記動力装置がアウターロータ型であって、前記ケースが、前記固定輪と互いに固定された固定ケースと、前記回転輪および前記ロータと互いに固定された回転ケースとを有していてもよい。
前記回転ケースがロータと互いに固定されていると、発電機のケースを前記ケースと別に設ける必要がなくて、コンパクトに構成できる。また、アウターロータ型であると、前記発電機にモータを用いる場合に、モーメント発生位置が径方位置となるため、大きなトルクが得られる。 In the wheel bearing device of the present invention, the wheel bearing is an inner ring rotation type in which the rotary wheel is an inner ring, the power device is an outer rotor type, and the case is fixed to each other with the fixed wheel. It may have a fixed case and a rotating case fixed to each other with the rotating wheel and the rotor.
When the rotating case is fixed to each other with the rotor, it is not necessary to provide a case for the generator separately from the case, and the configuration can be made compact. Further, in the case of the outer rotor type, when a motor is used for the generator, the moment generation position is the radial position, so that a large torque can be obtained.

この発明の車輪用軸受装置において、前記固定輪は、前記転動体を転走させる軌道面を有する固定輪本体と、この固定輪本体に外嵌し外周に前記ステータが取付けられる中間部材とを有し、この中間部材に前記連通油路が形成されていてもよい。
車輪用軸受の固定輪が、転動体転走用の軌道面を有する部材であると、動力装置のステータの取付けや、前記循環油路の形成が難しい。しかし、前記中間部材を設けてこれにステータの取付や連通油路の形成を行うようにすると、前記連通油路の形成が簡単に行える。
なお、前記固定輪の全体を一体の部品とした場合は、部品点数が少なくて済み、組立工数も削減される。 In the wheel bearing device of the present invention, the fixed wheel has a fixed wheel main body having a raceway surface on which the rolling element is rolled, and an intermediate member that is externally fitted to the fixed wheel main body and to which the stator is attached to the outer periphery. However, the communication oil passage may be formed in this intermediate member.
If the fixed wheel of the wheel bearing is a member having a raceway surface for rolling a rolling element, it is difficult to attach a stator of a power unit or to form the circulating oil passage. However, if the intermediate member is provided so that the stator is attached to the intermediate member and the communication oil passage is formed, the communication oil passage can be easily formed.
If the entire fixed wheel is made into an integral part, the number of parts can be reduced and the assembly man-hours can be reduced.

この発明の車輪用軸受装置において、前記循環力発生手段として、前記軸受端部隣接空間内に位置して前記回転輪に同軸心に連結されたインペラを有していてもよい。
インペラであると、効率良く循環油路の潤滑力が得られ、また車輪用軸受の回転輪とインペラとを直結することでインペラを回転させることができ、循環力発生手段の構成が簡素になる。
なお、インペラを設ける場合に、循環力発生手段としてインペラとは別の物を併用してもよい。 In the wheel bearing device of the present invention, as the circulating force generating means, an impeller located in the space adjacent to the bearing end and coaxially connected to the rotating wheel may be provided.
With an impeller, the lubricating force of the circulating oil passage can be efficiently obtained, and the impeller can be rotated by directly connecting the rotating wheel of the wheel bearing and the impeller, which simplifies the configuration of the circulating force generating means. ..
When the impeller is provided, a thing different from the impeller may be used in combination as the means for generating the circulating force.

この発明の車輪用軸受装置において、前記循環油路の途中に、この循環油路を流れる冷却油を冷却する二次冷却装置を有していてもよい。
二次冷却装置があると、構成は複雑になるが、冷却油路の温度上昇をより低く抑えて、巻線コイルの温度上昇をより一層低下させることができる。 In the wheel bearing device of the present invention, a secondary cooling device for cooling the cooling oil flowing through the circulating oil passage may be provided in the middle of the circulating oil passage.
With the secondary cooling device, the configuration becomes complicated, but the temperature rise of the cooling oil passage can be suppressed to a lower level, and the temperature rise of the winding coil can be further reduced.

この発明の車輪用軸受装置において、前記循環力発生手段として、前記循環油路の冷却油の循環力を高めるポンプを有していてもよい。
別のポンプを有していると、冷却油の潤滑をより高速に行い、巻線コイルの温度上昇をより効率良く抑えることができる。 In the wheel bearing device of the present invention, as the circulating force generating means, a pump for increasing the circulating force of the cooling oil in the circulating oil passage may be provided.
Having another pump can lubricate the cooling oil at a higher speed and suppress the temperature rise of the winding coil more efficiently.

この発明の車輪用軸受装置において、前記循環力発生手段として、前記ロータおよび前記ステータのいずれか一方または両方における前記ステータ・ロータ間隙間を構成する周面に、前記ロータとステータの相対回転で圧力勾配を生じさせるねじ溝を有していてもよい。
ステータ・ロータ間隙を構成するロータおよびステータのいずれか一方または両方の周面にねじ溝が形成されていると、ロータの回転によってステータ・ロータ間隙冷却油に圧力勾配が発生する。このため、簡易な構成で循環力発生手段を構成することができる。前記ねじ溝は、インペラ等の他の循環力発生手段と併用してもよい。 In the wheel bearing device of the present invention, as the circulating force generating means, pressure is applied to the peripheral surface forming the gap between the stator and the rotor in one or both of the rotor and the stator by the relative rotation of the rotor and the stator. It may have a thread groove that creates a gradient.
When a thread groove is formed on the peripheral surface of either one or both of the rotor and the stator constituting the stator-rotor gap, the rotation of the rotor causes a pressure gradient in the stator-rotor gap cooling oil. Therefore, the circulating force generating means can be configured with a simple configuration. The thread groove may be used in combination with other means for generating a circulating force such as an impeller.

この発明の車輪用軸受装置において、前記車輪用軸受が、前記車両の主駆動源と機械的に非連結である従動輪を支持する軸受であってもよい。
この構成の場合、前記動力装置の駆動力を従動輪に与え、主駆動源の駆動力に従動輪の駆動力を付加して車両を走行させることができる。 In the wheel bearing device of the present invention, the wheel bearing may be a bearing that supports a driven wheel that is mechanically unconnected to the main drive source of the vehicle.
In the case of this configuration, the driving force of the power device can be applied to the driven wheels, and the driving force of the driving wheels of the main driving source can be added to drive the vehicle.

この発明の車輪用軸受装置において、前記車輪用軸受が、前記車両の主駆動源と機械的に連結された駆動輪を支持する軸受であってもよい。
この構成の場合、主駆動源の駆動力に、前記動力装置の駆動力を付加して駆動輪を駆動することができる。 In the wheel bearing device of the present invention, the wheel bearing may be a bearing that supports a drive wheel mechanically connected to the main drive source of the vehicle.
In the case of this configuration, the driving force of the power unit can be added to the driving force of the main driving source to drive the driving wheels.

この発明の車両は、この発明の前記いずれかの構成の車輪用軸受装置を備える。
この構成の車両によると、この発明の車輪用軸受装置につき説明した作用効果が得られる。 The vehicle of the present invention comprises a wheel bearing device having any of the above configurations of the present invention.
According to the vehicle having this configuration, the effects described for the wheel bearing device of the present invention can be obtained.

この発明の動力装置は、車輪用軸受に設置される電動発電機から成る動力装置であって、
前記車輪用軸受の固定輪に取付けられるステータと、前記車輪用軸受の回転輪に取付けられるロータとを備え、
この動力装置は、前記ステータが前記車輪用軸受の外周に位置し、前記ロータが前記ステータの半径方向外方に位置するアウターロータ型であり、
この動力装置の全体が、前記回転輪に取り付けられたブレーキロータにおける、ブレーキキャリパが押し付けられる部分となる外周部よりも小径であり、且つ、この動力装置における前記回転輪のアウトボード側に設けられたハブフランジへの取付部を除く全体が、前記ハブフランジと、前記車輪用軸受のインボード側の車体取り付け面との間の軸方向範囲に位置し、
前記ステータとロータとの間に生じたステータ・ロータ間隙間、前記ステータの両側のコイルエンド周囲で前記発電機内に生じた一対のコイルエンド収容空間、および前記足回りフレーム部品側で前記回転輪の軸方向に隣合って位置する軸受端部隣接空間を密封するケースが設けられ、
前記ケース内に設けた循環油路内の冷却油を循環させる循環力発生手段が設けられている。
この構成の動力装置によると、車輪用軸受に設置されて、この発明の車輪用軸受につき前述した作用効果が得られる。 The power unit of the present invention is a power unit composed of a motor generator installed on a wheel bearing.
A stator attached to the fixed wheel of the wheel bearing and a rotor attached to the rotating wheel of the wheel bearing are provided.
This power unit is an outer rotor type in which the stator is located on the outer periphery of the wheel bearing and the rotor is located on the outer side in the radial direction of the stator.
The entire power unit has a smaller diameter than the outer peripheral portion of the brake rotor attached to the rotating wheel, which is a portion to which the brake caliper is pressed, and is provided on the outboard side of the rotating wheel in the power unit. The whole except for the mounting portion to the hub flange is located in the axial range between the hub flange and the vehicle body mounting surface on the inboard side of the wheel bearing.
The gap between the stator and rotor created between the stator and the rotor, the pair of coil end accommodating spaces created in the generator around the coil ends on both sides of the stator, and the rotating wheel on the undercarriage frame component side. A case is provided to seal the space adjacent to the bearing end located adjacent to each other in the axial direction.
A circulating force generating means for circulating the cooling oil in the circulating oil passage provided in the case is provided.
According to the power unit having this configuration, it is installed in the wheel bearing, and the above-mentioned action and effect can be obtained with respect to the wheel bearing of the present invention.

