WO2022202567A1 - In-wheel motor and saddle-riding-type vehicle - Google Patents

In-wheel motor and saddle-riding-type vehicle Download PDF

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Publication number
WO2022202567A1
WO2022202567A1 PCT/JP2022/012049 JP2022012049W WO2022202567A1 WO 2022202567 A1 WO2022202567 A1 WO 2022202567A1 JP 2022012049 W JP2022012049 W JP 2022012049W WO 2022202567 A1 WO2022202567 A1 WO 2022202567A1
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WO
WIPO (PCT)
Prior art keywords
wheel
wheel motor
motor
rotor
vehicle
Prior art date
Application number
PCT/JP2022/012049
Other languages
French (fr)
Japanese (ja)
Inventor
祐一 日▲高▼
Original Assignee
本田技研工業株式会社
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Filing date
Publication date
Application filed by 本田技研工業株式会社 filed Critical 本田技研工業株式会社
Publication of WO2022202567A1 publication Critical patent/WO2022202567A1/en

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    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60B—VEHICLE WHEELS; CASTORS; AXLES FOR WHEELS OR CASTORS; INCREASING WHEEL ADHESION
    • B60B35/00—Axle units; Parts thereof ; Arrangements for lubrication of axles
    • B60B35/12—Torque-transmitting axles
    • B60B35/14—Torque-transmitting axles composite or split, e.g. half- axles; Couplings between axle parts or sections
    • 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
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B62—LAND VEHICLES FOR TRAVELLING OTHERWISE THAN ON RAILS
    • B62K—CYCLES; CYCLE FRAMES; CYCLE STEERING DEVICES; RIDER-OPERATED TERMINAL CONTROLS SPECIALLY ADAPTED FOR CYCLES; CYCLE AXLE SUSPENSIONS; CYCLE SIDE-CARS, FORECARS, OR THE LIKE
    • B62K25/00—Axle suspensions
    • B62K25/04—Axle suspensions for mounting axles resiliently on cycle frame or fork
    • B62K25/12—Axle suspensions for mounting axles resiliently on cycle frame or fork with rocking arm pivoted on each fork leg
    • B62K25/14—Axle suspensions for mounting axles resiliently on cycle frame or fork with rocking arm pivoted on each fork leg with single arm on each fork leg
    • B62K25/20—Axle suspensions for mounting axles resiliently on cycle frame or fork with rocking arm pivoted on each fork leg with single arm on each fork leg for rear wheel
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B62—LAND VEHICLES FOR TRAVELLING OTHERWISE THAN ON RAILS
    • B62M—RIDER PROPULSION OF WHEELED VEHICLES OR SLEDGES; POWERED PROPULSION OF SLEDGES OR SINGLE-TRACK CYCLES; TRANSMISSIONS SPECIALLY ADAPTED FOR SUCH VEHICLES
    • B62M7/00—Motorcycles characterised by position of motor or engine
    • B62M7/12—Motorcycles characterised by position of motor or engine with the engine beside or within the driven wheel
    • 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
    • H02K7/10—Structural association with clutches, brakes, gears, pulleys or mechanical starters
    • H02K7/116—Structural association with clutches, brakes, gears, pulleys or mechanical starters with gears

Definitions

  • the present invention relates to an in-wheel motor and a straddle-type vehicle.
  • This application claims priority to Japanese Patent Application No. 2021-049682 filed in Japan on March 24, 2021, the content of which is incorporated herein.
  • Patent Document 1 discloses a motor section having a rotor and a stator, a speed reducer section for reducing the rotation of the rotor, a case having an accommodating section for housing the motor section and the speed reducer section, and a rotor through the speed reducer section.
  • An in-wheel motor is disclosed that includes a wheel through which rotation is transmitted.
  • the left and right drive wheels are configured symmetrically. Therefore, the vehicle body balance in the vehicle width direction can be optimized between the left and right drive wheels without excessively considering the weight balance in the axial direction for each drive wheel.
  • an in-wheel motor is applied to a saddle-type vehicle such as a two-wheeled vehicle or a tricycle with one rear wheel, if the weight balance of the driving wheels is uneven in the axial direction, the balance of the vehicle body in the vehicle width direction will be uneven, resulting in poor running. Performance may be affected.
  • the motor which is a heavy object, may deviate from the center of gravity of the wheel, and the weight balance tends to be biased in the axial direction.
  • the present invention provides an in-wheel motor capable of optimizing the weight balance in the axial direction, and a straddle-type vehicle equipped with the in-wheel motor.
  • An in-wheel motor is an in-wheel motor for a saddle type vehicle (1), comprising an electric motor (20) including a rotor (21) and a stator (24) and a wheel (13). ), an output shaft (32) coupled to the hub (70), and an output shaft (32) coupled to the hub (70). and a speed reducer (40) for reducing the speed of the rotation of and transmitting it to the output shaft (32).
  • the reduction gear and the hub which are heavy items, can be arranged on both sides in the axial direction with the electric motor sandwiched therebetween, it is possible to prevent the heavy items from being unevenly arranged in the axial direction. Therefore, the weight balance in the axial direction of the in-wheel motor can be optimized.
  • the speed reducer (40) is arranged coaxially with the output shaft (32) and arranged axially outside the end surface (21a) of the rotor (21). may be
  • the speed reducer is arranged axially inward of the end surface of the rotor and enters the recess formed in the rotor, the magnetic path of the rotor is narrowed, the efficiency of the electric motor is reduced, and the efficiency reduction of the electric motor is suppressed. Therefore, the rotor can be enlarged. According to the configuration according to the aspect of the present invention, since the speed reducer is arranged axially outside the end surface of the rotor, it is possible to suppress an increase in the size of the rotor. Therefore, a small in-wheel motor can be formed by suppressing an increase in the size of the electric motor.
  • a cylindrical outer shaft (31) for transmitting the rotation of the rotor (21) to the speed reducer (40) is provided, and the output shaft (32) is , may be inserted through the outer shaft (31) to transmit the output of the speed reducer (40) to the hub (70).
  • the output of the electric motor can be transmitted to the hub through the inner side of the outer shaft.
  • the size of the in-wheel motor can be reduced compared to a configuration in which a power transmission path is provided so as to pass through the outside of the rear wheel.
  • the output shaft (32) may have an oil passage (34) therein.
  • lubricating oil can be supplied to the movable parts around the output shaft through the oil passage.
  • a housing (50) that houses the electric motor (20) is provided, and the housing (50) is an outer peripheral portion ( 51a) and fins (56) projecting outward from the outer peripheral portion (51a).
  • the area of the outer surface of the housing can be expanded by the fins, so that the electric motor and the like in the housing can be efficiently cooled through the housing.
  • the electric motor (20) may overlap the width center (C) of the rim (14) of the wheel (13).
  • the weight balance of the in-wheel motor in the axial direction can be further optimized by moving the electric motor, which is a heavy object, closer to the center of the width of the wheel.
  • a straddle-type vehicle includes an in-wheel motor (5) according to any one of aspects (1) to (6) above, and an in-wheel motor (5) provided with the in-wheel motor (5). It comprises a wheel (3) and a swing arm (6) supporting said rear wheel (3), said in-wheel motor (5) housing said electric motor (20) and said speed reducer (40). A housing (50) is detachably attached to the swing arm (6).
  • the in-wheel motor and rear wheels can be separated from the vehicle body by removing the housing from the swing arm. Therefore, maintenance of the rear part of the vehicle can be improved.
  • the aspect of (7) above further includes a vehicle body frame (7) that supports the swing arm (6), and the housing (50) includes the vehicle body frame (7) and the rear body frame (7) as viewed from the rear of the vehicle. It may be arranged inside in the vehicle width direction from the straight line (L) circumscribing the wheel (3).
  • the housing does not touch the ground, so damage to the in-wheel motors can be suppressed when the vehicle overturns.
  • an in-wheel motor capable of optimizing the weight balance in the axial direction, and a straddle-type vehicle equipped with the in-wheel motor.
  • FIG. 1 is a left side view of the saddle-ride type vehicle of the first embodiment;
  • FIG. FIG. 2 is a cross-sectional view taken along line II-II of FIG. 1;
  • FIG. 2 is a cross-sectional view taken along line III-III of FIG. 1; It is a sectional view of a rear wheel and an in-wheel motor of a 2nd embodiment.
  • FIG. 1 is a left side view of the straddle-type vehicle of the first embodiment.
  • the motorcycle 1 of the present embodiment is an example of a straddle-type vehicle that is operated while the driver straddles a seat (not shown).
  • a motorcycle 1 includes a front wheel 2 and a rear wheel 3, a front wheel suspension 4 that supports the front wheel 2, an in-wheel motor 5 that drives the rear wheel 3, and a swing arm 6 that supports the in-wheel motor 5.
  • the motorcycle 1 also includes a vehicle body frame 7 that supports the front wheel suspension 4 and the swing arm 6, a battery 8 that is a power source for the in-wheel motor 5, and a PCU (power control unit) 9 that controls the in-wheel motor 5. , provided.
  • the front wheel suspension 4 supports the axle of the front wheel 2.
  • the front wheel suspension device 4 suspends the front wheel 2 with respect to the vehicle body frame 7 so as to be displaceable in the vertical direction.
  • the front wheel suspension system 4 is of a swing arm type.
  • the front wheel 2 is rotatably supported by a front wheel suspension device 4 .
