JP2007145070A - Drive wheel structure for vehicle - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To provide a compact drive wheel structure for a vehicle having multiple functions. <P>SOLUTION: The drive wheel structure for the vehicle employing a wheel-in-motor structure is equipped with: a rotation torque generation means (for example, a motor) for generating a rotation torque; a first power transmission means which selectively transmits the rotation torque to the wheel so that the wheel is driven by the rotation torque generated by the rotation torque generation means; a second power transmission means which selectively transmits the rotation torque to a vehicle body so that the wheel is steered to a first direction by the rotation torque generated by the rotation torque generation means; and a third power transmission means which selectively transmits the rotation torque to the vehicle body so that the wheel is steered to a second direction reverse to the first direction by the rotation torque generated by the rotation torque generation means. <P>COPYRIGHT: (C)2007,JPO&INPIT

Description

  The present invention generally relates to a vehicle drive wheel structure employing a wheel-in motor structure, and more particularly, to a compact and multifunctional vehicle drive wheel structure.

  Conventionally, a vehicle drive wheel structure employing a wheel-in motor structure is known (see, for example, Patent Document 1).

Patent Document 1 discloses a vehicle driving wheel structure in which two independent driving wheels are installed in parallel on each wheel and not only driving by motor control but also steering is realized by a rotation difference between these driving wheels. Yes.
JP 2004-90903 A

  However, the conventional structure described in Patent Document 1 requires two sets of wheels, bearings, tires, and the like for each wheel, which increases the number of parts and increases manufacturing costs, and increases the size of the structure. A large wheelhouse is required, making it impossible to take up a large vehicle interior space.

  The present invention has been made to solve such problems, and has as its main object to provide a compact and multifunctional vehicle drive wheel structure.

  One aspect of the present invention for achieving the above object is a vehicle drive wheel structure that employs a wheel-in motor structure, and includes rotational torque generation means (for example, a motor) that generates rotational torque and the rotational torque generation means. A first power transmission means for selectively transmitting the rotational torque to the wheel so that the wheel is driven by the rotational torque generated by the rotation torque, and the wheel is driven by the rotational torque generated by the rotational torque generation means. A second power transmission means for selectively transmitting the rotational torque to the vehicle body so as to be steered in the direction, and the wheel is opposite to the first direction by the rotational torque generated by the rotational torque generating means. A vehicle drive wheel structure having third power transmission means for selectively transmitting the rotational torque to the vehicle body so as to be steered in a second direction.

  In this aspect, for example, the rotational torque generating means is arranged so that the output shaft coincides with the wheel rotational axis, and the first power transmission means is interposed between the rotational torque generating means and the wheel. The first power transmission clutch mechanism, the second power transmission means and the third power transmission means have a common drive gear that rotates together with the output shaft of the rotational torque generation means, and the second power transmission means The power transmission means includes a first pinion gear forming a pair of bevel gear mechanisms with the drive gear, and a second power transmission clutch mechanism interposed between the first pinion gear and the vehicle body. A second pinion gear in which the third power transmission means is coaxially disposed opposite to the first pinion gear and forms a pair of bevel gear mechanisms; and the second pinion gear Between the vehicle and the vehicle body And a power transmission clutch mechanism.

  According to this aspect, by independently controlling the three power transmission means, driving is realized if the first power transmission means is controlled so as to transmit the rotational torque to the wheel, and the second power transmission is achieved. Steering in one direction is realized if the transmission means is controlled to transmit the rotational torque to the vehicle body, and in the other direction if the third power transmission means is controlled to transmit the rotational torque to the vehicle body. Steering is realized. Therefore, since the wheel can be driven and steered with one structure, a compact and multifunctional vehicle drive wheel structure can be realized.

  In this aspect, at least one, preferably all three of the first power transmission means, the second power transmission means, and the third power transmission means are variable in power transmission ratio. This structure is preferable because the output of the rotational torque generating means can be distributed to the drive component and the steering component. That is, the ratio of the drive component and the steering component is arbitrarily changed by changing the power transmission ratio between the first power transmission means and the second power transmission means and / or the third power transmission means. Therefore, the output of the rotational torque generating means can be used up without loss. Thereby, the physique and mass with respect to the output performance requested | required can be reduced.

  ADVANTAGE OF THE INVENTION According to this invention, a compact and multifunctional vehicle drive wheel structure can be provided.

  Hereinafter, the best mode for carrying out the present invention will be described with reference to the accompanying drawings. The basic concept of the vehicle drive wheel structure adopting the wheel-in motor structure, the main hardware configuration, the operating principle, the basic control method, and the like are known to those skilled in the art, and detailed description thereof is omitted. .

  Further, in the embodiments and accompanying drawings described below, for the sake of convenience of explanation, the drive wheels on the left side of the vehicle will be described as an example. It does not matter whether it is a front wheel or a rear wheel. As will be apparent to those skilled in the art, the structure according to the present invention shown in the embodiments described below and the accompanying drawings can naturally be applied to a right wheel (not shown) by mirror inversion.