この発明の車輪用軸受装置は、固定輪、およびこの固定輪に転動体を介し回転自在に支持されて車両の車輪が取付けられる回転輪を有する車輪用軸受と、前記固定輪に取付けられたステータおよび前記回転輪に取付られたロータを有する動力装置とを備える車輪用軸受装置であって、前記ステータとロータとの間に生じたステータ・ロータ間隙間、前記ステータの両側の軸方向延長位置でコイルエンド周囲に生じた一対のコイルエンド収容空間、および前記足回りフレーム部品側で前記回転輪の軸方向に隣合って位置する軸受端部隣接空間を密封するケースが設けられ、前記ケース内に設けた循環油路内の冷却油を循環させる循環力発生手段が設けられたため、
寸法が制限された動力装置であっても大電流時の発熱が小さく抑えられて、継続して動力装置に大電流を流すことができる。 The wheel bearing device of the present invention includes a fixed wheel, a wheel bearing having a rotating wheel rotatably supported by the fixed wheel via a rolling element and to which a vehicle wheel is attached, and a stator attached to the fixed wheel. A wheel bearing device including a power device having a rotor attached to the rotary wheel, at a gap between the stator and the rotor generated between the stator and the rotor, and at axial extension positions on both sides of the stator. A case is provided in which a pair of coil end accommodating spaces generated around the coil ends and a space adjacent to the bearing end located adjacent to each other in the axial direction of the rotating wheel on the undercarriage frame component side are sealed. Since a circulating force generating means for circulating the cooling oil in the provided circulating oil passage was provided,
Even in a power device with limited dimensions, heat generation at the time of a large current can be suppressed to a small level, and a large current can be continuously passed through the power device.

この発明の第一の実施形態に係る車輪用軸受装置、およびその周辺部を示す断面図である。It is sectional drawing which shows the bearing device for a wheel which concerns on 1st Embodiment of this invention, and the peripheral part thereof. 同車輪用軸受装置の断面図である。It is sectional drawing of the bearing device for the same wheel. 同車輪用軸受装置のインペラの斜視図である。It is a perspective view of the impeller of the bearing device for the same wheel. 同車輪用軸受装置のステータの部分拡大断面図である。It is a partially enlarged sectional view of the stator of the bearing device for the same wheel. この発明の他の実施形態に係る車輪用軸受装置の断面図である。It is sectional drawing of the bearing device for a wheel which concerns on other embodiment of this invention. この発明のさらに他の実施形態に係る車輪用軸受装置の断面図である。It is sectional drawing of the bearing device for a wheel which concerns on still another Embodiment of this invention. この発明のさらに他の実施形態に係る車輪用軸受装置の断面図である。It is sectional drawing of the bearing device for a wheel which concerns on still another Embodiment of this invention. この発明のさらに他の実施形態に係る車輪用軸受装置の断面図である。It is sectional drawing of the bearing device for a wheel which concerns on still another Embodiment of this invention. この発明のさらに他の実施形態に係る発電機付き車輪用軸受装置の断面図である。It is sectional drawing of the bearing device for a wheel with a generator which concerns on still another Embodiment of this invention. この発明のさらに他の実施形態に係る発電機付き車輪用軸受装置のロータの部分断面図である。It is a partial sectional view of the rotor of the wheel bearing apparatus with a generator which concerns on still another Embodiment of this invention. 上記の任意の実施形態に係る発電機付き車輪用軸受装置を用いた車両用システムの概念構成を示すブロック図である。It is a block diagram which shows the conceptual structure of the system for a vehicle which used the bearing device for a wheel with a generator which concerns on the said arbitrary Embodiment. 同車両用システムを搭載した車両の一例となる電源系統図である。It is a power system diagram which is an example of a vehicle equipped with the system for the vehicle. 同発電機付き車輪用軸受装置を用いた他の車両用システムの概念構成を示すブロック図である。It is a block diagram which shows the conceptual composition of the system for other vehicles using the bearing device for wheels with a generator. 発電機付き車輪用軸受装置の提案例の断面図である。It is sectional drawing of the proposed example of the bearing device for a wheel with a generator.

この発明の第１の実施形態を、図１ないし図４と共に説明する。この車輪用軸受装置１は、車輪用軸受２と、発電機能を有する電動発電機からなる動力装置であるモータ３とを備える。 A first embodiment of the present invention will be described with reference to FIGS. 1 to 4. The wheel bearing device 1 includes a wheel bearing 2 and a motor 3 which is a motor device including a motor generator having a power generation function.

＜車輪用軸受２について＞
車輪用軸受２は、固定輪である外輪４と、複列の転動体６と、回転輪である内輪５とを有する。外輪４に複列の転動体６を介して内輪５が回転自在に支持されている。外輪４は軌道面を有する外輪本体４ａとその外周の中間部材４ｂとでなる。内輪５は、外輪４よりも軸方向のアウトボード側に突出した箇所にハブフランジ７を有する。内輪５は、図示の例では、前記ハブフランジ７を有するハブ輪５ａと、このハブ輪５ａのインボード側端の外周に嵌合する部分内輪５ｂとでなる。外輪４は、車輪用軸受２およびモータ３の外郭となるケース２３を介し、車両の懸架装置のナックル等の足回りフレーム部品８に、ボルト等で取付けられ、車両の重量を支持する。なおこの明細書において、車輪用軸受装置１が車両に搭載された状態で車両の車幅方向の外側寄りとなる側をアウトボード側と呼び、車両の車幅方向の中央寄りとなる側をインボード側と呼ぶ。 <About wheel bearing 2>
The wheel bearing 2 has an outer ring 4 which is a fixed ring, a double-row rolling element 6, and an inner ring 5 which is a rotating wheel. The inner ring 5 is rotatably supported by the outer ring 4 via a double-row rolling element 6. The outer ring 4 is composed of an outer ring main body 4a having a raceway surface and an intermediate member 4b on the outer periphery thereof. The inner ring 5 has a hub flange 7 at a position protruding toward the outboard side in the axial direction from the outer ring 4. In the illustrated example, the inner ring 5 is a hub ring 5a having the hub flange 7 and a partial inner ring 5b fitted to the outer periphery of the inboard side end of the hub ring 5a. The outer ring 4 is attached to a suspension frame component 8 such as a knuckle of a vehicle suspension device with bolts or the like via a case 23 which is an outer shell of a wheel bearing 2 and a motor 3 to support the weight of the vehicle. In this specification, the side that is closer to the outside in the vehicle width direction of the vehicle when the wheel bearing device 1 is mounted on the vehicle is called the outboard side, and the side that is closer to the center in the vehicle width direction is in. Called the board side.

ハブフランジ７のアウトボード側の側面には、ホイール１０のリム１１とブレーキロータ１２とが軸方向に重なった状態で、ハブボルト１３により取り付けられている。リム１１の外周にタイヤ（図示せず）が取付けられている。 The rim 11 of the wheel 10 and the brake rotor 12 are attached to the side surface of the hub flange 7 on the outboard side by the hub bolt 13 in a state where the rim 11 and the brake rotor 12 are overlapped in the axial direction. Tires (not shown) are attached to the outer periphery of the rim 11.

＜ブレーキ１７について＞
ブレーキ１７は、ディスク式のブレーキロータ１２と、ブレーキキャリパ２２とを備える摩擦ブレーキである。ブレーキロータ１２は、ハブフランジ７に重なる環状でかつ平板状の円板状部１２ａと、外周部１２ｂとでなる。外周部１２は、円板状部１２ａの外周からモータ３の外周側へ延びる円筒状部１２ｂａと、この円筒状部１２ｂａの先端から径方向外方へ延びる外径側平板部１２ｂｂとでなる。ブレーキロータ１２は、例えば鋼板のプレス加工品からなる。 <About Brake 17>
The brake 17 is a friction brake including a disc type brake rotor 12 and a brake caliper 22. The brake rotor 12 includes an annular and flat disk-shaped portion 12a that overlaps the hub flange 7 and an outer peripheral portion 12b. The outer peripheral portion 12 is a cylindrical portion 12ba extending from the outer periphery of the disk-shaped portion 12a toward the outer peripheral side of the motor 3, and an outer diameter side flat plate portion 12bb extending radially outward from the tip of the cylindrical portion 12ba. The brake rotor 12 is made of, for example, a stamped product of a steel plate.

前記ブレーキキャリパ２２は、ブレーキロータ１２の外周部１２ｂにおける外径側平板部１２ｂｂを挟み付ける一対の摩擦パッド２２ａを有する。前記ブレーキキャリパ２２は前記足回りフレーム部品８に取付けられている。前記ブレーキキャリパ２２は、油圧式および機械式のいずれであってもよく、またモータ式であってもよい。 The brake caliper 22 has a pair of friction pads 22a that sandwich the outer diameter side flat plate portion 12bb in the outer peripheral portion 12b of the brake rotor 12. The brake caliper 22 is attached to the suspension frame component 8. The brake caliper 22 may be either a hydraulic type or a mechanical type, or may be a motor type.

＜モータ３について＞
モータ３は、給電されることによって車輪１０を回転駆動可能な走行補助用の電動のモータであり、回生制動時に発電機として用いられる。モータ３は、外輪４の外周面に取付けられたステータ１８と、内輪５のハブフランジ７に取付けられたロータ１９とを有する。図示の例のモータ３は、アウターロータ型のＩＰＭ（Interior Permanent Magnet Motor ）同期モータである。また、ＳＰＭ（Surface Permanent Magnet Motor）同期モータも使用できる。その他、モータ３として、スイッチトリラクタンスモータ(Switched reluctance motor；略称：ＳＲモータ) 、インダクションモータ（Induction Motor ；略称：ＩＭ）等、各種形式が採用できる。同期モータにおいては、ステータ１８の巻き線形式として分布巻、集中巻の各形式が採用できる。 <About motor 3>
The motor 3 is an electric motor for traveling assistance capable of rotationally driving the wheels 10 by being supplied with power, and is used as a generator during regenerative braking. The motor 3 has a stator 18 attached to the outer peripheral surface of the outer ring 4 and a rotor 19 attached to the hub flange 7 of the inner ring 5. The motor 3 in the illustrated example is an outer rotor type IPM (Interior Permanent Magnet Motor) synchronous motor. Further, an SPM (Surface Permanent Magnet Motor) synchronous motor can also be used. In addition, as the motor 3, various types such as a switched reluctance motor (abbreviation: SR motor) and an induction motor (abbreviation: IM) can be adopted. In the synchronous motor, each type of distributed winding and centralized winding can be adopted as the winding type of the stator 18.