  • the front wheel 2 is linked to a steering wheel via a link mechanism (not shown).
  • the front wheels 2 are steered by operating a steering wheel. That is, in this embodiment, the motorcycle 1 has a so-called hub center steering mechanism.
  • the motorcycle may be a vehicle in which a telescopic fork type front wheel suspension is rotatably supported on the vehicle body frame.
  • FIG. 2 is a cross-sectional view taken along line II-II of FIG.
  • the rear wheel 3 includes a wheel 13 having a rim 14 and a disc 15 and a tire 16 mounted on the rim 14 .
  • the wheel 13 is formed asymmetrically.
  • the wheel 13 is formed so that a hub mounting surface 15a formed in the center of the disc 15 faces one side (left side in this embodiment) in the vehicle width direction.
  • the disk 15 is a so-called inset wheel formed so that the hub mounting surface 15a is located on the other side (right side in this embodiment) of the width center C of the rim 14 in the vehicle width direction.
  • the width center C of the rim 14 is a virtual plane that coincides with the width center of the vehicle.
  • the in-wheel motor 5 is arranged inside the rim 14 of the wheel 13 of the rear wheel 3 .
  • the in-wheel motor 5 is fixed to the swing arm 6 .
  • a wheel 13 is attached to the in-wheel motor 5 from the other side in the vehicle width direction.
  • the in-wheel motor 5 outputs driving force for driving the rear wheels 3 to the other side in the vehicle width direction.
  • the configuration of the in-wheel motor 5 will be described later.
  • the swing arm 6 is supported by the body frame 7 so as to be vertically swingable.
  • the swing arm 6 extends rearward from a connecting portion to the vehicle body frame 7 in a side view.
  • the swing arm 6 crosses the rear wheel 3 in a side view through only one side of the vehicle width direction with respect to the rear wheel 3 .
  • the in-wheel motor 5 is detachably coupled to the rear end of the swing arm 6 .
  • the swing arm 6 constitutes a unit swing type rear suspension together with the in-wheel motor 5 and a rear cushion (not shown) to support the rear wheel 3 .
  • the vehicle body frame 7 has a head pipe 11 that supports the steering wheel at the front end, supports the front wheel suspension 4 at the front lower part, and supports the swing arm 6 at the rear lower part. Also, the body frame 7 holds the battery 8 and the PCU 9 .
  • the battery 8 is arranged behind the front wheel suspension 4 and forward of the swing arm 6 .
  • the battery 8 is arranged on the center of the width of the vehicle so as to be sandwiched between the body frames 7 from the outside in the width direction of the vehicle.
  • the PCU 9 is a control device that includes a PDU (Power Drive Unit) that is a motor driver and an ECU (Electric Control Unit) that controls the PDU.
  • the PCU 9 is arranged below the battery 8 .
  • the PCU 9 is arranged so as to be sandwiched between the vehicle body frames 7 from the outside in the vehicle width direction.
  • the PDU includes an inverter, converts the current supplied from the battery 8 from direct current to alternating current, and then supplies power to the in-wheel motor 5 through the three-phase line 18 .
  • a three-phase line 18 electrically connects the in-wheel motor 5 and the PCU 9 .
  • the three-phase line 18 is arranged so that at least a portion of the three-phase line 18 passes through the vehicle width center side of the swing arm 6 . That is, at least part of the three-phase line 18 is covered with the swing arm 6 when viewed from the side of the vehicle.
  • the in-wheel motor 5 includes an electric motor 20 that generates driving force for driving the rear wheels 3 , a wheel center shaft 30 that transmits the output of the electric motor 20 to the wheels 13 , and a driving force of the electric motor 20 .
  • a reduction gear 40 for reducing rotation a housing 50 containing the electric motor 20 and the reduction gear 40, a bearing 60 mounted on the wheel center shaft 30, and a hub 70 coupled to the wheel 13 and coupled to the wheel center shaft 30. , provided.
  • the direction along the central axis O of the rear wheel 3 will be referred to as the axial direction
  • the direction perpendicular to the central axis O will be referred to as the radial direction
  • the direction of rotation around the central axis O will be referred to as the radial direction. It is called circumferential direction.
  • the axial direction coincides with the vehicle width direction.
  • the one (left side) of the vehicle width direction is defined as a first axial direction
  • the opposite direction (right side) is defined as a second axial direction.
  • the electric motor 20 is an inner rotor type IPM (Interior Permanent Magnet) motor (embedded magnet synchronous motor).
  • the electric motor 20 has a rotor 21 and a stator 24 .
  • the rotor 21 includes a rotor core 22 and permanent magnets (not shown).
  • the rotor core 22 is formed in a cylindrical shape centered on the central axis O. As shown in FIG.
  • the rotor core 22 is formed by laminating a plurality of electromagnetic steel sheets in the axial direction. Note that the rotor core 22 may be formed by pressure-molding soft magnetic powder.
  • a plurality of slots (not shown) are formed through the rotor core 22 in the axial direction.
  • a permanent magnet is housed in each slot.
  • the permanent magnets are radially magnetized and form a plurality of magnetic pole portions on the outer peripheral portion of the rotor core 22 .
  • the plurality of magnetic pole portions are formed such that their magnetization directions are alternately reversed along the circumferential direction.
  • the stator 24 includes a stator core 25 and multiple layers (for example, U-phase, V-phase, and W-phase) coils 26 attached to the stator core 25 .
  • Stator 24 generates a magnetic field when current flows through coil 26 .
  • the stator core 25 is formed in a cylindrical shape centered on the central axis O.
  • the stator core 25 is arranged so as to surround the rotor core 22 while being radially spaced from the rotor core 22 by a predetermined distance.
  • the stator core 25 is formed by laminating a plurality of electromagnetic steel sheets in the axial direction.
  • the stator core 25 may be formed by pressure-molding soft magnetic powder.
  • the stator core 25 is provided with slots in which the coils 26 are inserted so as to line up in the circumferential direction.
  • the coil 26 is a segment coil configured by inserting a plurality of conductor segments formed of flat wire into slots of the stator core 25 and connecting them to each other at portions protruding from the stator core 25 in the axial direction.
  • the coils 26 of each phase are mounted on the stator core 25 by distributed winding.
  • the rotor core 22 and the stator core 25 are formed to have the same size in the axial direction.
  • the rotor core 22 and the stator core 25 are arranged so that their end faces are aligned in the axial direction.
  • the coil 26 protrudes to both axial sides of the rotor core 22 .
  • the electric motor 20 is arranged such that at least a portion thereof is located inside the rim 14 of the wheel 13 .
  • the end surfaces of the rotor core 22 and the stator core 25 in the second axial direction are located inside the rim 14, and the end surfaces of the rotor core 22 and the stator core 25 in the first axial direction are positioned in the vehicle width direction. It is located outside 14.
  • the wheel center shaft 30 has a cylindrical outer shaft 31 with both ends opened, and an inner shaft 32 (output shaft) inserted inside the outer shaft 31 .
  • the outer shaft 31 and the inner shaft 32 are arranged around the central axis O. As shown in FIG.
  • the outer shaft 31 is provided on the input side of the speed reducer 40 .
  • the outer shaft 31 is inserted inside the rotor core 22 .
  • the outer shaft 31 is fixed to the rotor core 22 via a cylindrical collar 33 fitted onto the outer shaft 31 .
  • the outer shaft 31 rotates integrally with the rotor 21 .
  • the outer shaft 31 protrudes axially on both sides of the rotor core 22 .
  • the inner shaft 32 is provided on the output side of the reduction gear 40 .
  • Inner shaft 32 transmits the output of speed reducer 40 to hub 70 .
  • the inner shaft 32 is radially spaced apart from the outer shaft 31 .
  • the inner shaft 32 is rotatable with respect to the outer shaft 31 .
  • the inner shaft 32 protrudes from the outer shaft 31 on both sides in the axial direction.
  • the inner shaft 32 is cylindrical and has a cavity inside.
  • a cavity of the inner shaft 32 serves as a channel 34 (oil channel) through which a coolant, which will be described later, flows.
  • the flow path 34 opens at the end face of the inner shaft 32 in the first axial direction.
  • the inner shaft 32 is formed with a discharge hole (not shown) that opens on the outer peripheral surface and communicates the flow path 34 with the outside of the inner shaft 32 .
  • the discharge hole is formed at a location close to the bearing 60 .
  • the speed reducer 40 reduces the speed of rotation of the outer shaft 31 and transmits it to the inner shaft 32 .
  • the speed reducer 40 is arranged on the opposite side of the wheel 13 to the disk 15 with the rotor 21 interposed therebetween.
  • the entire speed reducer 40 is arranged in a first axial direction with respect to the width center C of the rim 14 .
  • the reduction gear 40 is a planetary gear reduction gear.
  • the speed reducer 40 is arranged coaxially with the wheel center axis 30 .
  • the entire reduction gear 40 is arranged axially outside (to the left of) the end surface 21 a of the rotor 21 on the reduction gear 40 side. In this embodiment, the entire speed reducer 40 is arranged axially outside the electric motor 20 as a whole.
  • the speed reducer 40 includes a sun gear 41, a planetary gear 42, a planetary carrier 43, and a ring gear 44.
  • the sun gear 41 is formed on the outer peripheral surface of the end portion of the outer shaft 31 in the first axial direction.
  • Planetary gear 42 meshes with sun gear 41 .