  A vehicle drive wheel structure according to an embodiment of the present invention will be described with reference to FIGS. The vehicle drive wheel structure 100 according to the present embodiment transmits the output of one motor arranged in the wheel to the wheel, the upper arm, and the lower arm via three clutches that can be controlled independently, respectively. The driving and steering can be realized by one wheel-in motor structure, and the ratio of the driving component and the steering component of the motor output can be arbitrarily changed according to the vehicle running state.

  FIG. 1 is a schematic rear view of a vehicle drive wheel structure 100 according to this embodiment as seen from the rear of the vehicle, and FIG. 2 is a schematic cross-sectional view showing an AA cross section (FIG. 1) of the vehicle drive wheel structure 100. It is.

  The vehicle drive wheel structure 100 includes a wheel mounting member 101 that is rotatably installed with a wheel rotation axis X substantially parallel to the vehicle left-right direction as a central axis. A hub 101a for mounting a wheel (not shown) is formed at the vehicle outer end of the wheel mounting member 101.

  The vehicle drive wheel structure 100 further supports the wheel mounting member 101 so as to be rotatable around the wheel rotation axis X via, for example, a ball bearing, and at the time of turning together with a wheel (not shown) around the turning axis Z. A rotating knuckle 102.

  The vehicle drive wheel structure 100 is further fixed to the motor 103 disposed along the wheel rotation axis X inside the knuckle 102 and the output shaft 103a of the motor 103. The motor 103 drives the wheel together with the output shaft 103a. And a drive gear 104 that rotates about the rotation axis X.

  The drive gear 104 has a substantially disk shape, and is arranged such that the central axis coincides with the wheel rotation axis X. Further, gear teeth are formed at an angle as shown on the circumferential edge of the surface of the drive gear 104 facing the motor 103.

  The vehicle drive wheel structure 100 further includes a first clutch mechanism 105 that selectively connects the wheel mounting member 101 and the motor output shaft 103a. In the present embodiment, as an example, the first clutch mechanism 105 is a friction pressing type clutch mechanism that realizes power transmission by pressing two opposing clutch plates against each other, and by adjusting the pressing force. It is assumed that the clutch mechanism is of a type that can change the power transmission rate.

  Here, as shown in the figure, one clutch plate 105 a constituting the first clutch mechanism 105 is attached to the wheel attachment member 101, and the other clutch plate 105 b is attached to the drive gear 104.

  The vehicle drive wheel structure 100 further includes a first pinion gear 106 that is attached to the knuckle 102 so as to be rotatable about the turning axis Z via, for example, a ball bearing. The first pinion gear 106 meshes with the gear teeth of the drive gear 104 and forms a pair of bevel gear mechanisms together with the drive gear 104. That is, the first pinion gear 106 is always rotated by the meshed drive gear 104 during operation of the motor 103.

  The shaft 106 a of the first pinion gear 106 is coupled to the upper arm 108 of the suspension via the second clutch mechanism 107. In this embodiment, as an example, the second clutch mechanism 107 is a friction-press type clutch mechanism that realizes power transmission by pressing two opposing clutch plates against each other, and by adjusting the pressing force. It is assumed that the clutch mechanism is of a type that can change the power transmission rate.

  Here, as shown in the figure, one clutch plate 107a constituting the second clutch mechanism 107 is attached to the first pinion gear 106, and the other clutch plate 107b is attached to the upper arm 108, respectively.

  The vehicle drive wheel structure 100 further includes a second pinion gear 109 attached to the knuckle 102 so as to be rotatable about the turning axis Z via, for example, a ball bearing. The second pinion gear 109 meshes with the gear teeth of the drive gear 104 and forms a pair of bevel gear mechanisms together with the drive gear 104.

  The second pinion gear 109 is on the steered shaft Z like the first pinion gear 106, and is opposite to the first pinion gear 106 across the wheel rotation axis X, that is, the first pinion gear 106. Arranged in the opposite direction to 106. That is, the second pinion gear 109 is always rotated counterclockwise from the first pinion gear 106 by the meshed drive gear 104 during operation of the motor 103.

  The shaft 109 a of the second pinion gear 109 is connected to the lower arm 111 of the suspension via the third clutch mechanism 110. In the present embodiment, as an example, the third clutch mechanism 110 is a friction pressing type clutch mechanism that realizes power transmission by pressing two opposing clutch plates against each other, and by adjusting the pressing force. It is assumed that the clutch mechanism is of a type that can change the power transmission rate.

  Here, as shown in the figure, one clutch plate 110 a constituting the third clutch mechanism 110 is attached to the second pinion gear 109, and the other clutch plate 110 b is attached to the lower arm 111.

  Although illustration of an electric system or a hydraulic system for controlling the three clutch mechanisms 105, 107, and 110 is omitted here, these three clutch mechanisms 105, 107, and 110 are each independently a rotational force. It is assumed that the power transmission ratio (rate) at the time of connection / disconnection of the power supply and connection can be controlled.