モータ３は、その全体が、ブレーキロータ１２の外周部１２ｂよりも小径である。モータ３は、ハブフランジ７への取付部およびケース２３の後述の固定ケース２３ａを除く略全体が、ハブンフランジ７と前記足回りフレーム部品８の取付面Ｓとの間の軸方向範囲に位置する The motor 3 as a whole has a smaller diameter than the outer peripheral portion 12b of the brake rotor 12. The motor 3 is located substantially entirely in the axial range between the hub-on flange 7 and the mounting surface S of the undercarriage frame component 8, except for the mounting portion to the hub flange 7 and the fixed case 23a described later of the case 23.

モータ３のステータ１８は、コア１８ａと、このコア１８ａの各ティース１８ａａ（図４参照）に巻回されたコイル１８ｂとを有する。コイル１８ｂのコア１８ａから軸方向に突出した部分は、コイルエンド１８ｂａを成す。コイル１８ｂは電線６０に接続されている。
モータロータ１９は、モータケースとなる横向きカップ状の回転ケース２３ｂと、この回転ケース２３ｂの内周に設けられる磁性体１９ｂと、この磁性体１９ｂに内蔵される永久磁石（図示せず）とを備え、回転ケース２３ｂの底部がハブフランジ７に取付けられている。回転ケース２３ｂの底部の中央は、内輪５のハブフランジ７よりもアウトボード側部分を突出させる中央開口を有している。回転ケース２３ｂのハブフランジ７への取付けは、前記ボルト１３による締め付け固定としても、またハブフランジ７の外周面への嵌合、溶接、または接着等で行ってもよい。回転ケース２３ｂの外周面は、ブレーキロータ１２の円筒状部１２ｂの内周面に近接している。 The stator 18 of the motor 3 has a core 18a and a coil 18b wound around each tooth 18aa (see FIG. 4) of the core 18a. A portion of the coil 18b projecting axially from the core 18a forms the coil end 18ba. The coil 18b is connected to the electric wire 60.
The motor rotor 19 includes a lateral cup-shaped rotating case 23b that serves as a motor case, a magnetic body 19b provided on the inner circumference of the rotating case 23b, and a permanent magnet (not shown) built in the magnetic body 19b. , The bottom of the rotating case 23b is attached to the hub flange 7. The center of the bottom of the rotating case 23b has a central opening that projects a portion on the outboard side of the inner ring 5 from the hub flange 7. The rotating case 23b may be attached to the hub flange 7 by tightening and fixing with the bolt 13, or by fitting, welding, or adhering the hub flange 7 to the outer peripheral surface. The outer peripheral surface of the rotating case 23b is close to the inner peripheral surface of the cylindrical portion 12b of the brake rotor 12.

＜ケース２３について＞
車輪用軸受２およびモータ３は、その全体がケース２３によって覆われている。ケース２３は、前記回転ケース２３ｂと固定ケース２３ａとでなる。固定ケース２３ａは、カップ状の回転ケース２３ｂのインボート側端を閉じており、内側面に、車輪用軸受２の固定輪である外輪４のインボード側端が固定される。詳しくは、外輪４の中間部材４ｂのインボード側端が固定される。固定ケース２３ａの外周部と回転ケース２３ｂの開口縁との間は、環状のシール部材２５によって密閉され、ケース２３の内部空間の全体が、潤滑油充填空間となる。前記シール部材２５は、固定ケース２３ａと回転ケース２３ｂとの間の隙間を相対回転自在に密封する部材であり、例えば、固定ケース２３ａおよび回転ケース２３ｂのいずれか一方に取付けられたスリンガと、他方に取付けられて前記スリンガに摺接するシールリップ（いずれも図示せず）とでなる。
モータ３のコイルエンド１８ｂａから延びる電線６０は、固定ケース２３ａに設けられた電線挿通孔に挿通されてケース２３外に引き出され、電線挿通孔の外側開口部に電線との間の隙間を密封するシール６１が設けられている。 <About Case 23>
The wheel bearing 2 and the motor 3 are entirely covered by the case 23. The case 23 includes the rotating case 23b and the fixed case 23a. The fixed case 23a closes the inboard side end of the cup-shaped rotating case 23b, and the inboard side end of the outer ring 4, which is the fixed ring of the wheel bearing 2, is fixed to the inner side surface. Specifically, the inboard side end of the intermediate member 4b of the outer ring 4 is fixed. The outer peripheral portion of the fixed case 23a and the opening edge of the rotating case 23b are sealed by an annular sealing member 25, and the entire internal space of the case 23 becomes a lubricating oil filling space. The sealing member 25 is a member that rotatably seals the gap between the fixed case 23a and the rotating case 23b. For example, a slinger attached to either the fixed case 23a or the rotating case 23b and the other. It is a seal lip (none of which is shown) that is attached to the slinger and slides into contact with the slinger.
The electric wire 60 extending from the coil end 18ba of the motor 3 is inserted into the electric wire insertion hole provided in the fixed case 23a and pulled out of the case 23, and the gap between the electric wire and the electric wire is sealed in the outer opening of the electric wire insertion hole. A seal 61 is provided.

＜シール構造について＞
回転ケース２３ｂのインボード側端の内周にロータ端リング部材２７が取付けられ、このロータ端リング部材２７と固定ケース２３ａとの間の密封が、前記シール部材２５によりなされる。ロータ端リング部材２７は、磁性体１９ｂに内蔵される前記永久磁石の軸方向についての位置決め部材を兼ねる。ロータ端リング部材２７の外周面と回転ケース２３ｂの内周面との間には、Ｏリング等のシール部材２８が介在している。
固定ケース２３ａは、前記足回りフレーム部品８に固定され、これによりこの車輪用軸受装置１の全体が足回りフレーム部品８に固定される。 <About the seal structure>
A rotor end ring member 27 is attached to the inner circumference of the inboard side end of the rotary case 23b, and the seal member 25 seals between the rotor end ring member 27 and the fixed case 23a. The rotor end ring member 27 also serves as a positioning member in the axial direction of the permanent magnet built in the magnetic body 19b. A sealing member 28 such as an O-ring is interposed between the outer peripheral surface of the rotor end ring member 27 and the inner peripheral surface of the rotating case 23b.
The fixed case 23a is fixed to the undercarriage frame component 8, whereby the entire wheel bearing device 1 is fixed to the undercarriage frame component 8.

＜回転センサについて＞
車輪用軸受２の内輪５のインボード側に位置して、内輪５の回転を検出する回転センサ６３が設けられている。回転センサ６３は、レゾルバまたは磁気式のエンコーダからなる。回転センサ６３は、回転する被検出部６３ａとこの被検出部６３ａを検出するセンサ部６３ｂとでなる。被検出部６３ｂは、環状に形成されており、内輪５のインボード側面に内輪５と同軸心に取付けられた回転センサ軸６４の外周に嵌合し、被検出部固定ボルト６５で回転センサ軸６４に取付けられている。センサ部６３ｂは、検出面が被検出部６３ｂの外周面に対向する環状に形成され、外輪４の中間部材４ｂの内周に突出したフランジ部にセンサ部固定ボルト９１ で取付けられている。 <About the rotation sensor>
A rotation sensor 63 for detecting the rotation of the inner ring 5 is provided on the inboard side of the inner ring 5 of the wheel bearing 2. The rotation sensor 63 comprises a resolver or a magnetic encoder. The rotation sensor 63 includes a rotating detected unit 63a and a sensor unit 63b that detects the detected unit 63a. The detected portion 63b is formed in an annular shape, and is fitted to the outer periphery of the rotation sensor shaft 64 coaxially attached to the inner ring 5 on the inboard side surface of the inner ring 5, and is fitted with the rotation sensor shaft by the detected portion fixing bolt 65. It is attached to 64. The sensor portion 63b has a detection surface formed in an annular shape facing the outer peripheral surface of the detected portion 63b, and is attached to a flange portion protruding from the inner circumference of the intermediate member 4b of the outer ring 4 with a sensor portion fixing bolt 91.

＜冷却構造について＞
前記外輪４の前記中間部材４ｂは、外輪本体４ａよりもインボード側に延出した厚肉円筒状であり、内部の円周方向複数箇所に、軸方向に延びる連通油路６６が設けられている。連通油路６６は、一端が中間部材４ｂのアウトボード側の端面に開口し、他端が、中間部材４ｂのインボード側端付近の内周面に開口している。また、固定ケース２３ａの肉厚内に、ステータ１８との対向面から、内周面に連通するケース壁部連通路６７が、円周方向に複数箇所に形成されている。
ケース２３のケース内空間を構成する部分として、モータ３のステータ１８とロータ１９との間に生じたステータ・ロータ間隙間６８と、ステータ１８の両側のコイルエンド収容空間６９、７０と、車輪用軸受２の内輪５のインボード側に位置する軸受端部隣接空間７１とがある。ステータ・ロータ間隙間６８には、コア１８ａの隣合うティース１８ａａ間に生じるコイル間隙間７２を含む。 <Cooling structure>
The intermediate member 4b of the outer ring 4 has a thick-walled cylindrical shape extending toward the inboard side from the outer ring main body 4a, and communication oil passages 66 extending in the axial direction are provided at a plurality of locations in the circumferential direction inside. There is. One end of the communication oil passage 66 opens to the end surface of the intermediate member 4b on the outboard side, and the other end opens to the inner peripheral surface of the intermediate member 4b near the inboard side end. Further, within the wall thickness of the fixed case 23a, case wall communication passages 67 communicating with the inner peripheral surface from the surface facing the stator 18 are formed at a plurality of locations in the circumferential direction.
As a part constituting the case inner space of the case 23, a gap 68 between the stator and the rotor generated between the stator 18 and the rotor 19 of the motor 3, coil end accommodating spaces 69 and 70 on both sides of the stator 18, and for wheels. There is a space 71 adjacent to the bearing end located on the inboard side of the inner ring 5 of the bearing 2. The gap 68 between the stator and the rotor includes a gap 72 between coils generated between adjacent teeth 18aa of the core 18a.

