WO2011065261A1 - インホイール型モータ内蔵センサ付き車輪用軸受装置 - Google Patents
インホイール型モータ内蔵センサ付き車輪用軸受装置 Download PDFInfo
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- WO2011065261A1 WO2011065261A1 PCT/JP2010/070436 JP2010070436W WO2011065261A1 WO 2011065261 A1 WO2011065261 A1 WO 2011065261A1 JP 2010070436 W JP2010070436 W JP 2010070436W WO 2011065261 A1 WO2011065261 A1 WO 2011065261A1
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- Prior art keywords
- sensor
- wheel
- wheel bearing
- bearing device
- motor
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- 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
- B60K7/0007—Disposition of motor in, or adjacent to, traction wheel the motor being electric
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- H—ELECTRICITY
- H02—GENERATION; CONVERSION OR DISTRIBUTION OF ELECTRIC POWER
- H02K—DYNAMO-ELECTRIC MACHINES
- H02K7/00—Arrangements for handling mechanical energy structurally associated with dynamo-electric machines, e.g. structural association with mechanical driving motors or auxiliary dynamo-electric machines
- H02K7/14—Structural association with mechanical loads, e.g. with hand-held machine tools or fans
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
- B60L3/00—Electric devices on electrically-propelled vehicles for safety purposes; Monitoring operating variables, e.g. speed, deceleration or energy consumption
- B60L3/10—Indicating wheel slip ; Correction of wheel slip
- B60L3/102—Indicating wheel slip ; Correction of wheel slip of individual wheels
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
- B60L3/00—Electric devices on electrically-propelled vehicles for safety purposes; Monitoring operating variables, e.g. speed, deceleration or energy consumption
- B60L3/10—Indicating wheel slip ; Correction of wheel slip
- B60L3/106—Indicating wheel slip ; Correction of wheel slip for maintaining or recovering the adhesion of the drive wheels
- B60L3/108—Indicating wheel slip ; Correction of wheel slip for maintaining or recovering the adhesion of the drive wheels whilst braking, i.e. ABS
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
- B60L3/00—Electric devices on electrically-propelled vehicles for safety purposes; Monitoring operating variables, e.g. speed, deceleration or energy consumption
- B60L3/12—Recording operating variables ; Monitoring of operating variables
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
- F16C—SHAFTS; FLEXIBLE SHAFTS; ELEMENTS OR CRANKSHAFT MECHANISMS; ROTARY BODIES OTHER THAN GEARING ELEMENTS; BEARINGS
- F16C19/00—Bearings with rolling contact, for exclusively rotary movement
- F16C19/52—Bearings with rolling contact, for exclusively rotary movement with devices affected by abnormal or undesired conditions
- F16C19/522—Bearings with rolling contact, for exclusively rotary movement with devices affected by abnormal or undesired conditions related to load on the bearing, e.g. bearings with load sensors or means to protect the bearing against overload
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
- F16C—SHAFTS; FLEXIBLE SHAFTS; ELEMENTS OR CRANKSHAFT MECHANISMS; ROTARY BODIES OTHER THAN GEARING ELEMENTS; BEARINGS
- F16C33/00—Parts of bearings; Special methods for making bearings or parts thereof
- F16C33/30—Parts of ball or roller bearings
- F16C33/58—Raceways; Race rings
- F16C33/583—Details of specific parts of races
- F16C33/586—Details of specific parts of races outside the space between the races, e.g. end faces or bore of inner ring
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- 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
- B60K17/00—Arrangement or mounting of transmissions in vehicles
- B60K17/04—Arrangement or mounting of transmissions in vehicles characterised by arrangement, location, or kind of gearing
- B60K17/043—Transmission unit disposed in on near the vehicle wheel, or between the differential gear unit and the wheel
- B60K17/046—Transmission unit disposed in on near the vehicle wheel, or between the differential gear unit and the wheel with planetary gearing having orbital motion
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- 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
- B60K2007/0038—Disposition of motor in, or adjacent to, traction wheel the motor moving together with the wheel axle
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- 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
- B60K2007/0092—Disposition of motor in, or adjacent to, traction wheel the motor axle being coaxial to the wheel axle
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
- B60L2220/00—Electrical machine types; Structures or applications thereof
- B60L2220/40—Electrical machine applications
- B60L2220/44—Wheel Hub motors, i.e. integrated in the wheel hub
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
- B60L2240/00—Control parameters of input or output; Target parameters
- B60L2240/40—Drive Train control parameters
- B60L2240/46—Drive Train control parameters related to wheels
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
- B60L2240/00—Control parameters of input or output; Target parameters
- B60L2240/40—Drive Train control parameters
- B60L2240/46—Drive Train control parameters related to wheels
- B60L2240/465—Slip
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
- B60L2240/00—Control parameters of input or output; Target parameters
- B60L2240/60—Navigation input
- B60L2240/64—Road conditions
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
- B60L2260/00—Operating Modes
- B60L2260/40—Control modes
- B60L2260/44—Control modes by parameter estimation
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
- B60L2270/00—Problem solutions or means not otherwise provided for
- B60L2270/10—Emission reduction
- B60L2270/14—Emission reduction of noise
- B60L2270/147—Emission reduction of noise electro magnetic [EMI]
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
- F16C—SHAFTS; FLEXIBLE SHAFTS; ELEMENTS OR CRANKSHAFT MECHANISMS; ROTARY BODIES OTHER THAN GEARING ELEMENTS; BEARINGS
- F16C2326/00—Articles relating to transporting
- F16C2326/01—Parts of vehicles in general
- F16C2326/02—Wheel hubs or castors
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- Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
- Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
- Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
- Y02T10/00—Road transport of goods or passengers
- Y02T10/60—Other road transportation technologies with climate change mitigation effect
- Y02T10/72—Electric energy management in electromobility
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- Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
- Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
- Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
- Y02T90/00—Enabling technologies or technologies with a potential or indirect contribution to GHG emissions mitigation
- Y02T90/10—Technologies relating to charging of electric vehicles
- Y02T90/16—Information or communication technologies improving the operation of electric vehicles
Definitions
- the present invention relates to an in-wheel type motor-equipped wheel bearing device in which a wheel bearing, a speed reducer, and an electric motor are combined.
- the present invention relates to a wheel bearing device with a built-in sensor.
- a sensor unit As a load sensor provided on the wheel bearing, a sensor unit is proposed in which a strain sensor is mounted on a thin plate-like strain generating member (Patent Document 2). There is no example used for a wheel bearing device with a built-in wheel type motor.