  • the planetary gear 42 is rotatably supported by the planetary carrier 43 .
  • the planetary carrier 43 is arranged to face the edge of the outer shaft 31 in the first axial direction.
  • the planetary carrier 43 is spline-fitted to the inner shaft 32 and rotates together with the inner shaft 32 .
  • the ring gear 44 is formed in an annular shape coaxial with the sun gear 41 and has internal teeth that mesh with the planetary gear 42 on its inner periphery. Ring gear 44 is fastened to housing 50 .
  • the housing 50 is formed in a cylindrical shape with both ends closed and arranged coaxially with the central axis O.
  • the housing 50 includes a case body 51 that houses the electric motor 20 , a lid 52 that closes the opening of the case body 51 , and an intermediate plate 53 arranged inside the case body 51 and the lid 52 .
  • the case main body 51 is formed in a bottomed cylindrical shape and is open in the first axial direction.
  • the case main body 51 includes a peripheral wall portion 51a that surrounds the stator 24 from the outside in the radial direction along the entire circumference, and a bottom wall portion 51b that protrudes radially inward from the edge of the peripheral wall portion 51a in the second axial direction.
  • the peripheral wall portion 51 a holds the stator core 25 .
  • the peripheral wall portion 51a protrudes from the stator core 25 on both sides in the axial direction. At least part of the peripheral wall portion 51a is arranged inside the rim 14 of the wheel 13 and radially faces the rim 14 over the entire circumference.
  • the bottom wall portion 51b faces the disk 15 of the wheel 13.
  • a shaft hole 51c is formed in the bottom wall portion 51b.
  • the shaft hole 51c axially penetrates the bottom wall portion 51b with the central axis O as the center.
  • the inner shaft 32 is inserted through the shaft hole 51c.
  • the inner shaft 32 protrudes in the second axial direction from the bottom wall portion 51b.
  • An annular oil seal 80 is arranged between the shaft hole 51 c and the inner shaft 32 .
  • the lid body 52 is fastened to the peripheral wall portion 51a of the case body 51.
  • the lid body 52 is in close contact with the opening edge of the case body 51 over the entire circumference.
  • the outer surface of the lid body 52 protrudes axially outward (first direction) step by step from the outer peripheral edge toward the central axis O side.
  • a recess 52a for holding a bearing 60 is formed in the center of the inner surface of the lid 52. As shown in FIG.
  • the intermediate plate 53 is arranged between the electric motor 20 and the speed reducer 40 .
  • the intermediate plate 53 is formed in an annular shape centered on the central axis O. As shown in FIG.
  • the intermediate plate 53 extends radially inward from the outer peripheral portion coupled to the case body 51 .
  • the outer shaft 31 and the inner shaft 32 are inserted inside the intermediate plate 53 .
  • the intermediate plate 53 is formed with an annular protrusion 54 that protrudes toward the lid 52 and extends in the circumferential direction.
  • a ring gear 44 is fastened to the annular protrusion 54 .
  • FIG. 3 is a cross-sectional view taken along line III-III of FIG.
  • a fastening convex portion 55 is formed on the outer peripheral surface of the peripheral wall portion 51a.
  • a plurality of fastening protrusions 55 are formed at intervals in the circumferential direction.
  • a bolt hole 55a is formed through the fastening protrusion 55 in the axial direction.
  • the fastening protrusion 55 is sandwiched from both sides in the axial direction by the swing arm 6 .
  • Through holes 6 a coaxial with the bolt holes 55 a of the fastening projection 55 are formed in the swing arm 6 at locations on both sides of the fastening projection 55 in the axial direction.
  • the fastening protrusion 55 is fastened to the swing arm 6 with a bolt inserted through the bolt hole 55a and the through hole 6a. Thereby, the housing 50 can be attached to and detached from the swing arm 6 .
  • fins 56 are formed on the outer peripheral surface of the peripheral wall portion 51a.
  • the fins 56 protrude radially outward from portions of the peripheral wall portion 51a excluding the fastening protrusions 55 .
  • a plurality of fins 56 are provided at intervals in the radial direction.
  • the fins 56 extend along the circumferential direction.
  • the housing 50 is arranged inside in the vehicle width direction of an imaginary straight line L that circumscribes the body frame 7 and the rear wheel 3 when viewed from the rear of the vehicle.
  • the imaginary straight line L circumscribes the body frame 7 and the rear wheel 3 from the opposite side of the wheel 13 to the disk 15 with respect to the housing 50 in the vehicle width direction.
  • the bearing 60 includes a first bearing 61, a second bearing 62, a third bearing 63 and a fourth bearing 64.
  • a first bearing 61 , a second bearing 62 and a third bearing 63 are interposed between the housing 50 and the wheel center shaft 30 .
  • the first bearing 61, the second bearing 62 and the third bearing 63 are ball bearings.
  • the first bearing 61 is fitted into the shaft hole 51c of the bottom wall portion 51b of the case main body 51 inside the oil seal 80 and is mounted on the outer peripheral surface of the inner shaft 32 . Thereby, the case body 51 rotatably supports the inner shaft 32 .
  • the inner ring 61i of the first bearing 61 abuts on the step on the outer peripheral surface of the inner shaft 32 from the outside.
  • the second bearing 62 is fitted into the recess 52 a of the lid 52 .
  • the second bearing 62 is mounted on the outer peripheral surface of the end portion of the inner shaft 32 in the first direction in the axial direction, on the side opposite to the outer shaft 31 with the planetary carrier 43 of the speed reducer 40 interposed therebetween.
  • the lid body 52 supports the inner shaft 32 rotatably.
  • the third bearing 63 is mounted inside the intermediate plate 53 and mounted on the outer peripheral surface of the outer shaft 31 .
  • the intermediate plate 53 thereby rotatably supports the inner shaft 32 .
  • the fourth bearing 64 is a needle bearing.
  • the fourth bearing 64 is attached to the inner peripheral surface of the end portion of the outer shaft 31 in the second axial direction, and is attached to the outer peripheral surface of the inner shaft 32 .
  • the hub 70 is arranged on the opposite side of the speed reducer 40 with the electric motor 20 interposed therebetween.
  • the entire hub 70 is arranged on the opposite side of the speed reducer 40 with respect to the width center C of the rim 14 .
  • Hub 70 is fixed to inner shaft 32 outside housing 50 .
  • the hub 70 is coupled to the axial end of the inner shaft 32 in the second direction.
  • the hub 70 includes a cylindrical hub shaft portion 71 fitted onto the inner shaft 32 and a flange 72 projecting radially outward from the hub shaft portion 71 .
  • the hub shaft portion 71 is fastened to the inner shaft 32 by a nut 75 that is formed at the end portion of the inner shaft 32 in the second axial direction and screwed onto an internal thread.
  • Flange 72 has a wheel mounting surface 73 that joins hub mounting surface 15 a of disk 15 of wheel 13 .
  • Flange 72 is fastened to disk 15 of wheel 13 .
  • a refrigerant for example, automatic transmission fluid
  • the coolant is circulated inside the housing 50 by an oil pump (not shown).
  • the coolant is pumped up from the inner lower part of the housing 50 by the oil pump and introduced into the flow path 34 of the inner shaft 32 .
  • the coolant introduced into flow path 34 is discharged from a discharge hole formed in inner shaft 32 to cool and lubricate each part in housing 50 .
  • the discharge hole of the inner shaft 32 may be formed at a position facing the inner peripheral surface of the outer shaft 31 .
  • the outer shaft 31 and the collar 33 may be formed with through holes penetrating in the radial direction, and the rotor core 22 may be formed with flow paths communicating with the through holes of the outer shaft 31 and the collar 33 .
  • the coolant can be circulated in the rotor core 22 to cool the rotor 21 .
  • the oil pump may be externally attached to the housing 50 or may be built in the housing 50 . Also, the oil pump may be operated by the output of the electric motor 20 or may be operated by electric power supplied from a system separate from the electric motor 20 .
  • the in-wheel motor 5 of the present embodiment includes the speed reducer 40 arranged on the opposite side of the hub 70 with the electric motor 20 interposed therebetween to reduce the speed of rotation of the rotor 21 and transmit the speed to the inner shaft 32 .
  • the reduction gear 40 and the hub 70 which are heavy objects, can be arranged on both sides in the axial direction with the electric motor 20 interposed therebetween, it is possible to prevent the heavy objects from being unevenly arranged in the axial direction. Therefore, the weight balance in the axial direction of the in-wheel motor 5 can be optimized.
  • the speed reducer 40 is arranged coaxially with the outer shaft 31 and arranged axially outside the end surface 21 a of the rotor 21 . If the speed reducer is arranged axially inward of the end surface of the rotor and enters the recess formed in the rotor, the magnetic path of the rotor is narrowed, the efficiency of the electric motor is reduced, and the efficiency reduction of the electric motor is suppressed. Therefore, the rotor may become large. According to this embodiment, since the speed reducer 40 is arranged axially outside the end surface 21a of the rotor 21, the rotor 21 can be prevented from increasing in size. Therefore, it is possible to suppress an increase in size of the electric motor 20 and form a small in-wheel motor 5 .
  • the in-wheel motor 5 further includes a cylindrical outer shaft 31 that transmits rotation of the rotor 21 to the speed reducer 40 .
  • the inner shaft 32 is inserted through the outer shaft 31 and transmits the output of the speed reducer 40 to the hub 70 .