これらの空間は、前記連通油路６６およびケース壁部連通路６７が設けられたことにより、ステータ・ロータ間隙間６８、インボード側のコイルエンド収容空間７０、ケース内壁油路６７、軸受端部隣接空間７１、連通油路６６、およびアウトボード側のコイルエンド収容空間６９が、この順に循環する循環油路７３を構成している。この循環油路７３を構成するケース内空間には、モータ冷却用の冷却油が充填される。この冷却油は、この実施形態では車輪用軸受２の潤滑油を兼用するが、車輪用軸受２の外輪４と内輪５間の軸受空間におけるインボード側およびアウトボード側の口部にシール部材(図示せず)を設け、前記軸受空間にグリースを充填することで、前記冷却油を冷却専用としてもよい。 These spaces are provided with the communication oil passage 66 and the case wall connection passage 67, so that the gap between the stator and the rotor 68, the coil end accommodation space 70 on the inboard side, the case inner wall oil passage 67, and the bearing end are provided. The adjacent space 71, the communication oil passage 66, and the coil end accommodating space 69 on the outboard side form a circulation oil passage 73 that circulates in this order. The space inside the case constituting the circulating oil passage 73 is filled with cooling oil for cooling the motor. In this embodiment, this cooling oil also serves as a lubricating oil for the wheel bearing 2, but a seal member (seal member) is provided at the mouths on the inboard side and the outboard side in the bearing space between the outer ring 4 and the inner ring 5 of the wheel bearing 2. (Not shown) may be provided and the bearing space may be filled with grease to dedicate the cooling oil to cooling.

＜循環力発生手段、インペラ７４について＞
ケース２３内に、前記循環油路７３の冷却油を循環させる循環力発生手段として、ペラ７４が設けられている。インペラ７４は内輪５のインボード側に、前記被検出部固定ボルトセンサ固定ボルト６５の端面で、内輪５と同軸心に固定されている。前記連通油路６６の軸受端部隣接空間７１側の開口は、インペラ７４の外周に対向する軸方向位置にある。
インペラ７４は、図３に示すように、円錐台状の中央部７４ａと、この中央部７４ａの外周に周方向に並んで設けられた複数の羽根７４ｂとでなる。中央部７４ａは、軸心を含む断面の形状が、図１、図２のように凹曲線となっている。 <About the impeller 74, the means of generating circulating force>
A propeller 74 is provided in the case 23 as a circulating force generating means for circulating the cooling oil of the circulating oil passage 73. The impeller 74 is fixed on the inboard side of the inner ring 5 coaxially with the inner ring 5 by the end face of the detected portion fixing bolt sensor fixing bolt 65. The opening on the bearing end adjacent space 71 side of the communication oil passage 66 is located at an axial position facing the outer periphery of the impeller 74.
As shown in FIG. 3, the impeller 74 includes a truncated cone-shaped central portion 74a and a plurality of blades 74b provided side by side in the circumferential direction on the outer periphery of the central portion 74a. The shape of the cross section including the axis of the central portion 74a is a concave curve as shown in FIGS. 1 and 2.

なお、この実施形態の冷却構造では、冷却油が巻線コイル１８ｂに直接触れるため、冷却油によって、巻線コイル１８ｂを覆うニスなどの絶縁塗膜が劣化し絶縁不良を起こす恐れがある。そこで冷却油によって劣化することのない絶縁材の使用が好ましい。このような劣化が生じ難い絶縁塗膜として、フェノール系やアルキド系の絶縁ニス材を使用することが好ましく、これより前縁塗膜の劣化の問題が解決できる。以下の各実施形態でも同様である。 In the cooling structure of this embodiment, since the cooling oil comes into direct contact with the winding coil 18b, the cooling oil may deteriorate the insulating coating film such as varnish covering the winding coil 18b and cause insulation failure. Therefore, it is preferable to use an insulating material that is not deteriorated by the cooling oil. It is preferable to use a phenol-based or alkyd-based insulating varnish material as the insulating coating film in which such deterioration is unlikely to occur, and the problem of deterioration of the leading edge coating film can be solved. The same applies to each of the following embodiments.

＜第一の実施形態の作用、効果＞
冷却油の循環動作について説明する。
車両走行中では、車輪の回転に伴い、車輪用軸受装置１のロータ１９および回転センサ回転軸６４が回転する。回転センサ回転軸６４と一体を成すインペラ７４の回転により、冷却油が連通油路６６を通ってハブフランジ７側のコイルエンド収容空間６９へ送られる。さらに冷却油は、ステータ・ロータ間隙間６８と、コイルエンド収容空間７０まで流れ、ケース内流路６７を通って軸受端部隣接空間７１内のインペラ７４まで戻される。
また、モータ３のロータ１９が回転することにより、冷却油がロータ１９の内周面に引きずられて、回転軸心まわりに撹拌され、巻線コイル１８ｂが均等に冷却される。 <Action and effect of the first embodiment>
The circulation operation of the cooling oil will be described.
While the vehicle is running, the rotor 19 of the wheel bearing device 1 and the rotation sensor rotation shaft 64 rotate as the wheels rotate. By the rotation of the impeller 74 integrated with the rotation sensor rotation shaft 64, the cooling oil is sent to the coil end accommodating space 69 on the hub flange 7 side through the communication oil passage 66. Further, the cooling oil flows to the gap 68 between the stator and the rotor and the coil end accommodating space 70, and is returned to the impeller 74 in the bearing end adjacent space 71 through the in-case flow path 67.
Further, as the rotor 19 of the motor 3 rotates, the cooling oil is dragged to the inner peripheral surface of the rotor 19 and agitated around the rotation axis center, and the winding coil 18b is uniformly cooled.

この冷却構造では、冷却油が発熱源である巻線コイル１８ｂに直接触れるため、冷却効果が大きい。従来の冷却液流路を設けた部材を介して冷却を行う冷却方法では、流路の構造が複雑となり、コンパクト化が難しい。また、巻線コイル１８ｂの円周方向に隣合うコイル磁極部に、放熱性を良くするための放熱樹脂を浸透させるなどの対策が不可欠であったが、この実施形態の冷却構造では、前記放熱樹脂を浸透等の必要がない。さらに、冷却油の循環を運転中の車輪の回転を利用して行うため、インペラ７４を回転させるための新たな電源を必要としない。 In this cooling structure, the cooling oil comes into direct contact with the winding coil 18b, which is a heat generating source, so that the cooling effect is large. In the conventional cooling method in which cooling is performed via a member provided with a coolant flow path, the structure of the flow path becomes complicated and it is difficult to make it compact. Further, it is indispensable to take measures such as infiltrating a heat radiating resin for improving heat dissipation into the coil magnetic pole portions adjacent to each other in the circumferential direction of the winding coil 18b. However, in the cooling structure of this embodiment, the heat dissipation is described. There is no need to penetrate the resin. Further, since the cooling oil is circulated by utilizing the rotation of the wheels during operation, a new power source for rotating the impeller 74 is not required.

このように、巻線コイル１８ｂに電流を流すことで発生する熱を冷却し、巻線コイル１８ｂの発熱を抑えることにで、継続してモータ３に大電流を流すことができ、燃費改善に十分貢献できるモータ出力が発生可能となる。また、この冷却油を循環させる構造は、車輪用軸受２の潤滑にも貢献される。
モータ３は、車両の制動時は、回生制動により発電を行うが、発電時の発熱も駆動時と同様に抑制され、十分な発電が行える。
また、この実施形態の車輪用軸受装置１は、モータ３の全体がブレーキロータ１２の外周部よりも小径であるため、一般的な車両において生じているブレーキロータの外周部と車輪用軸受との間の空間を効率的に利用して補助動力装置を設置することができる。 In this way, by cooling the heat generated by passing a current through the winding coil 18b and suppressing the heat generation of the winding coil 18b, a large current can be continuously passed through the motor 3 to improve fuel efficiency. It is possible to generate a motor output that can contribute sufficiently. Further, the structure for circulating the cooling oil also contributes to the lubrication of the wheel bearing 2.
When the vehicle is braked, the motor 3 generates power by regenerative braking, but heat generation during power generation is suppressed as in the case of driving, and sufficient power generation can be performed.
Further, in the wheel bearing device 1 of this embodiment, since the entire motor 3 has a smaller diameter than the outer peripheral portion of the brake rotor 12, the outer peripheral portion of the brake rotor and the wheel bearing, which occur in a general vehicle, Auxiliary power units can be installed by efficiently using the space between them.

＜図５の実施形態＞
他の各実施形態につき、図５ないし図１０と共に説明する。これらの実施形態において、特に説明した事項の他は、図１ないし図４と共に前述した第一の実施形態と同様である。 <Embodiment of FIG. 5>
Each of the other embodiments will be described with reference to FIGS. 5 to 10. In these embodiments, except for the matters described in particular, the same as the first embodiment described above together with FIGS. 1 to 4.

＜図５の実施形態＞
前記実施形態では、冷却油の連通油路の加工の容易のため、車輪用軸受２の外輪を分割構造とし、連通油路を持った中間部材を使用しているが、図５に示すように、車輪用軸受２の外輪４を一体構造して連通油路６６を設けてもよい。一体構造とすると構造が簡略化できる。 <Embodiment of FIG. 5>
In the above embodiment, in order to facilitate the processing of the cooling oil communication oil passage, the outer ring of the wheel bearing 2 has a split structure, and an intermediate member having the communication oil passage is used. As shown in FIG. The outer ring 4 of the wheel bearing 2 may be integrally formed to provide a communication oil passage 66. The integrated structure can simplify the structure.