- An object of the present invention is for a wheel with an in-wheel type motor-equipped sensor that can accurately detect a force in three axes acting on a contact point between a driving wheel and a road surface, and is effective in accurately controlling an electric motor or a vehicle. It is to provide a bearing device.
- the in-wheel motor-equipped sensor-equipped wheel bearing device includes a wheel bearing that rotatably supports a hub of a driving wheel, an electric motor that serves as a rotational driving source of the driving wheel, and the electric motor and the wheel.
- An in-wheel type motor-equipped wheel bearing device comprising a reduction gear interposed between the sensor bearing and a bearing unit, comprising a strain generating member and one or more measuring sensors attached to the strain generating member Is provided on an outer ring that is a stationary raceway of the wheel bearing, and the strain generating member is made of a thin plate material having two or more contact fixing portions that are fixed in contact with the outer diameter surface of the outer ring.
- a sensor unit including a strain generating member and one or more measurement sensors attached to the strain generating member is provided on the outer ring serving as a stationary side race of the wheel bearing, and the strain generating member Is made of a thin plate material having two or more contact fixing portions fixed to the outer diameter surface of the outer ring, so that the outer ring of the wheel bearing is distorted by the force acting on the contact point between the driving wheel and the road surface. Can be accurately detected by the sensor unit. Therefore, by calculating and estimating the load using a plurality of sensor outputs obtained by the sensor unit, it is possible to accurately estimate the load in the three-axis direction acting on the driving wheel and the ground contact point of the road surface. Effective to control.
- the sensor unit may be disposed on an upper surface portion, a lower surface portion, a right surface portion, and a left surface portion of the outer diameter surface of the outer ring, which are in a vertical position and a horizontal position with respect to a tire ground contact surface.
- the sensor unit may have two contact fixing parts and one sensor.
- the sensor unit may have three contact fixing parts and two sensors.
- a resin mold or the like may be applied around the sensor unit installation portion to be waterproofed.
- a cover that protects the outer peripheral surface of the outer ring of the outer ring of the wheel bearing on which the sensor unit is installed may be installed.
- a signal processing unit having load estimating means for estimating a load applied to the driving wheel from a sensor output signal of the sensor unit is provided, and the signal processing unit is used as an outer ring of the wheel bearing, the speed reducer, or the electric You may arrange
- the sensor output signal of the sensor unit is signal-processed by the signal processing unit installed in the wheel bearing device and output as load data to the outside, so that a minute sensor output signal is transmitted to the outside as it is. There is no need, and the electromagnetic shield of the cable to be used can be simply configured.
- the signal processing unit is arranged at a stationary side portion that is not the outer ring of the wheel bearing, and a hole for taking out the sensor cable is provided in the flange for attaching the bearing outer ring to the casing of the speed reducer.
- the output signal of the sensor unit may be wired through to the signal processing unit.
- a groove through which the sensor cable is passed may be provided in the casing of the speed reducer.
- the sensor cable taken out from the hole of the flange is connected to the signal processing unit via the groove of the casing of the speed reducer.
- the sensor cable coming out of the hole is covered with a waterproof seal member, but since the sensor cable is routed through the groove of the casing, the waterproof seal member can be formed long along the groove, so the sensor cable is taken out in the radial direction. Longer distances will be sealed. For this reason, the sealing performance between the cable surface and the waterproof seal member can be further improved.
- the signal processing unit includes at least a signal amplification function for amplifying the sensor output signal, and a filtering function for removing a noise component from the sensor output signal.
- An AD conversion function for AD converting the sensor output signal may be provided.
- the sensor output signal of the sensor unit is converted into a digital signal and used for load estimation, and the load data is also calculated and output as digital data, so the number of necessary wires is minimized and the cable used Cost can be reduced. At the same time, the risk of breakage is reduced and reliability is improved.
- the signal processing unit further includes a correction function for correcting the sensor output signal, an average value extraction function for obtaining an average value of the sensor output signal, and an amplitude value extraction function for obtaining an amplitude value of the sensor output signal.
- a memory for storing a correction parameter used for the correction, a calculation parameter used for the average value extraction and amplitude value extraction, and a calculation parameter of an arithmetic expression used by the load estimating means using the average value and the amplitude value as variables.
- An arithmetic processing function including a function may be included.
- the load is calculated from the average value and amplitude value of the sensor output signal, the influence of temperature can be reduced especially by the amplitude value, and an increase in load calculation error due to heat generated by the electric motor or reducer can be suppressed. Yes, the accuracy of load estimation can be increased accordingly.
- the signal processing unit has such an arithmetic processing function, it is possible to easily adjust different correction parameters and calculation parameters for each wheel bearing device.
- means for performing a part of the function of the signal processing unit may be incorporated in a motor control unit for controlling the electric motor.
- parameters necessary for overall control of the electric motor can be stored in the same storage means together with various parameters used in the signal processing unit, and information necessary for the wheel bearing device is centrally managed. It becomes easy to do.
- FIG. 8 is a cross-sectional view taken along arrow VIII-VIII in FIG. 7. It is sectional drawing which shows the other example of installation of a sensor unit. It is an enlarged plan view of another example of the sensor unit. It is an expanded sectional view of other examples of a sensor unit. It is a block diagram of the signal processing unit which processes the sensor output signal of the sensor unit. It is a wave form chart of a sensor output signal of the sensor unit.
- FIG. 18 is a cross-sectional view taken along arrow XVIII-XVIII in FIG. It is sectional drawing which shows the other example of installation of a sensor unit. It is explanatory drawing of the influence of a rolling-element position with respect to the output signal of a sensor unit.
- A) is the front view which looked at the casing of the reduction gear of the wheel bearing device of 3rd Embodiment of this invention from the outboard side
- (B) is a side view of the principal part of FIG. 21 (A). is there.
- This in-wheel type sensor-equipped wheel bearing device with a built-in motor has a wheel bearing A that rotatably supports the hub of the drive wheel 70, an electric motor B as a rotational drive source, and the rotation of the electric motor B is reduced.
- the speed reducer C that transmits to the hub and the brake D that applies braking force to the hub are arranged on the center axis O of the drive wheel 70.
- the phrase “arranged on the central axis O” as used herein does not necessarily mean that each component is located on the central axis O, but that each component is functionally acting on the central axis O. That is.
- the side closer to the outer side in the vehicle width direction of the vehicle when attached to the vehicle is referred to as the outboard side
- the side closer to the center of the vehicle is referred to as the inboard side.
- the wheel bearing A includes an outer ring 1 in which double-row rolling surfaces 3 are formed on the inner periphery, and an inner surface in which rolling surfaces 4 that face the respective rolling surfaces 3 are formed on the outer periphery. It comprises a member 2 and double row rolling elements 5 interposed between the rolling surfaces 3 and 4 of the outer ring 1 and the inner member 2.