  • This configuration allows the output of the electric motor 20 to be transmitted to the hub 70 through the inner side of the outer shaft 31 .
  • the in-wheel motor 5 can be made smaller compared to a configuration in which a power transmission path is provided so as to pass through the outside of the rear wheel 3 .
  • the inner shaft 32 has a flow path 34 inside. With this configuration, the coolant can be supplied to the movable portion around the inner shaft 32 through the flow path 34 .
  • a housing 50 that houses the electric motor 20 has a peripheral wall portion 51a that surrounds the stator 24 and fins 56 that protrude outward from the peripheral wall portion 51a. With this configuration, the area of the outer surface of the housing 50 can be increased by the fins 56 , so that the electric motor 20 and the like inside the housing 50 can be efficiently cooled through the housing 50 .
  • the housing 50 is detachably attached to the swing arm 6. According to this configuration, the in-wheel motor 5 and the rear wheel 3 can be separated from the vehicle body by removing the housing 50 from the swing arm 6 . Therefore, maintenance of the rear part of the vehicle can be improved.
  • the housing 50 is arranged inside in the vehicle width direction of an imaginary straight line L that circumscribes the body frame 7 and the rear wheel 3 when viewed from the rear of the vehicle. According to this configuration, even if the vehicle is tilted until the vehicle body frame 7 touches the ground, the housing 50 does not touch the ground. In addition, it is possible to prevent the maximum bank angle of the vehicle from being restricted by the ground contact of the in-wheel motor 5, and improve the turning performance of the vehicle.
  • FIG. 4 is a cross-sectional view of the rear wheel and in-wheel motor of the second embodiment.
  • the second embodiment shown in FIG. 4 differs from the first embodiment in that the in-wheel motor 5 is arranged so that the electric motor 20 overlaps the width center C of the rim 14 of the wheel 13 .
  • the electric motor 20, which is a heavy object is moved to the center of the width of the rear wheel 3, so that the weight balance of the in-wheel motor 5 in the axial direction can be further optimized.
  • the present invention is not limited to the above-described embodiments described with reference to the drawings, and various modifications are conceivable within its technical scope.
  • the present invention is applied to motorcycles, but the scope of application of the present invention is not limited to this.
  • the present invention can be applied to a rear one-wheel motor tricycle. That is, the present invention can be applied to a saddle type vehicle in which drive wheels driven by in-wheel motors are arranged on the vehicle width center of the vehicle.
  • the coils 26 of the stator 24 are distributed by segment coils, but the present invention is not limited to this configuration.
  • the stator coils may be concentrated or distributed winding of copper wire.
  • a so-called IPM motor including a magnet-embedded rotor 21 is taken as an example of the electric motor 20, but the configuration is not limited to this.
  • the electric motor may be a so-called SPM (Surface Permanent Magnet) motor having a rotor with a magnet attached to the outer peripheral surface of the rotor core.
  • the housing 50 of the in-wheel motor 5 is detachable from the swing arm 6, but the configuration is not limited to this. That is, the housing of the in-wheel motor may be integrated with the swing arm.
  • an in-wheel motor capable of optimizing the weight balance in the axial direction, and a straddle-type vehicle equipped with the in-wheel motor.

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Abstract

This in-wheel motor (5) of a saddle-riding-type vehicle (1) comprises: a motor (20) including a rotor (21) and a stator (24); a hub (70) coupled to a wheel (13); an inner shaft (32) coupled to the hub (70); and a reducer (40) which is disposed on the opposite side of the hub (70) while sandwiching the motor (20), reduces the rotation speed of the rotor (21), and transmits the rotation to the inner shaft (32).

Description

インホイールモータおよび鞍乗り型車両In-wheel motor and straddle-type vehicle
　本発明は、インホイールモータおよび鞍乗り型車両に関するものである。
　本願は、２０２１年３月２４日に日本に出願された特願２０２１－０４９６８２号について優先権を主張し、その内容をここに援用する。 The present invention relates to an in-wheel motor and a straddle-type vehicle.
This application claims priority to Japanese Patent Application No. 2021-049682 filed in Japan on March 24, 2021, the content of which is incorporated herein.
　従来、車輪駆動装置として、ホイールの内側にモータが配置されたインホイールモータがある。インホイールモータには、モータの出力を減速してホイールに伝達する減速機を備えた、いわゆるギアリダクション方式のものがある（例えば、特許文献１参照）。特許文献１には、ロータおよびステータを有するモータ部と、ロータの回転を減速する減速機部と、モータ部および減速機部を収容する収容部を有するケースと、減速機部を介してロータの回転が伝わるホイールと、を備えたインホイールモータが開示されている。 Conventionally, as a wheel drive device, there is an in-wheel motor in which a motor is arranged inside the wheel. Some in-wheel motors are of a so-called gear reduction type, which includes a reduction gear that reduces the output of the motor and transmits it to the wheels (see, for example, Patent Document 1). Patent Document 1 discloses a motor section having a rotor and a stator, a speed reducer section for reducing the rotation of the rotor, a case having an accommodating section for housing the motor section and the speed reducer section, and a rotor through the speed reducer section. An in-wheel motor is disclosed that includes a wheel through which rotation is transmitted.
　ところで、四輪車や後二輪の三輪車等、左右に駆動輪を有する車両にインホイールモータを適用した場合、左右の駆動輪がおおよそ左右対称に構成される。このため、各駆動輪において軸方向の重量バランスを過度に考慮しなくても、左右の駆動輪で車幅方向の車体バランスを適正化できる。一方で、二輪車や後一輪の三輪車等の鞍乗り型車両にインホイールモータを適用した場合、駆動輪の重量バランスが軸方向に偏っていると、車幅方向の車体バランスに偏りが生じて走行性能に影響が生じる可能性がある。このため、駆動輪の軸方向の重量バランスを適正化する必要がある。特にギアリダクション方式のインホイールモータにおいて、減速機部の配置によっては、重量物であるモータが車輪の重心から外れてしまい、重量バランスが軸方向に偏りやすい。 By the way, when an in-wheel motor is applied to a vehicle having left and right drive wheels, such as a four-wheel vehicle or a three-wheel vehicle with two rear wheels, the left and right drive wheels are configured symmetrically. Therefore, the vehicle body balance in the vehicle width direction can be optimized between the left and right drive wheels without excessively considering the weight balance in the axial direction for each drive wheel. On the other hand, when an in-wheel motor is applied to a saddle-type vehicle such as a two-wheeled vehicle or a tricycle with one rear wheel, if the weight balance of the driving wheels is uneven in the axial direction, the balance of the vehicle body in the vehicle width direction will be uneven, resulting in poor running. Performance may be affected. Therefore, it is necessary to optimize the weight balance in the axial direction of the drive wheels. In particular, in a gear reduction type in-wheel motor, depending on the arrangement of the speed reducer, the motor, which is a heavy object, may deviate from the center of gravity of the wheel, and the weight balance tends to be biased in the axial direction.
国際公開第２０１９／１２４１５２号WO2019/124152
　しかしながら、従来のインホイールモータにおいては、軸方向の重量バランスに改善の余地がある。 However, in conventional in-wheel motors, there is room for improvement in the weight balance in the axial direction.
　そこで本発明は、軸方向の重量バランスを適正化できるインホイールモータ、およびそのインホイールモータを備えた鞍乗り型車両を提供するものである。 Accordingly, the present invention provides an in-wheel motor capable of optimizing the weight balance in the axial direction, and a straddle-type vehicle equipped with the in-wheel motor.
　（１）本発明の一態様に係るインホイールモータは、鞍乗り型車両（１）のインホイールモータであって、ロータ（２１）およびステータ（２４）を含む電動機（２０）と、ホイール（１３）に結合するハブ（７０）と、前記ハブ（７０）に結合した出力軸（３２）と、前記電動機（２０）を挟んで前記ハブ（７０）の反対側に配置され、前記ロータ（２１）の回転を減速して前記出力軸（３２）に伝達する減速機（４０）と、を備える。 (1) An in-wheel motor according to one aspect of the present invention is an in-wheel motor for a saddle type vehicle (1), comprising an electric motor (20) including a rotor (21) and a stator (24) and a wheel (13). ), an output shaft (32) coupled to the hub (70), and an output shaft (32) coupled to the hub (70). and a speed reducer (40) for reducing the speed of the rotation of and transmitting it to the output shaft (32).
　上記の構成によれば、電動機を挟んだ軸方向の両側に重量物である減速機およびハブを配置できるので、重量物が軸方向において偏って配置されることを抑制できる。したがって、インホイールモータの軸方向の重量バランスを適正化できる。 According to the above configuration, since the reduction gear and the hub, which are heavy items, can be arranged on both sides in the axial direction with the electric motor sandwiched therebetween, it is possible to prevent the heavy items from being unevenly arranged in the axial direction. Therefore, the weight balance in the axial direction of the in-wheel motor can be optimized.