＜図６の実施形態＞
図１ないし図４に示す第１の実施形態において、さらに冷却効率を上げるために、図６に示すように、二次冷却装置７５を追加してもよい。この二次冷却装置７５は、循環油路７３におけるケース壁部連通路６７に沿う部分７６ａを有する二次冷却液循環路７６と、この二次冷却液循環路７６の冷却液を循環させるポンプ７７とで構成されている。ポンプ７７は、前記モータ３とは別のモータ（図示せず）によって駆動される。循環油路７３の潤滑油を熱交換により冷却した二次冷却液循環路７６内の冷却液は、二次冷却液環路７６内を流れる間に、車体への熱伝導および空気冷却により冷却される。
二次冷却装置７５があると、構成は複雑になるが、冷却油の温度上昇をより抑えて、巻線コイル１８ｂの温度上昇をより一層低下させることができる。 <Embodiment of FIG. 6>
In the first embodiment shown in FIGS. 1 to 4, a secondary cooling device 75 may be added as shown in FIG. 6 in order to further improve the cooling efficiency. The secondary cooling device 75 is a pump 77 that circulates a secondary coolant circulation passage 76 having a portion 76a along the case wall communication passage 67 in the circulation oil passage 73 and the coolant of the secondary coolant circulation passage 76. It is composed of and. The pump 77 is driven by a motor (not shown) different from the motor 3. The coolant in the secondary coolant circulation passage 76, in which the lubricating oil in the circulation oil passage 73 is cooled by heat exchange, is cooled by heat conduction to the vehicle body and air cooling while flowing in the secondary coolant ring passage 76. To.
With the secondary cooling device 75, the configuration becomes complicated, but the temperature rise of the cooling oil can be further suppressed, and the temperature rise of the winding coil 18b can be further reduced.

＜図７の実施形態＞
また、図１ないし図４に示す第１の実施形態において、インペラ７４を設ける代わりに、循環力発生手段として圧力ポンプ７８を設け、循環油路７３と圧力ポンプ７８とを吸引路７９および吐出路８０により接続してもよい。吐出路８０は軸受端部隣接空間７１のインボード側壁面における軸心部に開口し、吸引路７９はコイルエンド収容空間７０に、固定ケース２３ａに設けられた他の油路８１を介して接続されている。圧力ポンプ７８は、他のモータ（図示せず）により駆動される。
この構成の場合、図２のインペラ７４でポンプ動作させる場合に比べ、高性能な圧力ポンプ７８が設けられることで、より高速で冷却油を循環させることができ、冷却効率を上がる。 <Embodiment of FIG. 7>
Further, in the first embodiment shown in FIGS. 1 to 4, instead of providing the impeller 74, a pressure pump 78 is provided as a circulating force generating means, and the circulating oil passage 73 and the pressure pump 78 are connected to the suction passage 79 and the discharge passage. It may be connected by 80. The discharge passage 80 opens at the axial center portion on the inboard side wall surface of the space 71 adjacent to the bearing end, and the suction passage 79 is connected to the coil end accommodation space 70 via another oil passage 81 provided in the fixed case 23a. Has been done. The pressure pump 78 is driven by another motor (not shown).
In the case of this configuration, the cooling oil can be circulated at a higher speed by providing the high-performance pressure pump 78 as compared with the case where the pump is operated by the impeller 74 of FIG. 2, and the cooling efficiency is improved.

＜図８の実施形態＞
図８の実施形態は、第一の実施形態において、前記ステータ・ロータ間隙間６８を構成するステータ１８のコア１８ａの外周面にねじ溝８２を設け、ねじポンプを構成している。
前記循環力発生手段として、前記ねじ溝８２で形成されるねじポンプを、前記インペラ７４に加えて設けている。
この構成の場合、モータ３のロータの回転によりステータ・ロータ間隙間６８に、圧力勾配を発生させ、循環速度を上昇させることができる。これにより、巻線コイル１８ｂの冷却効率がさらに向上する。 <Embodiment of FIG. 8>
In the first embodiment, the screw groove 82 is provided on the outer peripheral surface of the core 18a of the stator 18 constituting the stator-rotor gap 68 to form a screw pump.
As the circulating force generating means, a screw pump formed in the thread groove 82 is provided in addition to the impeller 74.
In this configuration, the rotation of the rotor of the motor 3 can generate a pressure gradient in the gap 68 between the stator and the rotor to increase the circulation speed. As a result, the cooling efficiency of the winding coil 18b is further improved.

＜図９の実施形態＞
図９の実施形態は、図８の実施形態において、ねじ溝８２をステータ１８の外周面に設けた構成に代えて、ねじ溝８２をロータ１９の内周面に設けている。
この構成の場合も、モータ３のロータ１９の回転によりステータ・ロータ間隙間６８に、圧力勾配を発生させ、循環速度を上昇させることができる。これにより、巻線コイル１８ｂの冷却効率がさらに向上する。 <Embodiment of FIG. 9>
In the embodiment of FIG. 9, the thread groove 82 is provided on the inner peripheral surface of the rotor 19 instead of the configuration in which the thread groove 82 is provided on the outer peripheral surface of the stator 18.
Also in this configuration, the rotation of the rotor 19 of the motor 3 can generate a pressure gradient in the gap 68 between the stator and the rotor to increase the circulation speed. As a result, the cooling efficiency of the winding coil 18b is further improved.

＜その他の実施形態＞
図８の実施形態と図９の実施形態とは併用してもよい。すなわち、ステータ・ロータ間隙６８を構成するステータ１８の外周面とロータ１９の内周面との両方に前記ねじ溝２２を設けてもよい。
なお、図１０のＳＰＭ同期モーターでは、ロータ１９の磁性体１９ｂの内周面で円周方向に並ぶ永久磁石１９ｃ間の隙間８２Ａを軸心方向に対して傾斜させてもよい。これによっても、ステータ・ロータ間隙間６８に圧力勾配が発生する。 <Other embodiments>
The embodiment of FIG. 8 and the embodiment of FIG. 9 may be used in combination. That is, the thread groove 22 may be provided on both the outer peripheral surface of the stator 18 and the inner peripheral surface of the rotor 19 constituting the stator-rotor gap 68.
In the SPM synchronous motor of FIG. 10, the gap 82A between the permanent magnets 19c arranged in the circumferential direction on the inner peripheral surface of the magnetic body 19b of the rotor 19 may be inclined with respect to the axial direction. This also causes a pressure gradient in the gap 68 between the stator and the rotor.

＜車両３０の制御系について＞
図１１は、いずれかの実施形態に係る車輪用軸受装置１を用いた車両用システムの概念構成を示すブロック図である。
この車両用システムにおいて、車輪用軸受装置１は、主駆動源３５と機械的に非連結である従動輪１０Ｂを持つ車両において、従動輪１０Ｂに対して搭載される。車輪用軸受装置１における車輪用軸受２（図１）は、従動輪１０Ｂを支持する軸受である。 <About the control system of the vehicle 30>
FIG. 11 is a block diagram showing a conceptual configuration of a vehicle system using the wheel bearing device 1 according to any one of the embodiments.
In this vehicle system, the wheel bearing device 1 is mounted on the driven wheel 10 B in a vehicle having a driven wheel 10 B that is mechanically unconnected to the main drive source 35. The wheel bearing 2 (FIG. 1) in the wheel bearing device 1 is a bearing that supports the driven wheel 10B .

主駆動源３５は、ガソリンエンジンまたはディーゼルエンジン等の内燃機関、または電動発電機（電動モータ）、または両者を組み合わせたハイブリッド型の駆動源である。前記「電動発電機」は、回転付与による発電が可能な電動モータを称す。図示の例では、車両３０は、前輪が駆動輪１０Ａ、後輪が従動輪１０Ｂとなる前輪駆動車であって、主駆動源３５が内燃機関３５ａと駆動輪側の電動発電機３５ｂとを有するハイブリッド車（以下、「ＨＥＶ」と称することがある）である。 The main drive source 35 is an internal combustion engine such as a gasoline engine or a diesel engine, a motor generator (motor), or a hybrid type drive source in which both are combined. The "motor generator" refers to an electric motor capable of generating electricity by applying 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 35a and an electric generator 35b on the drive wheel side. It is a hybrid vehicle (hereinafter, may be referred to as "HEV") having the above.

具体的には、駆動輪側の電動発電機３５ｂが４８Ｖ等の中電圧で駆動されるマイルドハイブリッド形式である。ハイブリッドはストロングハイブリッドとマイルドハイブリッドとに大別されるが、マイルドハイブリッドは、主要駆動源が内燃機関であって、発進時や加速時等にモータで走行の補助を主に行う形式を言い、ＥＶ（電気自動車）モードでは通常の走行を暫くは行えても長時間行うことができないことでストロングハイブリッドと区別される。同図の例の内燃機関３５ａは、クラッチ３６および減速機３７を介して駆動輪１０Ａのドライブシャフトに接続され、減速機３７に駆動輪側の電動発電機３５ｂが接続されている。 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 divided into strong hybrids and mild hybrids. Mild hybrids are a type in which the main drive source is an internal combustion engine and the motor mainly assists driving when starting or accelerating. In the (electric vehicle) mode, it is distinguished from the strong hybrid because it can run normally for a while but cannot run for a long time. The internal combustion engine 35a in the example of the figure is connected to the drive shaft of the drive wheel 10A via the clutch 36 and the speed reducer 37, and the motor generator 35b on the drive wheel side is connected to the speed reducer 37.