- the wheel bearing A is a double-row angular ball bearing type, and the rolling elements 5 are formed of balls and are held by a cage 6 for each row.
- the rolling surfaces 3 and 4 have a circular arc shape in cross section, and the rolling surfaces 3 and 4 are formed so that the contact angles are aligned with the back surface.
- the outboard side end and the inboard side end of the bearing space between the outer ring 1 and the inner member 2 are sealed by seal members 7 and 8, respectively.
- the outer ring 1 is a stationary raceway, and has a flange 1a attached to the casing 33 of the speed reducer C on the outer periphery, and the whole is an integral part.
- the flange 1a is provided with screw holes 14 at a plurality of locations in the circumferential direction.
- the outer ring 1 is attached to the casing 33 by screwing the mounting bolts 15 inserted into the bolt insertion holes 33 a of the casing 33 into the screw holes 14.
- the inner member 2 is a rotating raceway, and includes a hub wheel 9 having a hub flange 9a for mounting the drive wheel 70 and the brake wheel 46 in FIG. 1, and an inboard of the shaft portion 9b of the hub wheel 9.
- the inner ring 10 is fitted to the outer periphery of the side end.
- the hub wheel 9 and the inner ring 10 are formed with the rolling surfaces 4 of the respective rows.
- the hub wheel 9 corresponds to a “hub” in the claims.
- An inner ring fitting surface 12 having a small diameter with a step is provided on the outer periphery of the inboard side end of the hub wheel 9, and the inner ring 10 is fitted to the inner ring fitting surface 12.
- a through hole 11 is provided in the center of the hub wheel 10.
- the hub flange 9a is provided with press-fitting holes 17 for hub bolts 16 at a plurality of locations in the circumferential direction.
- a cylindrical pilot portion 13 for guiding the drive wheel 70 and the brake wheel 46 of FIG. 1 protrudes toward the outboard side in the vicinity of the base portion of the hub flange 9a of the hub wheel 9.
- a cap 18 that closes the outboard side end of the through hole 11 is attached to the inner periphery of the pilot portion 13.
- the electric motor B is a radial gap type in which a radial gap is provided between a stator 23 fixed to a cylindrical casing 22 and a rotor 25 attached to an output shaft 24.
- the output shaft 24 is supported on the casing 22 by two bearings 26.
- the electric motor B is controlled by a motor control unit 137 including a control circuit including an inverter and the like.
- the reduction gear C is configured as a cycloid reduction gear.
- the speed reducer C has two curved plates 34a and 34b formed with wavy trochoidal curves having a gentle outer shape, mounted on the eccentric portions 32a and 32b of the input shaft 32 via bearings 35, respectively.
- a plurality of outer pins 36 interposed between the inboard side wall and the outboard side wall of the casing 33 guide the eccentric movement of the curved plates 34a and 34b on the outer peripheral side, and are spline fitted into the through hole 11 of the hub wheel 9.
- a plurality of inner pins 38 attached to the output shaft 37 that rotates integrally are inserted and inserted into a plurality of through holes 39 provided inside the curved plates 34a and 34b.
- the input shaft 32 is spline-coupled with the output shaft 24 of the electric motor B so as to rotate integrally.
- the input shaft 32 is supported at both ends by two bearings 40 on the inner surface of the casing 33 and the output shaft 37.
- the trochoid curve that is the outer shape of the curved plates 34a and 34b is preferably a cycloid curve, but may be another trochoid curve.
- the above-mentioned “cycloid speed reducer” includes the trochoidal speed reducer which is a speed reducer having an outer shape as described above.
- the curved plates 34a and 34b attached to the input shaft 32 that rotates integrally therewith perform an eccentric motion.
- the eccentric motion of each of the curved plates 34a and 34b is transmitted as rotational motion to the inner member 2 which is a wheel hub by the engagement of the inner pin 38 and the through hole 39.
- the rotation of the inner member 2 is decelerated with respect to the rotation of the output shaft 24. For example, a reduction ratio of 1/10 or more can be obtained with a single-stage cycloid reducer.
- the two curved plates 34a and 34b are mounted on the eccentric portions 32a and 32b of the input shaft 32 so as to cancel the eccentric motion with respect to each other, and are respectively attached to both sides of the eccentric portions 32a and 32b.
- a counterweight 41 that is eccentric in the direction opposite to the eccentric direction of each of the eccentric portions 32a and 32b is mounted so as to cancel the vibration caused by the eccentric movement of each of the curved plates 34a and 34b.
- bearings 42 and 43 are mounted on the outer pins 36 and the inner pins 38, and the outer rings 42a and 43a of the bearings 42 and 43 are respectively connected to the outer circumferences of the curved plates 34a and 34b and the outer rings 42a and 34b. It comes into rolling contact with the inner periphery of the through hole 39. Therefore, the contact resistance between the outer pin 36 and the outer periphery of each curved plate 34a, 34b and the contact resistance between the inner pin 38 and the inner periphery of each through hole 39 are reduced, and the eccentric motion of each curved plate 34a, 34b is smooth. Can be transmitted to the inner member 2 as a rotational motion.
- the brake D operates the brake pad 47 with the brake wheel 46 attached to the hub flange 9 a together with the drive wheel 70, the brake pad 47 capable of frictional contact with the brake wheel 46, and the brake pad 47.
- the drive unit 49 is an electric brake using a brake electric motor 50 as a drive source of the drive unit 49.
- the brake wheel 46 is composed of a brake disk.
- a pair of brake pads 47 are provided so as to sandwich the brake wheel 46 therebetween.
- One brake pad 47 is fixed to the brake frame 51, and the other brake pad 47 is attached to an advancing / retracting member 52 that is linearly movable on the brake frame 51.
- the advancing / retracting direction of the advancing / retracting member 52 is a direction facing the brake wheel 46.
- the advance / retreat member 52 is prevented from rotating with respect to the brake frame 51.
- the drive unit 49 includes the brake electric motor 50, and a ball screw 53 that converts the rotation output of the electric motor 50 into a reciprocating linear motion and transmits it to the brake pad 47 as a braking force.
- the output of the electric motor 50 is This is transmitted to the ball screw 53 via the deceleration transmission mechanism 58.
- a screw shaft 54 is supported by the brake frame 51 via a bearing 57 so as to be rotatable only, and a nut 55 is fixed to the advance / retreat member 52.
- the advancing / retracting member 52 and the nut 55 may be integrated with each other.