（２）上記（１）の態様において、前記減速機（４０）は、前記出力軸（３２）と同軸に配置され、前記ロータ（２１）の端面（２１ａ）よりも軸方向の外側に配置されていてもよい。 (2) In the aspect (1) above, the speed reducer (40) is arranged coaxially with the output shaft (32) and arranged axially outside the end surface (21a) of the rotor (21). may be
　仮に減速機がロータの端面よりも軸方向の内側に配置されてロータに形成された凹部に入り込むと、ロータの磁路が狭められて電動機の効率が低下するとともに、電動機の効率低下を抑制するためにロータが大型化し得る。
　本発明の上記態様に係る構成によれば、減速機がロータの端面よりも軸方向の外側に配置されているので、ロータの大型化を抑制できる。したがって、電動機の大型化を抑制して小型なインホイールモータを形成できる。 If the speed reducer is arranged axially inward of the end surface of the rotor and enters the recess formed in the rotor, the magnetic path of the rotor is narrowed, the efficiency of the electric motor is reduced, and the efficiency reduction of the electric motor is suppressed. Therefore, the rotor can be enlarged.
According to the configuration according to the aspect of the present invention, since the speed reducer is arranged axially outside the end surface of the rotor, it is possible to suppress an increase in the size of the rotor. Therefore, a small in-wheel motor can be formed by suppressing an increase in the size of the electric motor.
（３）上記（１）または（２）の態様において、前記ロータ（２１）の回転を前記減速機（４０）に伝達する円筒状のアウターシャフト（３１）を備え、前記出力軸（３２）は、前記アウターシャフト（３１）に挿通され、前記減速機（４０）の出力を前記ハブ（７０）に伝達してもよい。 (3) In the aspect (1) or (2) above, a cylindrical outer shaft (31) for transmitting the rotation of the rotor (21) to the speed reducer (40) is provided, and the output shaft (32) is , may be inserted through the outer shaft (31) to transmit the output of the speed reducer (40) to the hub (70).
　上記の構成によれば、電動機の出力をアウターシャフトの内側を通してハブに伝達することができる。これにより、後輪の外側を通るように動力伝達路が設けられた構成と比較して、インホイールモータを小型化できる。 According to the above configuration, the output of the electric motor can be transmitted to the hub through the inner side of the outer shaft. As a result, the size of the in-wheel motor can be reduced compared to a configuration in which a power transmission path is provided so as to pass through the outside of the rear wheel.
（４）上記（１）から（３）のいずれかの態様において、前記出力軸（３２）は、内部に油路（３４）を有していてもよい。 (4) In any one of aspects (1) to (3) above, the output shaft (32) may have an oil passage (34) therein.
　上記の構成によれば、油路を通じて出力軸の周囲の可動部に潤滑油を供給できる。 According to the above configuration, lubricating oil can be supplied to the movable parts around the output shaft through the oil passage.
（５）上記（１）から（４）のいずれかの態様において、前記電動機（２０）を収容するハウジング（５０）を備え、前記ハウジング（５０）は、前記ステータ（２４）を囲う外周部（５１ａ）と、前記外周部（５１ａ）から外側に突出したフィン（５６）と、を有していてもよい。 (5) In any one of the aspects (1) to (4) above, a housing (50) that houses the electric motor (20) is provided, and the housing (50) is an outer peripheral portion ( 51a) and fins (56) projecting outward from the outer peripheral portion (51a).
　上記の構成によれば、フィンによってハウジングの外表面の面積を拡大できるので、ハウジングを介してハウジング内の電動機等を効率よく冷却することができる。 According to the above configuration, the area of the outer surface of the housing can be expanded by the fins, so that the electric motor and the like in the housing can be efficiently cooled through the housing.
（６）上記（１）から（５）のいずれかの態様において、前記電動機（２０）は、前記ホイール（１３）のリム（１４）の幅中心（Ｃ）に重なっていてもよい。 (6) In any one of aspects (1) to (5) above, the electric motor (20) may overlap the width center (C) of the rim (14) of the wheel (13).
　上記の構成によれば、重量物である電動機が車輪の幅中心に寄ることで、更にインホイールモータの軸方向の重量バランスを適正化できる。 According to the above configuration, the weight balance of the in-wheel motor in the axial direction can be further optimized by moving the electric motor, which is a heavy object, closer to the center of the width of the wheel.
（７）本発明の一態様に係る鞍乗り型車両は、上記（１）から（６）のいずれかの態様のインホイールモータ（５）と、前記インホイールモータ（５）が設けられた後輪（３）と、前記後輪（３）を支持するスイングアーム（６）と、を備え、前記インホイールモータ（５）は、前記電動機（２０）および前記減速機（４０）を収容するとともに前記スイングアーム（６）に着脱可能に取り付けられたハウジング（５０）を備える。 (7) A straddle-type vehicle according to an aspect of the present invention includes an in-wheel motor (5) according to any one of aspects (1) to (6) above, and an in-wheel motor (5) provided with the in-wheel motor (5). It comprises a wheel (3) and a swing arm (6) supporting said rear wheel (3), said in-wheel motor (5) housing said electric motor (20) and said speed reducer (40). A housing (50) is detachably attached to the swing arm (6).
　上記の構成によれば、スイングアームからハウジングを取り外すことで、車体からインホイールモータおよび後輪を分離できる。したがって、車両後部のメンテナンス性を向上させることができる。 According to the above configuration, the in-wheel motor and rear wheels can be separated from the vehicle body by removing the housing from the swing arm. Therefore, maintenance of the rear part of the vehicle can be improved.
（８）上記（７）の態様において、前記スイングアーム（６）を支持する車体フレーム（７）をさらに備え、前記ハウジング（５０）は、車両後方から見て前記車体フレーム（７）と前記後輪（３）とに外接する直線（Ｌ）よりも車幅方向の内側に配置されていてもよい。 (8) The aspect of (7) above further includes a vehicle body frame (7) that supports the swing arm (6), and the housing (50) includes the vehicle body frame (7) and the rear body frame (7) as viewed from the rear of the vehicle. It may be arranged inside in the vehicle width direction from the straight line (L) circumscribing the wheel (3).
　上記の構成によれば、車体フレームが接地するまで車両を傾けてもハウジングが接地しないので、車両転倒時にインホイールモータが損傷することを抑制できる。また、車両の最大バンク角がインホイールモータの接地によって制限されることを抑制でき、車両の旋回性能を向上させることができる。 According to the above configuration, even if the vehicle is tilted until the body frame touches the ground, the housing does not touch the ground, so damage to the in-wheel motors can be suppressed when the vehicle overturns. In addition, it is possible to prevent the maximum bank angle of the vehicle from being restricted by the grounding of the in-wheel motors, thereby improving the turning performance of the vehicle.
　本発明によれば、軸方向の重量バランスを適正化できるインホイールモータ、およびそのインホイールモータを備えた鞍乗り型車両を提供することができる。 According to the present invention, it is possible to provide an in-wheel motor capable of optimizing the weight balance in the axial direction, and a straddle-type vehicle equipped with the in-wheel motor.
第１実施形態の鞍乗り型車両の左側面図である。1 is a left side view of the saddle-ride type vehicle of the first embodiment; FIG. 図１のＩＩ－ＩＩ線における断面図である。FIG. 2 is a cross-sectional view taken along line II-II of FIG. 1; 図１のＩＩＩ－ＩＩＩ線における断面図である。FIG. 2 is a cross-sectional view taken along line III-III of FIG. 1; 第２実施形態の後輪およびインホイールモータの断面図である。It is a sectional view of a rear wheel and an in-wheel motor of a 2nd embodiment.
　以下、本発明の実施形態を図面に基づいて説明する。なお以下の説明では、同一または類似の機能を有する構成に同一の符号を付す。そして、それら構成の重複する説明は省略する場合がある。また、以下の説明における前後上下左右等の方向は、以下に説明する車両における方向と同一とする。すなわち、上下方向は鉛直方向と一致し、左右方向は車幅方向と一致する。また、以下の説明に用いる図中において、矢印ＵＰは上方、矢印ＦＲは前方、矢印ＬＨは左方をそれぞれ示している。 Hereinafter, embodiments of the present invention will be described based on the drawings. In the following description, the same reference numerals are given to components having the same or similar functions. Duplicate descriptions of these configurations may be omitted. Further, directions such as front, rear, up, down, left, and right in the following description are the same as the directions of the vehicle described below. That is, the vertical direction corresponds to the vertical direction, and the horizontal direction corresponds to the vehicle width direction. In the drawings used for the following description, an arrow UP indicates upward, an arrow FR indicates forward, and an arrow LH indicates leftward.
（第１実施形態）
＜車両の全体構成＞
　図１は、第１実施形態の鞍乗り型車両の左側面図である。
　図１に示すように、本実施形態の自動二輪車１は、運転者がシート（不図示）に跨った状態で運転操作される鞍乗り型車両の一例である。自動二輪車１は、前輪２および後輪３と、前輪２を支持する前輪懸架装置４と、後輪３を駆動するインホイールモータ５と、インホイールモータ５を支持するスイングアーム６と、を備える。また、自動二輪車１は、前輪懸架装置４およびスイングアーム６を支持する車体フレーム７と、インホイールモータ５の電源であるバッテリ８と、インホイールモータ５を制御するＰＣＵ（パワーコントロールユニット）９と、を備える。 (First embodiment)
<Overall vehicle configuration>
FIG. 1 is a left side view of the straddle-type vehicle of the first embodiment.
As shown in FIG. 1, the motorcycle 1 of the present embodiment is an example of a straddle-type vehicle that is operated while the driver straddles a seat (not shown). A motorcycle 1 includes a front wheel 2 and a rear wheel 3, a front wheel suspension 4 that supports the front wheel 2, an in-wheel motor 5 that drives the rear wheel 3, and a swing arm 6 that supports the in-wheel motor 5. . The motorcycle 1 also includes a vehicle body frame 7 that supports the front wheel suspension 4 and the swing arm 6, a battery 8 that is a power source for the in-wheel motor 5, and a PCU (power control unit) 9 that controls the in-wheel motor 5. , provided.