この車両用システムは、従動輪１０Ｂの回転駆動を行う走行補助用のモータ３と、このモータ３の制御を行う個別制御手段３９と、上位ＥＣＵ４０に設けられて前記個別制御手段３９に駆動および回生の制御を行わせる指令を出力する個別電動発電機指令手段４５とを備える。発電機３Ａは、蓄電手段に接続されている。この蓄電手段は、バッテリー（蓄電池）またはキャパシタ、コンデンサ等を用いることができ、その形式や車両３０への搭載位置は問わないが、この実施形態では、車両３０に搭載された低電圧バッテリー５０および中電圧バッテリー４９のうちの中電圧バッテリー４９とされている。 This vehicle system includes a traveling assisting motor 3 that drives the driven wheel 10B to rotate, an individual control means 39 that controls the motor 3, and an individual control means 39 provided in the upper ECU 40 to drive and drive the individual control means 39. It is provided with an individual motor generator command means 45 that outputs a command for controlling regeneration. The generator 3A is connected to the power storage means. As the storage means, a battery (storage battery), a capacitor, a capacitor, or the like can be used, and the type and the mounting position on the vehicle 30 are not limited, but in this embodiment, the low voltage battery 50 mounted on the vehicle 30 and It is said to be a medium voltage battery 49 among the medium voltage batteries 49.

従動輪用のモータ３は、変速機を用いないダイレクトドライブモータである。モータ３車両３０の運動エネルギーを電力に変換する発電機としても作用する。
モータ３は、ハブ輪である内輪５（図１）にロータ１９が取付けられているため、モータ３に電流を印加すると内輪５（図１）が回転駆動され、逆に電力回生時には誘起電圧を負荷することで回生電力が得られる。このモータ３の回転駆動用の駆動電圧または回生電圧が１００Ｖ以下である。 The motor 3 for the driven wheel is a direct drive motor that does not use a transmission. Motor 3 It also acts as a generator that converts the kinetic energy of the vehicle 30 into electric power.
Since the rotor 19 is attached to the inner ring 5 (FIG. 1) of the motor 3, the inner ring 5 (FIG. 1) is rotationally driven when a current is applied to the motor 3, and conversely, the induced voltage is applied during power regeneration. Regenerative power can be obtained by loading. The drive voltage or regenerative voltage for rotational drive of the motor 3 is 100 V or less.

上位ＥＣＵ４０は、車両３０の統合制御を行う手段であり、トルク指令生成手段４３を備える。このトルク指令生成手段４３は、アクセルペダル等のアクセル操作手段５６およびブレーキペダル等のブレーキ操作手段５７からそれぞれ入力される操作量の信号に従ってトルク指令を生成する。この車両３０は、主駆動源３５として内燃機関３５ａおよび駆動輪側のモータ３５ｂを備え、また二つの従動輪１０Ｂ，１０Ｂをそれぞれ駆動する二つのモータ３，３を備えるため、前記トルク指令を各駆動源（３５ａ，３５ｂ，３，３）に定められた規則によって分配するトルク指令分配手段４４が上位ＥＣＵ４０に設けられている。 The upper ECU 40 is a means for performing integrated control of the vehicle 30, and includes a torque command generation means 43. The torque command generating means 43 generates a torque command according to the operation amount signals input from the accelerator operating means 56 such as the accelerator pedal and the brake operating means 57 such as the brake pedal. This vehicle 30 includes an internal combustion engine 35a and a motor 35b on the drive wheel side as a main drive source 35, and also includes two motors 3 and 3 for driving two driven wheels 10 B and 10 B , respectively. The torque command distribution means 44 is provided in the upper ECU 40 to distribute the torque command distribution means 44 according to the rules defined for each drive source (35a, 35b, 3, 3).

内燃機関３５ａに対するトルク指令は内燃機関制御手段４７に伝達され、内燃機関制御手段４７によるバルブ開度制御等に用いられる。駆動輪側の発電電動機３５ｂに対するトルク指令は、駆動輪側電動発電機制御手段４８に伝達されて実行される。従動輪側のモータ３，３に対するトルク指令は、個別制御手段３９，３９に伝達される。前記トルク指令分配手段４４のうち、個別制御手段３９，３９へ出力する部分を個別電動発電機指令手段４５と称している。この個別電動発電機指令手段４５は、ブレーキ操作手段５７の操作量の信号に対して、モータ３が回生制動により制動を分担する制動力の指令となるトルク指令を個別制御手段３９へ与える機能も備える。 The torque command for the internal combustion engine 35a is transmitted to the internal combustion engine control means 47, and is used for valve opening control and the like by the internal combustion engine control means 47. The torque command to the motor generator 35b on the drive wheel side is transmitted to the motor generator control means 48 on the drive wheel side and executed. Torque commands for the motors 3 and 3 on the driven wheel side are transmitted to the individual control means 39 and 39. Of the torque command distribution means 44, the portion that outputs to the individual control means 39, 39 is referred to as the individual motor generator command means 45. The individual motor generator command means 45 also has a function of giving a torque command to the individual control means 39, which is a command of the braking force in which the motor 3 shares the braking by regenerative braking, with respect to the signal of the operation amount of the brake operation means 57. Be prepared.

個別制御手段３９はインバータ装置であり、中電圧バッテリー４９の直流電力を三相の交流電圧に変換するインバータ４１と、前記トルク指令等によりインバータ４１の出力をＰＷＭ制御等で制御する制御部４２とを有する。インバータ４１は、半導体スイッチング素子等によるブリッジ回路（図示せず）と、モータ３の回生電力を中電圧バッテリー４９に充電する充電回路（図示せず）とを備える。なお個別制御手段３９は、二つのモータ３，３に対して個別に設けられるが、一つの筐体内に収められ、制御部４２を両個別制御手段３９，３９で共有する構成であってもよい。 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 by the torque command or the like. Has. The inverter 41 includes a bridge circuit (not shown) using a semiconductor switching element or the like, and a charging circuit (not shown) for charging the regenerative power of the motor 3 into the medium voltage battery 49. Although the individual control means 39 is individually provided for the two motors 3 and 3, it may be housed in one housing and the control unit 42 may be shared by both the individual control means 39 and 39. ..

図１２は、図１１に示した車両用システムを搭載した車両の一例となる電源系統図である。同図の例では、バッテリーとして低電圧バッテリー５０と中電力バッテリー４９とが設けられ、両バッテリー４９，５０は、ＤＣ／ＤＣコンバータ５１を介して接続されている。モータ３は二つあるが、代表して一つで図示している。図１５の駆動輪側のモータ３５ｂは、図１２では図示を省略しているが、従動輪側のモータ３と並列に中電力系統に接続されている。低電圧系統には低電圧負荷５２が接続され、中電圧系統には中電圧負荷５３が接続される。低電圧負荷５２および中電圧負荷５３は、それぞれ複数あるが、代表して一つで示している。 FIG. 12 is a power supply system diagram which is 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 power battery 49 are provided as batteries, and both batteries 49 and 50 are connected via a DC / DC converter 51. There are two motors 3, but one is represented as a representative. Although not shown in FIG. 12, the motor 35b on the drive wheel side of FIG. 15 is connected to the medium power system in parallel with the motor 3 on the driven wheel side. 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. Although there are a plurality of low voltage loads 52 and medium voltage loads 53, they are represented by one.

低電圧バッテリー５０は、制御系等の電源として各種の自動車一般に用いられているバッテリーであり、例えば１２Ｖまたは２４Ｖとされる。低電圧負荷５２としては、内燃機関３５ａのスタータモータ、灯火類、上位ＥＣＵ４０およびその他のＥＣＵ（図示せず）等の基幹部品がある。低電圧バッテリー５０は電装補機類用補助バッテリーと称し、中電圧バッテリー４９は電動システム用補助バッテリー等と称してもよい。 The low voltage battery 50 is a battery generally used in various automobiles as a power source for a control system or the like, and is, for example, 12V or 24V. The low voltage load 52 includes key components such as a starter motor of an internal combustion engine 35a, lights, an upper 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.

中電圧バッテリー４９は、低電圧バッテリー５０よりも電圧が高く、かつストロングハイブリッド車等に用いられる高圧バッテリー（１００Ｖ以上、例えば２００～４００Ｖ程度）よりも低く、かつ作業時に感電による人体への影響が問題とならない程度の電圧であり、近年マイルドハイブリッドに用いられている４８Ｖバッテリーが好ましい。４８Ｖバッテリー等の中電圧バッテリー４９は、従来の内燃機関を搭載した車両に比較的容易に搭載することができ、マイルドハイブリッドとして電力による動力アシストや回生により、燃費低減することができる。 The medium voltage battery 49 has a higher voltage than the low voltage battery 50 and is lower than the high voltage battery (100 V or more, for example, about 200 to 400 V) used for strong hybrid vehicles and the like, and has an influence on the human body due to electric shock during work. A 48V battery, which has a voltage that does not pose a problem and has been used in mild hybrids in recent years, is preferable. A medium-voltage battery 49 such as a 48V battery can be relatively easily mounted on a vehicle equipped with a conventional internal combustion engine, and as a mild hybrid, fuel consumption can be reduced by power assist or regeneration by electric power.

前記４８Ｖ系統の中電圧負荷５３は前記アクセサリー部品であり、前記駆動輪側のモータ３である動力アシストモータ、電動ポンプ、電動パワーステアリング、スーパーチャージャ、およびエアーコンフレッサなどである。アクセサリーによる負荷を４８Ｖ系統で構成することで、高電圧（１００Ｖ以上のストロングハイブリッド車など）よりも動力アシストの出力が低くなるものの、乗員やメンテナンス作業者への感電の危険性を低くすることができる。電線の絶縁被膜を薄くすることができるので、電線の重量や体積を減らすことができる。また、１２Ｖよりも小さな電流量で大きな電力量を入出力することができるため、電動機または発電機の体積を小さくすることができる。これらのことから、車両の燃費低減効果に寄与する。 The medium voltage load 53 of the 48V system is an accessory component, such as a power assist motor, an electric pump, an electric power steering, a supercharger, and an air confluser, which are motors 3 on the drive wheel side. By configuring the load of accessories with a 48V system, the output of power assist is lower than that of high voltage (strong hybrid vehicles of 100V or more), but the risk of electric shock to occupants and maintenance workers can be reduced. can. Since the insulating coating of the electric wire can be thinned, the weight and volume of the electric wire can be reduced. Further, since a large amount of electric power can be input / output with a current amount smaller than 12V, the volume of the electric motor or the generator can be reduced. From these things, it contributes to the effect of reducing the fuel consumption of the vehicle.