- the ball screw 53 includes a screw shaft 54 and a nut 55, and a plurality of balls 56 interposed between screw grooves formed to face the outer peripheral surface of the screw shaft 54 and the inner peripheral surface of the nut 55.
- the nut 55 has a circulating means (not shown) for circulating a ball 56 interposed between the screw shaft 54 and the nut 55 through an endless path.
- the circulation means may be an external circulation type using a return tube or a guide plate or an internal circulation type using an end cap or a piece. Since the ball screw 53 reciprocates over a short distance, the ball screw 53 does not have the circulating means, for example, a plurality of balls 56 between the screw shaft 54 and the nut 55 are retained by a retainer (not shown). A retained retainer type may be used.
- the deceleration transmission mechanism 58 is a mechanism that decelerates and transmits the rotation of the brake electric motor 50 to the screw shaft 54 of the ball screw 53, and is constituted by a gear train.
- the speed reduction transmission mechanism 58 includes a gear 59 provided on the output shaft of the electric motor 50 and a gear 60 provided on the screw shaft 54 and meshing with the gear 59.
- the deceleration transmission mechanism 58 may be composed of, for example, a worm and a worm wheel (not shown).
- the brake D has an operation unit 62 that controls the electric motor 50 in accordance with an operation of an operation member 61 such as a brake pedal.
- the operation unit 62 is provided with antilock control means 65.
- the operation unit 62 includes the operation member 61, a sensor 64 that can detect the operation amount and the operation direction of the operation member 61, and a control device 63 that controls the electric motor 50 in response to a detection signal of the sensor 64.
- the anti-lock control means 65 is provided in the control device 63.
- the control device 63 includes means for generating a motor control signal and a motor drive circuit (none of which is shown) that can control the motor current by the motor control signal.
- the anti-lock control means 65 shown in FIG. 5 adjusts the braking force by the electric motor 50 according to the rotation of the driving wheel 70 of FIG. It is a means to prevent.
- the anti-lock control means 65 detects the rotational speed of the drive wheel 70 in FIG. 1 during braking, and when the rotational lock of the drive wheel 70 in FIG. 1 or an indication thereof is detected from the detected speed, the anti-lock control means 65 drives the electric motor 50.
- a process of adjusting the braking force that is, the tightening force of the brake pad 47, is performed by reducing the current or temporarily generating a reverse rotation output.
- the output of the rotational speed sensor 87 provided in the electric motor B is used for detection of the rotational speed of the drive wheel 70.
- a drive wheel 70 is attached to the hub flange 9a of the wheel bearing A together with the brake wheel 46.
- the drive wheel 70 is provided with a tire 72 around the wheel 71.
- the hub bolt 16 press-fitted into the press-fitting hole 17 of the hub flange 9a is screwed into the wheel 71, whereby the drive wheel 70 and the brake wheel 46 are connected to the hub. It is fixed to the flange 9a.
- FIG. 6 shows a front view of the outer ring 1 viewed from the outboard side.
- these sensor units 120 are provided on the upper surface portion, the lower surface portion, the right surface portion, and the left surface portion of the outer diameter surface of the outer ring 1 that is in the vertical position and the horizontal position with respect to the tire ground contact surface.
- These sensor units 120 include a strain generating member 121 and a strain that is attached to the strain generating member 121 and detects the strain of the strain generating member 121, as shown in an enlarged plan view and an enlarged sectional view in FIGS. It consists of a sensor 122.
- the strain generating member 121 is made of an elastically deformable metal plate having a thickness of 3 mm or less, such as a steel material, and has a planar shape of a strip having a uniform width over the entire length, and has notches 121b on both sides of the center. Further, the strain generating member 121 has two contact fixing portions 121a (FIG. 8) fixed to the outer diameter surface of the outer ring 1 through spacers 123 at both ends.
- the strain sensor 122 is affixed to the strain generating member 121 at a location where the strain increases with respect to the load in each direction.
- the location the central portion sandwiched between the notch portions 121b on both sides on the outer surface side of the strain generating member 121 is selected, and the strain sensor 122 measures the circumferential strain around the notch portion 121b. To detect.
- the strain generating member 121 does not plastically deform even in a state where the maximum force assumed as an external force acting on the outer ring 1 that is the stationary side raceway or an acting force acting between the tire and the road surface is applied. It is desirable to be. This is because when the plastic deformation occurs, the deformation of the outer ring 1 is not transmitted to the sensor unit 120 and affects the measurement of strain.
- the “maximum force expected” is the range in which the normal function as a wheel bearing excluding the sensor system is restored even if an abnormally large force is applied to the wheel bearing A. Is the greatest power of.
- the two contact fixing portions 121a of the strain generating member 121 are positioned at the same size in the axial direction of the outer ring 1, and the two contact fixing portions 121a are located at positions separated from each other in the circumferential direction.
- These contact fixing portions 121a are fixed to the outer diameter surface of the outer ring 1 by bolts 124 through spacers 123, respectively.
- Each of the bolts 124 is inserted into a bolt insertion hole 126 of the spacer 123 through a bolt insertion hole 125 provided in the contact fixing portion 121a in the radial direction and screwed into a screw hole 127 provided in the outer peripheral portion of the outer ring 1.
- the central portion having the notch portion 121b in the thin plate-shaped strain generating member 121 is the outer diameter surface of the outer ring 1. It becomes a state away from, and distortion deformation around the notch 121b becomes easy.
- an axial position where the contact fixing portion 121a is arranged an axial position that is the periphery of the rolling surface 3 of the outboard side row of the outer ring 1 is selected here.
- the periphery of the rolling surface 3 of the outboard side row is the rolling surface of the outboard side row from the middle position of the rolling surface 3 of the inboard side row and the outboard side row as shown in FIG. 3 is a range up to 3 formation parts.
- a flat portion 1 b is formed at a location where the spacer 123 is fixed in contact with the outer diameter surface of the outer ring 1.
- grooves 1 c are provided at two intermediate portions where the two contact fixing portions 121 a of the strain generating member 121 are fixed on the outer diameter surface of the external member 1.
- the spacer 123 may be omitted, and the intermediate part of the two contact fixing parts 121a where the notch part 121b of the strain generating member 121 is located may be separated from the outer diameter surface of the outer ring 1.
- the strain generating member 121 may be a belt having a monotonous plane outline and not forming the notch 121 b as in the example of FIG. 7.
- strain sensors 122 can be used.
- the strain sensor 122 can be composed of a metal foil strain gauge.
- the distortion generating member 121 is usually fixed by adhesion.
- the strain sensor 122 can be formed on the strain generating member 121 with a thick film resistor.
- the structure of the sensor unit 120 in that case is shown in FIG.