　前輪懸架装置４は、前輪２の車軸を支持する。前輪懸架装置４は、車体フレーム７に対して前輪２を上下方向に変位可能に懸架する。前輪懸架装置４は、スイングアーム式である。前輪２は、前輪懸架装置４に転向可能に支持されている。前輪２は、図示しないリンク機構を介してハンドルに連係されている。前輪２は、ハンドルを操作されることで操舵される。すなわち、本実施形態では、自動二輪車１は、いわゆるハブセンターステアリング機構を備えている。ただし、自動二輪車は、テレスコピックフォーク式の前輪懸架装置が車体フレームに回動可能に支持された車両であってもよい。 The front wheel suspension 4 supports the axle of the front wheel 2. The front wheel suspension device 4 suspends the front wheel 2 with respect to the vehicle body frame 7 so as to be displaceable in the vertical direction. The front wheel suspension system 4 is of a swing arm type. The front wheel 2 is rotatably supported by a front wheel suspension device 4 . The front wheel 2 is linked to a steering wheel via a link mechanism (not shown). The front wheels 2 are steered by operating a steering wheel. That is, in this embodiment, the motorcycle 1 has a so-called hub center steering mechanism. However, the motorcycle may be a vehicle in which a telescopic fork type front wheel suspension is rotatably supported on the vehicle body frame.
　図２は、図１のＩＩ－ＩＩ線における断面図である。
　図２に示すように、後輪３は、リム１４およびディスク１５を有するホイール１３と、リム１４に装着されるタイヤ１６と、を備える。ホイール１３は、左右非対称に形成されている。ホイール１３は、ディスク１５の中央に形成されたハブ取付面１５ａが車幅方向の一方（本実施形態では左側）を向くように形成されている。ディスク１５は、ハブ取付面１５ａがリム１４の幅中心Ｃよりも車幅方向の他方（本実施形態では右側）に位置するように形成された、いわゆるインセットのホイールである。なお、リム１４の幅中心Ｃは、車両の車幅中心に一致する仮想平面である。 FIG. 2 is a cross-sectional view taken along line II-II of FIG.
As shown in FIG. 2 , the rear wheel 3 includes a wheel 13 having a rim 14 and a disc 15 and a tire 16 mounted on the rim 14 . The wheel 13 is formed asymmetrically. The wheel 13 is formed so that a hub mounting surface 15a formed in the center of the disc 15 faces one side (left side in this embodiment) in the vehicle width direction. The disk 15 is a so-called inset wheel formed so that the hub mounting surface 15a is located on the other side (right side in this embodiment) of the width center C of the rim 14 in the vehicle width direction. Note that the width center C of the rim 14 is a virtual plane that coincides with the width center of the vehicle.
　図１に示すように、インホイールモータ５は、後輪３のホイール１３のリム１４の内側に配置されている。インホイールモータ５は、スイングアーム６に固定されている。インホイールモータ５には、ホイール１３が車幅方向の前記他方から取り付けられている。インホイールモータ５は、後輪３を駆動させるための駆動力を車幅方向の前記他方に出力する。インホイールモータ５の構成については後述する。 As shown in FIG. 1 , the in-wheel motor 5 is arranged inside the rim 14 of the wheel 13 of the rear wheel 3 . The in-wheel motor 5 is fixed to the swing arm 6 . A wheel 13 is attached to the in-wheel motor 5 from the other side in the vehicle width direction. The in-wheel motor 5 outputs driving force for driving the rear wheels 3 to the other side in the vehicle width direction. The configuration of the in-wheel motor 5 will be described later.
　スイングアーム６は、車体フレーム７に上下揺動可能に支持されている。スイングアーム６は、側面視で車体フレーム７への連結部から後方に延びている。スイングアーム６は、後輪３に対する車幅方向の前記一方のみを通って、側面視で後輪３に交差している。スイングアーム６の後端部には、インホイールモータ５が着脱可能に結合している。これにより、スイングアーム６は、インホイールモータ５および図示しないリヤクッションとともにユニットスイング式のリヤサスペンションを構成し、後輪３を支持している。 The swing arm 6 is supported by the body frame 7 so as to be vertically swingable. The swing arm 6 extends rearward from a connecting portion to the vehicle body frame 7 in a side view. The swing arm 6 crosses the rear wheel 3 in a side view through only one side of the vehicle width direction with respect to the rear wheel 3 . The in-wheel motor 5 is detachably coupled to the rear end of the swing arm 6 . Thus, the swing arm 6 constitutes a unit swing type rear suspension together with the in-wheel motor 5 and a rear cushion (not shown) to support the rear wheel 3 .
　車体フレーム７は、前端にハンドルを支持するヘッドパイプ１１を有するとともに、前下部において前輪懸架装置４を支持し、後下部においてスイングアーム６を支持している。また、車体フレーム７は、バッテリ８およびＰＣＵ９を保持している。 The vehicle body frame 7 has a head pipe 11 that supports the steering wheel at the front end, supports the front wheel suspension 4 at the front lower part, and supports the swing arm 6 at the rear lower part. Also, the body frame 7 holds the battery 8 and the PCU 9 .
　バッテリ８は、前輪懸架装置４よりも後方、かつスイングアーム６よりも前方に配置されている。バッテリ８は、車両の車幅中心上で、車幅方向の外側から車体フレーム７によって挟まれるように配置されている。 The battery 8 is arranged behind the front wheel suspension 4 and forward of the swing arm 6 . The battery 8 is arranged on the center of the width of the vehicle so as to be sandwiched between the body frames 7 from the outside in the width direction of the vehicle.
　ＰＣＵ９は、モータドライバであるＰＤＵ（Ｐｏｗｅｒ　Ｄｒｉｖｅ　Ｕｎｉｔ）や、ＰＤＵを制御するＥＣＵ（Ｅｌｅｃｔｒｉｃ　Ｃｏｎｔｒｏｌ　Ｕｎｉｔ）等を含む制御装置である。ＰＣＵ９は、バッテリ８の下方に配置されている。ＰＣＵ９は、車幅方向の外側から車体フレーム７によって挟まれるように配置されている。ＰＤＵは、インバータを含み、バッテリ８から給電される電流を直流から交流に変換した後、三相線１８を通じてインホイールモータ５へ給電する。三相線１８は、インホイールモータ５とＰＣＵ９とを電気的に接続している。三相線１８は、少なくとも一部がスイングアーム６に対する車両の車幅中心側を通るように配置されている。すなわち、三相線１８の少なくとも一部は、車両側面視でスイングアーム６によって覆われている。 The PCU 9 is a control device that includes a PDU (Power Drive Unit) that is a motor driver and an ECU (Electric Control Unit) that controls the PDU. The PCU 9 is arranged below the battery 8 . The PCU 9 is arranged so as to be sandwiched between the vehicle body frames 7 from the outside in the vehicle width direction. The PDU includes an inverter, converts the current supplied from the battery 8 from direct current to alternating current, and then supplies power to the in-wheel motor 5 through the three-phase line 18 . A three-phase line 18 electrically connects the in-wheel motor 5 and the PCU 9 . The three-phase line 18 is arranged so that at least a portion of the three-phase line 18 passes through the vehicle width center side of the swing arm 6 . That is, at least part of the three-phase line 18 is covered with the swing arm 6 when viewed from the side of the vehicle.
＜インホイールモータの構成＞
　ここで、インホイールモータ５について詳述する。
　図２に示すように、インホイールモータ５は、後輪３を駆動させるための駆動力を発生させる電動機２０と、電動機２０の出力をホイール１３に伝達する車輪中心軸３０と、電動機２０の駆動回転を減速する減速機４０と、電動機２０および減速機４０を収容するハウジング５０と、車輪中心軸３０に装着された軸受６０と、ホイール１３に結合するとともに車輪中心軸３０に結合したハブ７０と、を備える。なお、以下のインホイールモータ５に関する説明において、後輪３の中心軸線Ｏに沿う方向を軸方向と称し、中心軸線Ｏに直交する方向を径方向と称し、中心軸線Ｏ回りに周回する方向を周方向と称する。軸方向は、車幅方向に一致している。車幅方向の前記一方（左側）を軸方向の第１方向と定義し、その反対方向（右側）を軸方向の第２方向と定義する。 <Configuration of in-wheel motor>
Here, the in-wheel motor 5 will be described in detail.
As shown in FIG. 2 , the in-wheel motor 5 includes an electric motor 20 that generates driving force for driving the rear wheels 3 , a wheel center shaft 30 that transmits the output of the electric motor 20 to the wheels 13 , and a driving force of the electric motor 20 . A reduction gear 40 for reducing rotation, a housing 50 containing the electric motor 20 and the reduction gear 40, a bearing 60 mounted on the wheel center shaft 30, and a hub 70 coupled to the wheel 13 and coupled to the wheel center shaft 30. , provided. In the following description of the in-wheel motor 5, the direction along the central axis O of the rear wheel 3 will be referred to as the axial direction, the direction perpendicular to the central axis O will be referred to as the radial direction, and the direction of rotation around the central axis O will be referred to as the radial direction. It is called circumferential direction. The axial direction coincides with the vehicle width direction. The one (left side) of the vehicle width direction is defined as a first axial direction, and the opposite direction (right side) is defined as a second axial direction.