この車両用システムは、こうしたマイルドハイブリッド車のアクセサリー部品に好適であり、動力アシストおよび電力回生部品として適用される。なお、従来よりマイルドハイブリッド車において、ＣＭＧ、ＧＭＧ、ベルト駆動式スタータモータ（いずれも図示せず）などが採用されることがあるが、これらはいずれも、内燃機関または動力装置に対して動力アシストまたは回生するため、伝達装置および減速機などの効率の影響を受ける。 This vehicle system is suitable for accessory parts of such mild hybrid vehicles, and is applied as power assist and power regeneration parts. Conventionally, in mild hybrid vehicles, CMG, GMG, belt-driven starter motors (none of which are shown), etc. may be adopted, but all of these are power assists for the internal combustion engine or the power unit. Or because it regenerates, it is affected by the efficiency of transmission devices and speed reducers.

これに対してこの例の車両用システムは従動輪１０Ｂに対して搭載されるため、内燃機関３５ａおよびモータ（図示せず）等の主駆動源とは切り離されており、電力回生の際には車体１の運動エネルギーを直接利用することができる。また、ＣＭＧ、ＧＭＧ、ベルト駆動式スタータモータなどを搭載する際には、車両３０の設計段階から考慮して組み込む必要があり、後付けすることが難しいが、従動輪１０Ｂ内に収まるこの車両用システムのモータ３は、完成車であっても部品交換と同等の工数で取り付けることができ、内燃機関３５ａのみの完成車に対しても４８Ｖのシステムを構成することができる。この実施形態の車両用システムを搭載した車両に、図１１の例のように別の補助駆動用のモータ３５ｂが搭載されていると、車両３０に対する動力アシスト量や回生電力量を増加させることができ、さらに燃費低減に寄与するが、補助駆動用のモータ３５ｂは搭載されていなくてもよい。 On the other hand, since the vehicle system of this example is mounted on the driven wheel 10B, it is separated from the main drive source such as the internal combustion engine 35a and the motor (not shown), and is used during power regeneration. The kinetic energy of the vehicle body 1 can be directly used. In addition, when mounting a CMG, GMG, belt-driven starter motor, etc., it is necessary to consider it from the design stage of the vehicle 30, and it is difficult to retrofit it, but this system for vehicles that fits in the driven wheel 10B. The motor 3 can be attached to a completed vehicle with the same number of steps as parts replacement, and a 48V system can be configured even for a completed vehicle having only an internal combustion engine 35a. When another auxiliary drive motor 35b is mounted on the vehicle equipped with the vehicle system of this embodiment as in the example of FIG. 11, the amount of power assist and the amount of regenerative power for the vehicle 30 can be increased. This can further contribute to the reduction of fuel consumption, but the auxiliary drive motor 35b may not be mounted.

図１３は、いずれかの実施形態に係る車輪用軸受装置１を、前輪である駆動輪１０Ａおよび後輪である従動輪１０Ｂにそれぞれ適用した例を示す。駆動輪１０Ａは内燃機関からなる主駆動源３５により、クラッチ３６および減速機３７を介して駆動される。この前輪駆動車において、各駆動輪１０Ａおよび従動輪１０Ｂの支持および補助駆動に、車輪用軸受装置１が設置されている。このように車輪用軸受装置１を、従動輪１０Ｂだけでなく、駆動輪１０Ａにも適用し得る。 FIG. 13 shows an example in which the wheel bearing device 1 according to any of the embodiments is applied to the drive wheel 10A which is a front wheel and the driven wheel 10B which is a rear wheel, respectively. The drive wheels 10A are driven by a main drive source 35 composed of an internal combustion engine via a clutch 36 and a speed reducer 37. In this front-wheel drive vehicle, a wheel bearing device 1 is installed on the support and auxiliary drive of each drive wheel 10A and driven wheel 10B. As described above, the wheel bearing device 1 can be applied not only to the driven wheel 10B but also to the driving wheel 10A.

図１１、図１２に示す車両用システムは、発電を行う機能を有するが、給電による回転駆動をしないシステムとしてもよい。この場合、モータ３が発電した回生電力を中電圧バッテリー４９に蓄えることにより、制動力を発生させることができる。機械式のブレーキ操作手段５７と併用や使い分けで、制動性能も向上させることができる。このように発電を行う機能に限定した場合、個別制御手段３９はインバータ装置ではなく、AC/DC コンバータ装置（図示せず）として構成することができる。前記AC/DC コンバータ装置は、３相交流電圧を直流電圧に変換することで、モータ３の回生電力を中電圧バッテリー４９に充電する機能を備え、インバータと比較すると制御方法が容易であり、小型化が可能となる。
以上、実施形態に基づいてこの発明を実施するための形態を説明したが、今回開示された実施の形態はすべての点で例示であって制限的なものではない。この発明の範囲は上記した説明ではなくて特許請求の範囲によって示され、特許請求の範囲と均等の意味および範囲内でのすべての変更が含まれることが意図される。 The vehicle system shown in FIGS. 11 and 12 has a function of generating electric power, but may be a system that is not rotationally driven by power supply. In this case, braking force can be generated by storing the regenerative power generated by the motor 3 in the medium voltage battery 49. Braking performance can also be improved by using it in combination with the mechanical brake operating means 57 or by using it properly. When limited to the function of generating electric 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 motor 3 to the medium voltage battery 49 by converting the three-phase AC voltage into a DC voltage, and the control method is easier and smaller than that of the inverter. Can be converted.
Although the embodiments for carrying out the present invention have been described above based on the embodiments, the embodiments disclosed this time are exemplary in all respects and are not limiting. The scope of the present invention is shown by the scope of claims rather than the above description, and is intended to include all modifications within the meaning and scope equivalent to the scope of claims.

１…車輪用軸受装置、２…車輪用軸受、３…モータ（動力装置）、４…外輪（固定輪）、４ａ…外輪本体、４ｂ…中間部材、５…内輪（回転輪）、６…転動体、７…ハブフランジ、８…足回りフレーム部品、１２…ブレーキロータ、１７…ブレーキ、１８…ステータ、１８ａ…コア、１８ｂ…巻線コイル、１８ｂａ…コイルエンド、１９ｂ…磁性体、
１９ｃ…永久磁石、２３…ケース、２３ｂ…回転ケース、２３ａ…固定ケース、２５…シール部材、６３…回転センサ、６６…連通油路、６８…ステータ・ロータ間隙間、６９、７０…コイルエンド収容空間、７１…軸受端部隣接空間、７３…循環油路、７４…インペラ（循環力発生手段）、７５…二次冷却装置、７７…ポンプ（循環力発生手段）、７８…圧力ポンプ（循環力発生手段）、８２…ねじ溝（循環力発生手段） 1 ... Wheel bearing device, 2 ... Wheel bearing, 3 ... Motor (power device), 4 ... Outer ring (fixed ring), 4a ... Outer ring body, 4b ... Intermediate member, 5 ... Inner ring (rotary wheel), 6 ... Roll Moving body, 7 ... hub flange, 8 ... undercarriage frame parts, 12 ... brake rotor, 17 ... brake, 18 ... stator, 18a ... core, 18b ... winding coil, 18ba ... coil end, 19b ... magnetic material,
19c ... Permanent magnet, 23 ... Case, 23b ... Rotating case, 23a ... Fixed case, 25 ... Seal member, 63 ... Rotating sensor, 66 ... Communication oil passage, 68 ... Stator-rotor gap, 69, 70 ... Coil end accommodation Space, 71 ... Space adjacent to the bearing end, 73 ... Circulating oil passage, 74 ... Impeller (circulating force generating means), 75 ... Secondary cooling device, 77 ... Pump (circulating force generating means), 78 ... Pressure pump (circulating force) Generating means), 82 ... Thread groove (circulating force generating means)

Claims (12)