- an insulating layer 150 is formed on the sensor mounting surface 121 A of the strain generating member 121, and pairs of electrodes 151 and 151 are formed on both sides of the surface of the insulating layer 150.
- a strain measuring resistor 152 serving as a strain sensor is formed on the insulating layer 150, and a protective film 153 is further formed on the electrodes 151 and 151 and the strain measuring resistor 152. .
- the sensor unit 120 attached to the outer diameter surface of the outer ring 1 is covered with a protective cover 90 as shown in FIG. In FIG. 6, the protective cover 90 is omitted.
- the protective cover 90 has a cylindrical shape whose inner diameter increases toward the inboard side.
- the protective cover 90 has a cylindrical shape having a large-diameter portion on the inboard side and a small-diameter portion in which the half portion on the outboard side is reduced toward the inner diameter side.
- the inboard side end of the protective cover 90 is attached to the outer diameter surface of the flange 1 a of the outer ring 1 via the O-ring 91, and the outboard side end of the protective cover 90 is fitted to the outer diameter surface of the outer ring 1.
- a metal material such as stainless steel or a resin material such as PA66 + GF is used.
- a groove 1d for fitting an O-ring extending in the circumferential direction is provided on the outer diameter surface of the flange 1a of the outer ring 1, and the O-ring 91 is positioned in the axial direction by fitting the O-ring 91 in the groove 1d.
- the gap between the inboard side end of the protective cover 90 and the outer diameter surface of the flange 1a of the outer ring 1 is securely sealed.
- a resin mold or the like is applied around the installation portion of the sensor unit 120 to perform waterproofing.
- the sensor unit 120 is fixed to the outer diameter surface of the outer ring 1 in the protective cover 90, it is possible to prevent the fixing portions from being corroded by the external environment and becoming unstable.
- the sensor unit 120 can operate normally while being a wheel bearing device used in a severe environment around the foot.
- Each sensor unit 120 is connected to the signal processing unit 130 via a signal cable (sensor cable) 129.
- the signal processing unit 130 is a signal processing device having load estimating means 133 (FIG. 12) that estimates the load applied to the drive wheel 70 from the sensor output signal of each sensor unit 120.
- the signal processing unit 130 is out of the casing 33 of the speed reducer C. It is installed on the outer diameter surface of the board side end.
- the signal processing unit 130 may be installed on the outer diameter surface of the outer ring 1 together with the sensor unit 120, or may be installed on the outer diameter surface of the casing 22 of the electric motor B.
- the flange 1a of the outer ring 1 is provided with a cable insertion hole 92 through which the signal cable 129 of each sensor unit 120 is pulled out in the axial direction.
- the hole 92 is filled with an elastic filler 93 such as a mold resin.
- the signal cable 129 exiting the cable insertion hole 92 is drawn out to the signal processing unit 130 via a cable guide notch 33b formed at the outboard side end of the casing 33 of the speed reducer C.
- the periphery of the signal cable 129 is waterproofed by a waterproof seal member 94.
- the notch 33b may be a through hole that opens to the outer diameter surface. Thereby, it can prevent that muddy water, salt water, etc.
- the wiring from the sensor unit 120 to the signal processing unit 130 is configured to pass through the inside of the casing 33 of the reduction gear C so that the signal cable 129 is connected to the signal processing unit 130 without going outside. May be.
- the waterproof performance can be improved and the reliability can be improved.
- FIG. 12 shows a schematic configuration of the signal processing unit 130 in a block diagram.
- the signal processing unit 130 includes preprocessing means 131, average / amplitude extraction means 132, load estimation means 133, parameter storage means 134, and communication means 135 having an I / F function.
- the preprocessing means 131 has a function of amplifying sensor output signals from each sensor unit 120, a filtering function for removing noise components from these sensor output signals, and an AD conversion function for AD converting the amplified and filtered sensor output signals. have. Thereby, since the weak sensor output signal from the sensor unit 120 is converted into a digital signal by the signal processing unit 130 installed nearby, it is less susceptible to noise, and the detection accuracy can be improved.
- the average / amplitude extraction unit 132 has a function of extracting an average value and an amplitude value, which will be described later, from the sensor output signal that has passed through the preprocessing unit 131, and a function of correcting the extracted average value and the like.
- the load estimation unit 133 has a function of estimating a load applied to the drive wheel 70 using the average value and the amplitude value extracted by the average / amplitude extraction unit 132.
- the output signal of the strain sensor 122 passes through the vicinity of the installation portion of the sensor unit 120. Influenced by 5. That is, when the rolling element 5 passes the position closest to the strain sensor 122 in the sensor unit 120, the amplitude of the sensor output signal becomes the maximum value, and decreases as the rolling element 5 moves away from the position. Thereby, at the time of bearing rotation, a sensor output signal becomes a waveform close
- AC component amplitude value
- DC component DC component
- the average value calculated by the average / amplitude extraction means 132 includes the temperature characteristics of the strain sensor 122 itself, the temperature distortion of the outer ring 1, and a drift amount due to other causes. Therefore, the average / amplitude extraction unit 132 corrects the drift of the sensor output signal. Parameters for the correction are stored in the parameter storage unit 134, read out from the parameter storage unit 134, and used for correcting the drift.
- the parameter storage unit 134 is composed of, for example, a nonvolatile memory.
- a temperature sensor 128 is provided in the strain generating member 121 of at least one sensor unit 120 as indicated by an imaginary line in FIG. 7, and an output signal of the temperature sensor 128 is supplied to the sensor unit 120.
- the sensor output signal may be input to the average / amplitude extraction means 132 via the preprocessing means 131 and used for drift correction.
- information necessary for the temperature sensor 128 may also be stored in the parameter storage unit 134.
- the arithmetic expressions and correction parameters used in the average / amplitude extraction means 132 are determined in advance by tests and simulations and set.
- the average value and the amplitude value calculated and extracted by the average / amplitude extraction means 132 are used as variables, and a load (vertical) applied to the drive wheels 70 from a linear expression obtained by multiplying these variables by a predetermined correction coefficient.
- the direction load Fz, the load Fx serving as the driving force and braking force, and the axial load Fy) are estimated.
- the correction coefficient in the linear expression is also stored in the parameter storage unit 134 and is read out from the parameter storage unit 134 and used. In this case, the correction coefficient is also obtained and set in advance by a test or simulation.
- the load data obtained by the load estimating means 133 is electrically controlled by communication (for example, via a CAN bus) with a host electric control unit (ECU) 85 (FIG. 15) installed on the vehicle body side via the communication means 135. It is output to the unit 85.
- the load data may be output as an analog voltage as necessary.