　電動機２０は、インナーロータ型のＩＰＭ（Ｉｎｔｅｒｉｏｒ　Ｐｅｒｍａｎｅｎｔ　Ｍａｇｎｅｔ）モータ（埋込磁石同期モータ）である。電動機２０は、ロータ２１およびステータ２４を備える。 The electric motor 20 is an inner rotor type IPM (Interior Permanent Magnet) motor (embedded magnet synchronous motor). The electric motor 20 has a rotor 21 and a stator 24 .
　ロータ２１は、ロータコア２２および永久磁石（不図示）を備える。ロータコア２２は、中心軸線Ｏを中心とする円筒状に形成されている。ロータコア２２は、電磁鋼板を軸方向に複数枚積層することにより形成されている。なお、ロータコア２２は、軟磁性粉を加圧成形することにより形成されていてもよい。ロータコア２２には、軸方向に貫通する複数のスロット（不図示）が形成されている。各スロット内には、永久磁石が収容されている。永久磁石は、径方向に磁化され、ロータコア２２の外周部に複数の磁極部を形成している。複数の磁極部は、周方向に沿って交互に磁化方向が反転するように形成されている。 The rotor 21 includes a rotor core 22 and permanent magnets (not shown). The rotor core 22 is formed in a cylindrical shape centered on the central axis O. As shown in FIG. The rotor core 22 is formed by laminating a plurality of electromagnetic steel sheets in the axial direction. Note that the rotor core 22 may be formed by pressure-molding soft magnetic powder. A plurality of slots (not shown) are formed through the rotor core 22 in the axial direction. A permanent magnet is housed in each slot. The permanent magnets are radially magnetized and form a plurality of magnetic pole portions on the outer peripheral portion of the rotor core 22 . The plurality of magnetic pole portions are formed such that their magnetization directions are alternately reversed along the circumferential direction.
　ステータ２４は、ステータコア２５と、ステータコア２５に装着された複数層（例えば、Ｕ相、Ｖ相、Ｗ相）のコイル２６と、を備えている。ステータ２４は、コイル２６に電流が流れることにより磁界を発生する。 The stator 24 includes a stator core 25 and multiple layers (for example, U-phase, V-phase, and W-phase) coils 26 attached to the stator core 25 . Stator 24 generates a magnetic field when current flows through coil 26 .
　ステータコア２５は、中心軸線Ｏを中心とする円筒状に形成されている。ステータコア２５は、ロータコア２２に対して径方向に所定間隔を空けた状態で、ロータコア２２を囲うように配置されている。ステータコア２５は、電磁鋼板を軸方向に複数枚積層することにより形成されている。なお、ステータコア２５は、軟磁性粉を加圧成形することにより形成されていてもよい。ステータコア２５には、コイル２６が挿入されたスロットが周方向に並んで設けられている。例えば、コイル２６は、平角線により形成された複数の導体セグメントをステータコア２５のスロットに挿入し、ステータコア２５から軸方向に突出した部分において互いに連結されて構成されたセグメントコイルである。本実施形態では、各相のコイル２６が分布巻によってステータコア２５に装着されている。 The stator core 25 is formed in a cylindrical shape centered on the central axis O. The stator core 25 is arranged so as to surround the rotor core 22 while being radially spaced from the rotor core 22 by a predetermined distance. The stator core 25 is formed by laminating a plurality of electromagnetic steel sheets in the axial direction. The stator core 25 may be formed by pressure-molding soft magnetic powder. The stator core 25 is provided with slots in which the coils 26 are inserted so as to line up in the circumferential direction. For example, the coil 26 is a segment coil configured by inserting a plurality of conductor segments formed of flat wire into slots of the stator core 25 and connecting them to each other at portions protruding from the stator core 25 in the axial direction. In this embodiment, the coils 26 of each phase are mounted on the stator core 25 by distributed winding.
　ロータコア２２およびステータコア２５は、軸方向において互いに同じ大きさに形成されている。ロータコア２２およびステータコア２５は、軸方向において端面が互いに一致するように配置されている。これにより、コイル２６は、ロータコア２２よりも軸方向の両側に突出している。電動機２０は、少なくとも一部がホイール１３のリム１４の内側に位置するように配置されている。本実施形態では、ロータコア２２およびステータコア２５それぞれにおける軸方向の第２方向の端面がリム１４の内側に位置し、ロータコア２２およびステータコア２５それぞれにおける軸方向の第１方向の端面が車幅方向においてリム１４よりも外側に位置している。 The rotor core 22 and the stator core 25 are formed to have the same size in the axial direction. The rotor core 22 and the stator core 25 are arranged so that their end faces are aligned in the axial direction. As a result, the coil 26 protrudes to both axial sides of the rotor core 22 . The electric motor 20 is arranged such that at least a portion thereof is located inside the rim 14 of the wheel 13 . In the present embodiment, the end surfaces of the rotor core 22 and the stator core 25 in the second axial direction are located inside the rim 14, and the end surfaces of the rotor core 22 and the stator core 25 in the first axial direction are positioned in the vehicle width direction. It is located outside 14.
　車輪中心軸３０は、両端が開口した円筒状のアウターシャフト３１と、アウターシャフト３１の内側に挿通されたインナーシャフト３２（出力軸）と、を有する。アウターシャフト３１およびインナーシャフト３２は、中心軸線Ｏを中心に配置されている。アウターシャフト３１は、減速機４０の入力側に設けられている。アウターシャフト３１は、ロータコア２２の内側に挿入されている。アウターシャフト３１は、アウターシャフト３１に外挿された円筒状のカラー３３を介してロータコア２２に固定されている。これによりアウターシャフト３１は、ロータ２１と一体回転する。アウターシャフト３１は、ロータコア２２よりも軸方向の両側に突出している。インナーシャフト３２は、減速機４０の出力側に設けられている。インナーシャフト３２は、減速機４０の出力をハブ７０に伝達する。インナーシャフト３２は、アウターシャフト３１に対して径方向に間隔をあけて配置されている。インナーシャフト３２は、アウターシャフト３１に対して回転可能とされている。インナーシャフト３２は、アウターシャフト３１から軸方向の両側に突出している。 The wheel center shaft 30 has a cylindrical outer shaft 31 with both ends opened, and an inner shaft 32 (output shaft) inserted inside the outer shaft 31 . The outer shaft 31 and the inner shaft 32 are arranged around the central axis O. As shown in FIG. The outer shaft 31 is provided on the input side of the speed reducer 40 . The outer shaft 31 is inserted inside the rotor core 22 . The outer shaft 31 is fixed to the rotor core 22 via a cylindrical collar 33 fitted onto the outer shaft 31 . As a result, the outer shaft 31 rotates integrally with the rotor 21 . The outer shaft 31 protrudes axially on both sides of the rotor core 22 . The inner shaft 32 is provided on the output side of the reduction gear 40 . Inner shaft 32 transmits the output of speed reducer 40 to hub 70 . The inner shaft 32 is radially spaced apart from the outer shaft 31 . The inner shaft 32 is rotatable with respect to the outer shaft 31 . The inner shaft 32 protrudes from the outer shaft 31 on both sides in the axial direction.
　インナーシャフト３２は、円筒状に形成され、内部に空洞を有する。インナーシャフト３２の空洞は、後述する冷媒が流通する流路３４（油路）となっている。流路３４は、インナーシャフト３２における軸方向の第１方向の端面に開口している。インナーシャフト３２には、外周面に開口して流路３４とインナーシャフト３２の外側とを連通する吐出孔（不図示）が形成されている。例えば、吐出孔は、軸受６０に近接する箇所に形成されている。 The inner shaft 32 is cylindrical and has a cavity inside. A cavity of the inner shaft 32 serves as a channel 34 (oil channel) through which a coolant, which will be described later, flows. The flow path 34 opens at the end face of the inner shaft 32 in the first axial direction. The inner shaft 32 is formed with a discharge hole (not shown) that opens on the outer peripheral surface and communicates the flow path 34 with the outside of the inner shaft 32 . For example, the discharge hole is formed at a location close to the bearing 60 .
　減速機４０は、アウターシャフト３１の回転を減速してインナーシャフト３２に伝達する。減速機４０は、ロータ２１を挟んでホイール１３のディスク１５とは反対側に配置されている。減速機４０の全体は、リム１４の幅中心Ｃに対する軸方向の第１方向に配置されている。減速機４０は、遊星歯車式の減速機である。減速機４０は、車輪中心軸３０と同軸に配置されている。減速機４０の全体は、ロータ２１における減速機４０側の端面２１ａよりも軸方向の外側（左側）に配置されている。本実施形態では、減速機４０の全体は、電動機２０の全体よりも軸方向の外側に配置されている。 The speed reducer 40 reduces the speed of rotation of the outer shaft 31 and transmits it to the inner shaft 32 . The speed reducer 40 is arranged on the opposite side of the wheel 13 to the disk 15 with the rotor 21 interposed therebetween. The entire speed reducer 40 is arranged in a first axial direction with respect to the width center C of the rim 14 . The reduction gear 40 is a planetary gear reduction gear. The speed reducer 40 is arranged coaxially with the wheel center axis 30 . The entire reduction gear 40 is arranged axially outside (to the left of) the end surface 21 a of the rotor 21 on the reduction gear 40 side. In this embodiment, the entire speed reducer 40 is arranged axially outside the electric motor 20 as a whole.