  Next, the operation of the vehicle drive wheel structure 100 having such a configuration will be described with reference to FIG. FIG. 3 schematically shows the movement of the two pinion gears 106 and 109 and the wheel mounting member 101 in response to the connection / disconnection of the three clutch mechanisms 105, 107, and 110.

  As shown in FIG. 3A, when the first clutch mechanism 105 is connected and the second clutch mechanism 107 and the third clutch mechanism 110 are released, the rotational torque generated by the motor 103 is applied to the wheel mounting member 101. As a result, the wheel mounting member 101 rotates around the wheel rotation axis X (that is, in the YZ plane), so that a wheel (not shown) can be driven.

  On the other hand, as shown in FIGS. 3B and 3C, when the first clutch mechanism 105 is released and the second clutch mechanism 107 or the third clutch mechanism 110 is connected, the motor 103 is connected via the drive gear 104. The rotation of the first pinion gear 106 or the second pinion gear 109 due to the rotational torque transmitted from the wheel is transmitted to the upper arm 108 or the lower arm 111, respectively. It can be rotated around (ie in the XY plane) to steer the wheels.

  The difference in action has been described above for the case where one of the first clutch mechanism 105 and the second clutch mechanism 107 or the third clutch mechanism 110 is connected and the other is released. In other words, if only the first clutch mechanism 105 is connected, it is possible to drive only without turning the wheels (straight forward full acceleration), and if only the second clutch mechanism 107 or the third clutch mechanism 110 is connected. It is possible to only steer without driving the wheels (stationary).

  The vehicle drive wheel structure 100 further connects both the first clutch mechanism 105 and the second clutch mechanism 107 or the third clutch mechanism 110, and arbitrarily sets the power transmission rate in the connected clutch mechanism. Thus, the motor output can be distributed to the drive component and the steered component at an arbitrary ratio.

  As described above, according to this embodiment, it is possible to drive and steer wheels with one structure by independently controlling three clutch mechanisms and appropriately distributing one motor output to driving and steering. Therefore, a compact and multifunctional vehicle drive wheel structure can be realized.

  In addition, since the ratio of the driving component and the steering component can be arbitrarily changed by changing the power transmission rate of the connected clutch mechanism, the motor output can be used up without loss, and the required motor output performance can be reduced. Physique and mass can be reduced.

  INDUSTRIAL APPLICABILITY The present invention can be used as a drive wheel structure in all vehicles that drive wheels by a motor such as a hybrid vehicle or an electric vehicle. This structure does not ask | require the external appearance, weight, size, running performance, etc. of the vehicle to employ | adopt.

It is the schematic rear view which looked at the drive wheel structure for vehicles concerning one example of the present invention from the vehicle rear part. 1 is a schematic cross-sectional view showing an AA cross section (FIG. 1) of a vehicle drive wheel structure according to an embodiment of the present invention. It is a figure which shows roughly the motion of the pinion gear and wheel attachment member according to the connection / disconnection of the three clutch mechanisms in the drive wheel structure for vehicles which concerns on one Example of this invention.

Explanation of symbols

DESCRIPTION OF SYMBOLS 100 Vehicle drive wheel structure 101 Wheel attachment member 102 Knuckle 103 Motor 103a Motor output shaft 104 Drive gear 105, 107, 110 Clutch mechanism 105a, 105b, 107a, 107b, 110a, 110b Friction clutch plate 106, 109 Pinion gear 106a, 109a Pinion gear shaft 108 Upper arm 111 Lower arm

Claims (3)

A vehicle drive wheel structure adopting a wheel-in motor structure,
Rotational torque generating means for generating rotational torque;
First power transmission means for selectively transmitting the rotational torque to the wheels such that the wheels are driven by the rotational torque generated by the rotational torque generation means;
Second power transmission means for selectively transmitting the rotational torque to the vehicle body so that the wheels are steered in the first direction by the rotational torque generated by the rotational torque generation means;
Third power transmission for selectively transmitting the rotational torque to the vehicle body so that the wheel is steered in a second direction opposite to the first direction by the rotational torque generated by the rotational torque generating means. And a vehicle drive wheel structure. The vehicle drive wheel structure according to claim 1,
The rotational torque generating means is arranged so that the output shaft coincides with the wheel rotational shaft,
The first power transmission means includes a first power transmission clutch mechanism interposed between the rotational torque generation means and a wheel,
The second power transmission means and the third power transmission means have a common drive gear that rotates together with the output shaft of the rotational torque generation means,
The second power transmission means is
A first pinion gear that forms a pair of bevel gear mechanisms with the drive gear;
A second power transmission clutch mechanism interposed between the first pinion gear and the vehicle body;
The third power transmission means is
A second pinion gear disposed coaxially with the first pinion gear in an opposite direction and forming a pair of bevel gear mechanisms with the drive gear;
A vehicle drive wheel structure comprising a third power transmission clutch mechanism interposed between the second pinion gear and the vehicle body. The vehicle drive wheel structure according to claim 1,
At least one of the first power transmission means, the second power transmission means, and the third power transmission means adopts a structure in which a power transmission ratio can be made variable. Vehicle drive wheel structure.

Images