固定輪、およびこの固定輪に転動体を介し回転自在に支持されて車両の車輪が取付られる回転輪を有する車輪用軸受と、前記固定輪に取付けられたステータおよび前記回転輪に取付られたロータを有する動力装置と、を備える車輪用軸受装置であって、
前記ステータとロータとの間に生じたステータ・ロータ間隙間、前記ステータの両側のコイルエンド周囲で前記動力装置内に生じた一対のコイルエンド収容空間、および足回りフレーム部品側で前記回転輪の軸方向に隣合って位置する軸受端部隣接空間を密封するケースが設けられ、
前記ケース内に設けた循環油路内の冷却油を循環させる循環力発生手段および前記固定輪内を貫通する連通油路を有し、
前記ケース内に、前記軸受端部隣接空間、前記連通油路、一方の前記コイルエンド収容空間、前記ステータ・ロータ間隙間、他方の前記コイルエンド収容空間、および前記軸受端部隣接空間を順に循環する前記循環油路が形成された、車輪用軸受装置。 A fixed wheel, a wheel bearing having a rotating wheel rotatably supported by the fixed wheel via a rolling element and to which a vehicle wheel is attached, a stator attached to the fixed wheel, and a rotor attached to the rotating wheel. And a wheel bearing device comprising:
The gap between the stator and rotor created between the stator and the rotor, the pair of coil end accommodating spaces created in the power unit around the coil ends on both sides of the stator, and the rotating wheel on the undercarriage frame component side. A case is provided to seal the space adjacent to the bearing end located adjacent to each other in the axial direction.
It has a circulating force generating means for circulating cooling oil in the circulating oil passage provided in the case and a communication oil passage penetrating the inside of the fixed ring.
The bearing end adjacent space, the communication oil passage, one coil end accommodating space, the stator-rotor gap, the other coil end accommodating space, and the bearing end adjacent space are circulated in the case in order. A wheel bearing device in which the circulating oil passage is formed . 請求項１に記載の車輪用軸受装置において、前記循環力発生手段は、前記車輪用軸受の前記回転輪と固定輪との相対回転で前記冷却油を循環させる車輪用軸受装置。 In the wheel bearing device according to claim 1, the circulating force generating means is a wheel bearing device that circulates the cooling oil by relative rotation between the rotating wheel and the fixed wheel of the wheel bearing. 固定輪、およびこの固定輪に転動体を介し回転自在に支持されて車両の車輪が取付られる回転輪を有する車輪用軸受と、前記固定輪に取付けられたステータおよび前記回転輪に取付られたロータを有する動力装置と、を備える車輪用軸受装置であって、
前記ステータとロータとの間に生じたステータ・ロータ間隙間、前記ステータの両側のコイルエンド周囲で前記動力装置内に生じた一対のコイルエンド収容空間、および足回りフレーム部品側で前記回転輪の軸方向に隣合って位置する軸受端部隣接空間を密封するケースが設けられ、
前記ケース内に設けた循環油路内の冷却油を循環させる循環力発生手段を有し、
前記車輪用軸受が、前記回転輪が内輪となる内輪回転型であり、前記動力装置がアウターロータ型であって、前記ケースが、前記固定輪と互いに固定された固定ケースと、前記回転輪および前記ロータと互いに固定された回転ケースとを有する車輪用軸受装置。 A fixed wheel, a wheel bearing having a rotating wheel rotatably supported by the fixed wheel via a rolling element and to which a vehicle wheel is attached, a stator attached to the fixed wheel, and a rotor attached to the rotating wheel. And a wheel bearing device comprising:
The gap between the stator and rotor created between the stator and the rotor, the pair of coil end accommodating spaces created in the power unit around the coil ends on both sides of the stator, and the rotating wheel on the undercarriage frame component side. A case is provided to seal the space adjacent to the bearing end located adjacent to each other in the axial direction.
It has a circulating force generating means for circulating the cooling oil in the circulating oil passage provided in the case.
The wheel bearing is an inner ring rotary type in which the rotary wheel is an inner ring, the power unit is an outer rotor type, and the case is a fixed case fixed to each other with the fixed wheel, and the rotary wheel and the wheel. A wheel bearing device having a rotor and a rotating case fixed to each other. 固定輪、およびこの固定輪に転動体を介し回転自在に支持されて車両の車輪が取付られる回転輪を有する車輪用軸受と、前記固定輪に取付けられたステータおよび前記回転輪に取付られたロータを有する動力装置と、を備える車輪用軸受装置であって、
前記ステータとロータとの間に生じたステータ・ロータ間隙間、前記ステータの両側のコイルエンド周囲で前記動力装置内に生じた一対のコイルエンド収容空間、および足回りフレーム部品側で前記回転輪の軸方向に隣合って位置する軸受端部隣接空間を密封するケースが設けられ、
前記ケース内に設けた循環油路内の冷却油を循環させる循環力発生手段を有し、
前記固定輪は、前記転動体を転走させる軌道面を有する固定輪本体と、この固定輪本体に外嵌し外周に前記ステータが取付けられる中間部材とを有し、この中間部材に前記連通油路が形成された車輪用軸受装置。 A fixed wheel, a wheel bearing having a rotating wheel rotatably supported by the fixed wheel via a rolling element and to which a vehicle wheel is attached, a stator attached to the fixed wheel, and a rotor attached to the rotating wheel. And a wheel bearing device comprising:
The gap between the stator and rotor created between the stator and the rotor, the pair of coil end accommodating spaces created in the power unit around the coil ends on both sides of the stator, and the rotating wheel on the undercarriage frame component side. A case is provided to seal the space adjacent to the bearing end located adjacent to each other in the axial direction.
It has a circulating force generating means for circulating the cooling oil in the circulating oil passage provided in the case.
The fixed wheel has a fixed wheel main body having a raceway surface on which the rolling element is rolled, and an intermediate member that is externally fitted to the fixed wheel main body and to which the stator is attached to the outer periphery, and the communication oil is communicated to the intermediate member. A wheel bearing device in which a road is formed. 請求項１ないし請求項４のいずれか１項に記載の車輪用軸受装置において、前記循環力発生手段として、前記軸受端部隣接空間内に位置して前記回転輪に同軸心に連結されたインペラを有する車輪用軸受装置。 In the wheel bearing device according to any one of claims 1 to 4 , as the circulating force generating means, an impeller located in a space adjacent to the bearing end and coaxially connected to the rotating wheel. Bearing device for wheels. 請求項１ないし請求項５のいずれか１項に記載の車輪用軸受装置において、前記循環油路の途中に、この循環油路を流れる冷却油を冷却する二次冷却装置を有する車輪用軸受装置。 The wheel bearing device according to any one of claims 1 to 5 , wherein the wheel bearing device has a secondary cooling device for cooling the cooling oil flowing through the circulating oil passage in the middle of the circulating oil passage. .. 請求項１ないし請求項６のいずれか１項に記載の車輪用軸受装置において、循環力発生手段として、前記循環油路の冷却油の循環力を高めるポンプを有する車輪用軸受装置。 The wheel bearing device according to any one of claims 1 to 6 , wherein the wheel bearing device has a pump for increasing the circulating force of cooling oil in the circulating oil passage as a circulating force generating means. 請求項１ないし請求項７のいずれか１項に記載の車輪用軸受装置において、前記循環力発生手段として、前記ロータおよび前記ステータのいずれか一方または両方における前記ステータ・ロータ間隙間を構成する周面に、前記ロータとステータの相対回転で圧力勾配を生じさせるねじ溝を有する車輪用軸受装置。 In the wheel bearing device according to any one of claims 1 to 7 , the circumference constituting the gap between the stator and the rotor in either or both of the rotor and the stator as the circulating force generating means. A wheel bearing device having a thread groove on the surface that causes a pressure gradient due to the relative rotation of the rotor and the stator. 請求項１ないし請求項８のいずれか１項に記載の車輪用軸受装置において、前記車輪用軸受が、前記車両の主駆動源と機械的に非連結である従動輪を支持する軸受である車輪用軸受装置。 In the wheel bearing device according to any one of claims 1 to 8 , the wheel bearing is a bearing that supports a driven wheel that is mechanically unconnected to the main drive source of the vehicle. Bearing device. 請求項１ないし請求項８のいずれか１項に記載の車輪用軸受装置において、前記車輪用軸受が、前記車両の主駆動源と機械的に連結された駆動輪を支持する軸受である車輪用軸受装置。 In the wheel bearing device according to any one of claims 1 to 8 , the wheel bearing is a bearing for supporting a drive wheel mechanically connected to the main drive source of the vehicle. Bearing device. 請求項１ないし請求項１０のいずれか１項に記載の車輪用軸受装置を備えた車両。 A vehicle provided with the wheel bearing device according to any one of claims 1 to 10 . 車輪用軸受に設置される電動発電機から成る動力装置であって、
前記車輪用軸受の固定輪に取付けられるステータと、前記車輪用軸受の回転輪に取付けられるロータとを備え、
この動力装置は、前記ステータが前記車輪用軸受の外周に位置し、前記ロータが前記ステータの半径方向外方に位置するアウターロータ型であり、
この動力装置の全体が、前記回転輪に取り付けられたブレーキロータにおける、ブレーキキャリパが押し付けられる部分となる外周部よりも小径であり、且つ、この動力装置における前記回転輪のアウトボード側に設けられたハブフランジへの取付部を除く全体が、前記ハブフランジと、前記車輪用軸受のインボード側の車体取り付け面との間の軸方向範囲に位置し、
前記ステータとロータとの間に生じたステータ・ロータ間隙間、前記ステータの両側のコイルエンド周囲で前記発電機内に生じた一対のコイルエンド収容空間、および足回りフレーム部品側で前記回転輪の軸方向に隣合って位置する軸受端部隣接空間を密封するケースが設けられ、
前記ケース内に設けた循環油路内の冷却油を循環させる循環力発生手段および前記固定輪内を貫通する連通油路を有し、
前記ケース内に、前記軸受端部隣接空間、前記連通油路、一方の前記コイルエンド収容空間、前記ステータ・ロータ間隙間、他方の前記コイルエンド収容空間、および前記軸受端部隣接空間を順に循環する前記循環油路が形成された、動力装置。 A power unit consisting of a motor generator installed in a wheel bearing.
A stator attached to the fixed wheel of the wheel bearing and a rotor attached to the rotating wheel of the wheel bearing are provided.
This power unit is an outer rotor type in which the stator is located on the outer periphery of the wheel bearing and the rotor is located on the outer side in the radial direction of the stator.
The entire power unit has a smaller diameter than the outer peripheral portion of the brake rotor attached to the rotating wheel, which is a portion to which the brake caliper is pressed, and is provided on the outboard side of the rotating wheel in the power unit. The whole except for the mounting portion to the hub flange is located in the axial range between the hub flange and the vehicle body mounting surface on the inboard side of the wheel bearing.
The gap between the stator and rotor created between the stator and the rotor, the pair of coil end accommodating spaces created in the generator around the coil ends on both sides of the stator, and the shaft of the rotating wheel on the undercarriage frame component side. A case is provided to seal the space adjacent to the bearing ends located adjacent to each other in the direction.
It has a circulating force generating means for circulating cooling oil in the circulating oil passage provided in the case and a communication oil passage penetrating the inside of the fixed ring.
The bearing end adjacent space, the communication oil passage, one coil end accommodating space, the stator-rotor gap, the other coil end accommodating space, and the bearing end adjacent space are sequentially circulated in the case. A power unit in which the circulating oil passage is formed .
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