- Various parameters stored in the parameter storage unit 134 may be externally written through the communication unit 135.
- FIG. 14 shows a schematic flow of processing until the loads Fx, Fy, and Fz are estimated by the load estimating means 133 from the sensor output signal of the sensor unit 120.
- the load When a load acts between the drive wheel 70 and the road surface, the load is also applied to the outer ring 1 that is a stationary side race of the wheel bearing A, and deformation occurs.
- the two contact fixing portions 121 a of the strain generating member 121 made of a thin plate material in the sensor unit 120 are fixed in contact with the outer diameter surface of the outer ring 1, the distortion of the outer ring 1 expands to the strain generating member 121. The distortion is easily transmitted and the distortion sensor 122 detects the distortion with high sensitivity.
- each sensor unit 120 is provided with an upper surface portion, a lower surface portion, a right surface portion of the outer diameter surface of the outer ring 1 that is in a vertical position and a horizontal position with respect to the tire ground contact surface.
- the left surface portion is equally distributed with a phase difference of 90 degrees in the circumferential direction, the vertical load Fz acting on the wheel bearing A, the load Fx serving as a driving force and a braking force, and the axial load Fy are accurately estimated. can do.
- the electric control unit 85 to which the load data is input is provided with an abnormality determining means 84 that determines from the load data that the road surface state and the grounding state of the driving wheel 70 and the road surface are abnormal. It has been. Further, the electric motor B, the electric motor 50 of the brake D, and the damping means 74 of the suspension 73 are connected to the output side of the electric control unit 85, and the electric control unit 85 is sent from the signal processing unit 130. Based on the load data, information on the road surface state and the grounding state of the driving wheel 70 and the road surface is output to the electric motor B, the electric motor 50 of the brake D, and the damping means 74 of the suspension 73.
- the electric control unit 85 outputs information on the road surface state and the ground contact state between the driving wheel 70 and the road surface based on the load data sent from the signal processing unit 130.
- the grounding state can be estimated more accurately.
- Various information obtained in this way can be used for control of the electric motor B and vehicle attitude control, thereby improving safety and economy.
- the rotation speed of the left and right drive wheels 70 is controlled by outputting the information to the electric motor B so that the vehicle turns smoothly.
- the information is output to the electric motor 50 of the brake D to control the braking so that the driving wheel 70 is not locked during braking.
- the information is output to the damping means 74 of the suspension 73 to perform suspension control.
- the abnormality determination unit 84 outputs an abnormality signal when it is determined that the force in the three axial directions has exceeded an allowable value. This abnormal signal can also be used for vehicle control of an automobile. Furthermore, if the acting force between the driving wheel 70 and the road surface is output in real time, more fine attitude control becomes possible.
- the sensor unit 120 including the strain generating member 121 and one strain sensor 122 attached to the strain generating member 121 is used as a stationary bearing for the wheel bearing A. Since the strain generating member 121 is made of a thin plate material having two contact fixing portions 121a fixed to the outer diameter surface of the outer ring 1 by being attached to the outer diameter surface of the outer ring 1 that is the side raceway, the driving wheel 70 is provided. The sensor unit 120 can accurately detect the distortion of the outer ring 1 of the wheel bearing A that is distorted by the force acting on the contact point of the road surface.
- the loads Fx, Fy, and Fz ⁇ acting on the driving wheel 70 and the ground contact point on the road surface are accurately calculated by calculating and estimating the load using a plurality of sensor output signals obtained by the sensor unit 120. It can be estimated and is effective in controlling the electric motor B and the vehicle with high accuracy.
- a signal processing unit 130 having load estimating means 133 for estimating a load applied to the driving wheel 70 from the sensor output signal of the sensor unit 120 is provided, and this signal processing unit 130 is not the outer ring 1 but the stationary side. Since it is disposed in the casing 33 of the reduction gear C, which is a part, the sensor output signal of the sensor unit 120 is signal-processed by the signal processing unit 130 and output to the outside as load data. For this reason, it is not necessary to transmit the minute sensor output signal to the outside as it is, and the electromagnetic shield of the signal cable 129 to be used can be completed with a simple configuration.
- the signal processing unit 130 has a signal amplification function for amplifying the sensor output signal, a filtering function for removing a noise component from the sensor output signal, and an AD conversion function for AD converting the sensor output signal. Therefore, the sensor output signal of the sensor unit 120 is converted into a digital signal and used for load estimation, and the load data is also calculated and output as digital data. For this reason, the number of necessary electric wires is minimized, and the cost of the signal cable 129 to be used can be reduced. At the same time, the risk of breakage is reduced and reliability is improved.
- the signal processing unit 130 is further used for correction, a correction function for correcting the sensor output signal, an average value extraction function for obtaining the average value of the sensor output signal, an amplitude value extraction function for obtaining the amplitude value of the sensor output signal, and the correction.
- a calculation function including a correction function, a calculation parameter used for average value extraction and amplitude value extraction, and a storage function for storing a calculation parameter of an arithmetic expression used in the load estimation unit 133 using the average value and the amplitude value as variables.
- the influence of temperature can be reduced by the amplitude value, and an increase in load calculation error due to heat generated by the electric motor B or the reduction gear C can be suppressed, and the accuracy of load estimation can be increased accordingly.
- the signal processing unit 130 since the signal processing unit 130 has such an arithmetic processing function, it is possible to easily adjust different correction parameters and calculation parameters for each wheel bearing device.
- means for performing a part of the function of the signal processing unit 130 may be incorporated in the motor control unit 137 for controlling the electric motor B.
- the means for performing a part of the function of the signal processing unit 130 is, for example, one or more of the means 131, 132, 133, 134, 135 described with reference to FIG.
- the parameter storage means 134 and the like are preferably incorporated in the motor control unit 137.
- the third generation type wheel bearing A in which the inner member forms part of the hub is used.
- the brake D is an electric brake that moves the brake pad 47 by the electric motor 50, environmental pollution due to oil leakage generated in the hydraulic brake is avoided. Can do. Moreover, since it is an electric brake, the moving amount of the brake pad 47 can be quickly adjusted, and the responsiveness of the rotational speed control of the left and right drive wheels 70 during turning can be improved.
- the wheel bearing device operates the damping means 74 of the suspension 73 electrically, the responsiveness of suspension control can be improved and the vehicle posture can be stabilized.
- the driving of the electric motor B, the operation of the brake D, and the operation of the suspension 73 are controlled from the output of the signal processing unit 130 that estimates the force in the three axial directions acting on the driving wheel 70 and the road surface.
- the wheel bearing device of the present invention may be provided on all of the wheels of the automobile, or may be provided on only some of the wheels.
- each sensor unit 120 is configured as follows in the wheel bearing device with an in-wheel motor built-in sensor of the first embodiment shown in FIGS. 1 to 15.
- the sensor unit 120 is attached to the strain generating member 121 and the strain generating member 121 to detect the strain 2.
- the strain generating member 121 has three contact fixing portions 121 a that are fixed to the outer diameter surface of the outer ring 1 through spacers 123.
- the three contact fixing portions 121 a are arranged in a line in the longitudinal direction of the strain generating member 121.
- one strain sensor 122A of the two strain sensors 122 is disposed between the left end contact fixing portion 121a and the center contact fixing portion 121a, and the center contact fixing portion 121a and the right end contact fixing portion 121a.
- Another strain sensor 122B is arranged between the first and second 121a.
- notch portions 121 b are formed at two positions corresponding to the placement portions of the strain sensors 122 ⁇ / b> A and 122 ⁇ / b> B on both side portions of the strain generating member 121.
- the sensor unit 120 is configured so that the three contact fixing portions 121a of the strain generating member 121 are located at the same size in the axial direction of the outer ring 1 and the contact fixing portions 121a are spaced apart from each other in the circumferential direction. These contact fixing portions 121 a are respectively fixed to the outer diameter surface of the outer ring 1 by bolts 124 via spacers 123.
- the average / amplitude extraction means 132 of the signal processing unit 130 in the first embodiment shown in FIGS. 1 to 15 calculates the sum of the output signals of the two strain sensors 122A and 122B of each sensor unit 120. Then, the sum is taken out as an average value. Further, the difference between the output signals of the two strain sensors 122A and 122B is calculated, and the difference value is extracted as an amplitude value.
- the output signals a and b of the strain sensors 122A and 122B are shown in FIG. As shown in (C), it is affected by the rolling element 5 passing near the installation part of the sensor unit 120. Even when the bearing is stopped, the output signals a and b of the strain sensors 122A and 122B are affected by the position of the rolling element 5. That is, when the rolling element 5 passes the position closest to the strain sensors 122A and 122B in the sensor unit 120 (or when the rolling element 5 is at that position), the output signals a and b of the strain sensors 122A and 122B are maximum. As shown in FIGS.
- the value decreases as the rolling element 5 moves away from the position (or when the rolling element 5 is located away from the position).
- the rolling elements 5 sequentially pass through the vicinity of the installation portion of the sensor unit 120 at a predetermined arrangement pitch P. Therefore, the output signals a and b of the strain sensors 122A and 122B indicate the arrangement pitch P of the rolling elements 5.
- a cycle as shown by a solid line in FIG. 20C, a waveform close to a periodically changing sine wave is obtained.
- the output signals a and b of the strain sensors 122A and 122B are affected by temperature and the like.
- the sum of the output signals a and b of the two strain sensors 122A and 122B is set as the above average value, and the above amplitude value is detected from the difference in amplitude.
- the average value is a value obtained by canceling the fluctuation component due to the passage of the rolling elements 5.
- the amplitude value is a value that cancels out the influence of the temperature appearing in the output signals a and b of the two strain sensors 122A and 122B. Therefore, the load acting on the wheel bearing A and the tire ground contact surface can be estimated more accurately by using the average value and the amplitude value.
- the interval 121 a is set to be the same as the arrangement pitch P of the rolling elements 5.
- the circumferential interval between the two strain sensors 122A and 122B respectively disposed at the intermediate positions of the adjacent contact fixing portions 121a is approximately 1 ⁇ 2 of the arrangement pitch P of the rolling elements 5.
- the output signals a and b of the two strain sensors 122A and 122B have a phase difference of about 180 degrees, and the average value obtained as the sum is obtained by canceling the fluctuation component due to the passage of the rolling element 5.
- the amplitude value obtained as the difference is a value that cancels out the influence of temperature and the like.
- the interval between the contact fixing portions 121a is set to be the same as the arrangement pitch P of the rolling elements 5, and one strain sensor 122A is provided at an intermediate position between the adjacent contact fixing portions 121a.
- 122B are arranged so that the circumferential interval between the two strain sensors 122A, 122B is approximately 1 ⁇ 2 of the array pit P of the rolling elements 5.
- the circumferential interval between the two distortion generating part seats 122A and 122B may be set to 1 ⁇ 2 of the arrangement pitch P of the rolling elements 5 directly.
- the interval between the two strain sensors 122A and 122B in the circumferential direction may be ⁇ 1/2 + n (n: integer) ⁇ times the arrangement pitch P of the rolling elements 5, or a value approximating these values. good.
- the average value obtained as the sum of the output signals a and b of the two strain sensors 122A and 122B is a value obtained by canceling the fluctuation component due to the passage of the rolling element 5, and the amplitude value obtained as the difference is the influence of temperature or the like. Is a value that offsets.
- FIG. 21 (A) relates to a third embodiment of the present invention
- FIG. 21 (B) is a side view of the main part of FIG. 21 (A), as seen from the outboard side of the casing 33 of the speed reducer C. (AA line end view).
- the cable guide notch 33b formed on the outboard side end of the casing 33 of the speed reducer C has a groove shape extending in the circumferential direction, that is, a circumferential groove.
- the signal cable 129 drawn out from the cable insertion hole 92 of the first flange 1a is connected to the signal processing unit 130 via the groove-shaped notch 33b.
- the notch 33b in the casing 33 is provided at a position shifted in phase with respect to the signal processing unit 130, in this example, a position shifted in phase by about 90 degrees.
- One side surface 33ba of the groove of the notch 33b is formed in the casing 33 so as to be parallel to a direction extending in the tangential direction of the casing 33 from the circumferential position P1 facing the cable insertion hole 92.
- the other side surface 33bb of the groove of the notch 33b is notched in the radial direction of the casing 33 in the vicinity of the position P1.
- the groove bottom surface 33bc of the notch 33b is notched so as to be a plane perpendicular to the bearing axial direction.
- the signal cable 129 exiting from the cable insertion hole 92 is covered with a waterproof seal member 94.
- the waterproof seal member 94 is provided so as to fill the entire groove of the notch 33 b of the casing 33. Since the signal cable 129 is routed through the groove-shaped notch 33b of the casing 33, a longer distance is sealed than when the signal cable 129 is taken out in the radial direction as shown in FIG. The sealing performance between the cable surface of 129 and the waterproof seal member 94 can be further improved. Further, the bending radius of the signal cable 129 can be increased as compared with the case where the signal cable is taken out in the radial direction. For this reason, wiring is easy even with the signal cable 129 having a thick coating, and the protrusion of the signal cable 129 in the radial direction can be suppressed to be small. Therefore, the entire sensor unit can be made compact.
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Abstract
Description
このように4つのセンユニットを配置することで、3軸方向の荷重、すなわち、駆動輪と路面の接地点に作用する垂直方向荷重Fz 、駆動力や制動力となる荷重Fxおよび軸方向荷重Fy をより高精度に推定することができる。
この構成の場合、センサユニットのセンサ出力信号が車輪用軸受装置に設置された信号処理ユニットで信号処理され荷重データとなって外部に出力されるため、微小なセンサ出力信号をそのまま外部に伝送する必要がなく、使用するケーブルの電磁シールドを簡単な構成で済ませることができる。
前記センサ出力信号をAD変換するAD変換機能とを有するものとしても良い。
この構成の場合、センサユニットのセンサ出力信号がデジタル信号に変換されて荷重推定に用いられ、荷重データもデジタルデータとして演算出力されるため、必要な電線の本数も最小化され、使用するケーブルのコストを低減できる。同時に、断線などの発生リスクも低減され、信頼性も向上する。
この構成の場合、例えば、電気モータの全体の制御に必要なパラメータを、信号処理ユニットに用いる各種パラメータとともに同じ記憶手段で記憶させておくことができ、車輪用軸受装置に必要な情報を集中管理しやすくなる。
また、歪み発生部材121は、図10に示すように、平面概形が単調な帯状とし、図7の例のような切欠き部121bを形成しないものであっても良い。
22…電気モータのケーシング
33…減速機のケーシング
33b…切欠き部(溝)
70…駆動輪
120…センサユニット
121…歪み発生部材
121a…接触固定部
122,122A,122B…歪みセンサ
130…信号処理ユニット
133…荷重推定手段
137…モータ制御ユニット
Claims (12)
- 駆動輪のハブを回転自在に支持する車輪用軸受と、前記駆動輪の回転駆動源となる電気モータと、この電気モータと前記車輪用軸受との間に介在する減速機とを備えるインホイール型モータ内蔵車輪用軸受装置であって、
歪み発生部材およびこの歪み発生部材に取り付けられた1つ以上の測定用のセンサからなるセンサユニットを、前記車輪用軸受の静止側軌道輪である外輪に設け、前記歪み発生部材は、前記外輪の外径面に接触固定される2つ以上の接触固定部を有する薄板材からなるインホイール型モータ内蔵センサ付き車輪用軸受装置。 - 請求項1において、前記センサユニットを、タイヤ接地面に対して上下位置および左右位置となる前記外輪の外周面の上面部、下面部、右面部、および左面部に配置したインホイール型モータ内蔵センサ付き車輪用軸受装置。
- 請求項1において、前記センサユニットは、2つの接触固定部と1つのセンサを有するインホイール型モータ内蔵センサ付き車輪用軸受装置。
- 請求項1において、前記センサユニットは,3つの接触固定部と2つのセンサを有するインホイール型モータ内蔵センサ付き車輪用軸受装置。
- 請求項1において、センサユニットの設置部周辺に樹脂モールドなどが施され、防水処理されたインホイール型モータ内蔵センサ付き車輪用軸受装置。
- 請求項1において、センサユニットを設置した前記車輪用軸受の外輪のアウトボード側外周面を保護するカバーを配置したインホイール型モータ内蔵センサ付き車輪用軸受装置。
- 請求項1において、前記センサユニットのセンサ出力信号から駆動輪に加わる荷重を推定する荷重推定手段を有する信号処理ユニットを設け、この信号処理ユニットを前記車輪用軸受の外輪、または前記減速機もしくは前記電気モータのケーシングに配置したインホイール型モータ内蔵センサ付き車輪用軸受装置。
- 請求項7において、前記車輪用軸受の外輪ではない静止側部位に信号処理ユニットを配置し、軸受外輪を減速機のケーシングに取り付けるためのフランジにセンサケーブルを取り出すための穴を設け、この穴を通じてセンサユニットの出力信号を信号処理ユニットまで配線したインホイール型モータ内蔵センサ付き車輪用軸受装置。
- 請求項8において、前記減速機のケーシングに、前記センサーケーブルを通した溝を設けたインホイール型モータ内蔵センサ付き車輪用軸受装置。
- 請求項7において、前記信号処理ユニットは、少なくとも前記センサ出力信号を増幅する信号増幅機能と、前記センサ出力信号からノイズ成分を除去するフィルタリング機能と、前記センサ出力信号をAD変換するAD変換機能とを有するインホイール型モータ内蔵センサ付き車輪用軸受装置。
- 請求項10において、前記信号処理ユニットは、さらに前記センサ出力信号を補正する補正機能と、前記センサ出力信号の平均値を求める平均値抽出機能と、前記センサ出力信号の振幅値を求める振幅値抽出機能と、前記補正に用いられる補正パラメータ、前記平均値抽出および振幅値抽出に用いられる計算パラメータ、および前記平均値と振幅値を変数
として前記荷重推定手段で用いられる演算式の計算パラメータを記憶する記憶機能とを含む演算処理機能を有するインホイール型モータ内蔵センサ付き車輪用軸受装置。 - 請求項7において、前記信号処理ユニットの一部の機能を果たす手段を、前記電気モータを制御するモータ制御ユニットに組み込んだインホイール型モータ内蔵センサ付き車輪用軸受装置。
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DE112010004587T DE112010004587T5 (de) | 2009-11-27 | 2010-11-17 | Radstützlagerbaugruppe mit sensor und radnabenmotorintegration |
CN201080053235.7A CN102686435B (zh) | 2009-11-27 | 2010-11-17 | 内置有内圈型电动机的带有传感器的车轮用轴承装置 |
US13/480,915 US8581457B2 (en) | 2009-11-27 | 2012-05-25 | Wheel support bearing assembly with sensor and in-wheel motor integration |
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JP2010220793A JP5517869B2 (ja) | 2009-11-27 | 2010-09-30 | インホイール型モータ内蔵センサ付き車輪用軸受装置 |
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JP (1) | JP5517869B2 (ja) |
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JP5517869B2 (ja) | 2014-06-11 |
CN104385900B (zh) | 2017-04-12 |
CN102686435B (zh) | 2015-08-12 |
CN102686435A (zh) | 2012-09-19 |
US8581457B2 (en) | 2013-11-12 |
CN104385900A (zh) | 2015-03-04 |
JP2011133101A (ja) | 2011-07-07 |
DE112010004587T5 (de) | 2012-10-18 |
US20120229004A1 (en) | 2012-09-13 |
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