　減速機４０は、サンギヤ４１と、プラネタリギヤ４２と、プラネタリキャリア４３と、リングギヤ４４と、を備える。サンギヤ４１は、アウターシャフト３１における軸方向の第１方向の端部の外周面に形成されている。プラネタリギヤ４２は、サンギヤ４１に噛み合う。プラネタリギヤ４２は、プラネタリキャリア４３に回転可能に支持されている。プラネタリキャリア４３は、アウターシャフト３１における軸方向の第１方向の端縁に対向するように配置されている。プラネタリキャリア４３は、インナーシャフト３２にスプライン嵌合され、インナーシャフト３２と一体回転する。リングギヤ４４は、サンギヤ４１と同軸の円環状に形成され、内周部にプラネタリギヤ４２と噛み合う内歯を有する。リングギヤ４４は、ハウジング５０に締結されている。 The speed reducer 40 includes a sun gear 41, a planetary gear 42, a planetary carrier 43, and a ring gear 44. The sun gear 41 is formed on the outer peripheral surface of the end portion of the outer shaft 31 in the first axial direction. Planetary gear 42 meshes with sun gear 41 . The planetary gear 42 is rotatably supported by the planetary carrier 43 . The planetary carrier 43 is arranged to face the edge of the outer shaft 31 in the first axial direction. The planetary carrier 43 is spline-fitted to the inner shaft 32 and rotates together with the inner shaft 32 . The ring gear 44 is formed in an annular shape coaxial with the sun gear 41 and has internal teeth that mesh with the planetary gear 42 on its inner periphery. Ring gear 44 is fastened to housing 50 .
　ハウジング５０は、両端が閉塞した円筒状に形成され、中心軸線Ｏと同軸に配置されている。ハウジング５０は、電動機２０を収容するケース本体５１と、ケース本体５１の開口を閉塞する蓋体５２と、ケース本体５１および蓋体５２の内側に配置された中間プレート５３と、を備える。 The housing 50 is formed in a cylindrical shape with both ends closed and arranged coaxially with the central axis O. The housing 50 includes a case body 51 that houses the electric motor 20 , a lid 52 that closes the opening of the case body 51 , and an intermediate plate 53 arranged inside the case body 51 and the lid 52 .
　ケース本体５１は、有底円筒状に形成され、軸方向の第１方向に開口している。ケース本体５１は、ステータ２４を径方向の外側から全周にわたって囲う周壁部５１ａと、周壁部５１ａにおける軸方向の第２方向の端縁から径方向の内側に張り出した底壁部５１ｂと、を備える。 The case main body 51 is formed in a bottomed cylindrical shape and is open in the first axial direction. The case main body 51 includes a peripheral wall portion 51a that surrounds the stator 24 from the outside in the radial direction along the entire circumference, and a bottom wall portion 51b that protrudes radially inward from the edge of the peripheral wall portion 51a in the second axial direction. Prepare.
　周壁部５１ａは、ステータコア２５を保持している。周壁部５１ａは、ステータコア２５よりも軸方向の両側に張り出している。周壁部５１ａのうち少なくとも一部は、ホイール１３のリム１４の内側に配置され、全周にわたってリム１４に径方向で対向している。 The peripheral wall portion 51 a holds the stator core 25 . The peripheral wall portion 51a protrudes from the stator core 25 on both sides in the axial direction. At least part of the peripheral wall portion 51a is arranged inside the rim 14 of the wheel 13 and radially faces the rim 14 over the entire circumference.
　底壁部５１ｂは、ホイール１３のディスク１５に対向している。底壁部５１ｂには、軸孔５１ｃが形成されている。軸孔５１ｃは、中心軸線Ｏを中心に底壁部５１ｂを軸方向に貫通している。軸孔５１ｃには、インナーシャフト３２が挿通されている。インナーシャフト３２は、底壁部５１ｂから軸方向の第２方向に突出している。軸孔５１ｃとインナーシャフト３２との間には、円環状のオイルシール８０が配置されている。 The bottom wall portion 51b faces the disk 15 of the wheel 13. A shaft hole 51c is formed in the bottom wall portion 51b. The shaft hole 51c axially penetrates the bottom wall portion 51b with the central axis O as the center. The inner shaft 32 is inserted through the shaft hole 51c. The inner shaft 32 protrudes in the second axial direction from the bottom wall portion 51b. An annular oil seal 80 is arranged between the shaft hole 51 c and the inner shaft 32 .
　蓋体５２は、ケース本体５１の周壁部５１ａに締結されている。蓋体５２は、ケース本体５１の開口縁に全周にわたって密接している。蓋体５２の外面は、外周縁から中心軸線Ｏ側に向かうに従い段階的に軸方向の外側（第１方向）に突出している。蓋体５２の内面の中心には、後述する軸受６０を保持する凹部５２ａが形成されている。 The lid body 52 is fastened to the peripheral wall portion 51a of the case body 51. The lid body 52 is in close contact with the opening edge of the case body 51 over the entire circumference. The outer surface of the lid body 52 protrudes axially outward (first direction) step by step from the outer peripheral edge toward the central axis O side. A recess 52a for holding a bearing 60, which will be described later, is formed in the center of the inner surface of the lid 52. As shown in FIG.
　中間プレート５３は、電動機２０と減速機４０との間に配置されている。中間プレート５３は、中心軸線Ｏを中心とする円環状に形成されている。中間プレート５３は、ケース本体５１に結合した外周部から径方向の内側に延びている。中間プレート５３の内側には、アウターシャフト３１およびインナーシャフト３２が挿通されている。中間プレート５３には、蓋体５２側に突出するとともに周方向に延びる環状凸部５４が形成されている。環状凸部５４には、リングギヤ４４が締結されている。 The intermediate plate 53 is arranged between the electric motor 20 and the speed reducer 40 . The intermediate plate 53 is formed in an annular shape centered on the central axis O. As shown in FIG. The intermediate plate 53 extends radially inward from the outer peripheral portion coupled to the case body 51 . The outer shaft 31 and the inner shaft 32 are inserted inside the intermediate plate 53 . The intermediate plate 53 is formed with an annular protrusion 54 that protrudes toward the lid 52 and extends in the circumferential direction. A ring gear 44 is fastened to the annular protrusion 54 .
　図３は、図１のＩＩＩ－ＩＩＩ線における断面図である。
　図３に示すように、周壁部５１ａの外周面には、締結凸部５５が形成されている。締結凸部５５は、周方向に間隔をあけて複数形成されている。締結凸部５５には、軸方向に貫通したボルト孔５５ａが形成されている。締結凸部５５は、スイングアーム６によって軸方向の両側から挟まれている。スイングアーム６のうち締結凸部５５の軸方向両側に位置する箇所には、締結凸部５５のボルト孔５５ａと同軸の貫通孔６ａが形成されている。締結凸部５５は、ボルト孔５５ａおよび貫通孔６ａに挿通されたボルトによって、スイングアーム６に締結されている。これによりハウジング５０は、スイングアーム６に着脱可能とされている。 FIG. 3 is a cross-sectional view taken along line III-III of FIG.
As shown in FIG. 3, a fastening convex portion 55 is formed on the outer peripheral surface of the peripheral wall portion 51a. A plurality of fastening protrusions 55 are formed at intervals in the circumferential direction. A bolt hole 55a is formed through the fastening protrusion 55 in the axial direction. The fastening protrusion 55 is sandwiched from both sides in the axial direction by the swing arm 6 . Through holes 6 a coaxial with the bolt holes 55 a of the fastening projection 55 are formed in the swing arm 6 at locations on both sides of the fastening projection 55 in the axial direction. The fastening protrusion 55 is fastened to the swing arm 6 with a bolt inserted through the bolt hole 55a and the through hole 6a. Thereby, the housing 50 can be attached to and detached from the swing arm 6 .
　図２に示すように、周壁部５１ａの外周面には、フィン５６が形成されている。フィン５６は、周壁部５１ａのうち締結凸部５５を除く箇所から径方向の外側に突出している。フィン５６は、径方向に間隔をあけて複数設けられている。フィン５６は、周方向に沿って延びている。 As shown in FIG. 2, fins 56 are formed on the outer peripheral surface of the peripheral wall portion 51a. The fins 56 protrude radially outward from portions of the peripheral wall portion 51a excluding the fastening protrusions 55 . A plurality of fins 56 are provided at intervals in the radial direction. The fins 56 extend along the circumferential direction.
　ハウジング５０は、車両後方から見て車体フレーム７と後輪３とに外接する仮想直線Ｌよりも車幅方向の内側に配置されている。仮想直線Ｌは、車幅方向においてハウジング５０に対してホイール１３のディスク１５とは反対側から車体フレーム７および後輪３に外接している。 The housing 50 is arranged inside in the vehicle width direction of an imaginary straight line L that circumscribes the body frame 7 and the rear wheel 3 when viewed from the rear of the vehicle. The imaginary straight line L circumscribes the body frame 7 and the rear wheel 3 from the opposite side of the wheel 13 to the disk 15 with respect to the housing 50 in the vehicle width direction.
　軸受６０は、第１軸受６１、第２軸受６２、第３軸受６３および第４軸受６４を備える。第１軸受６１、第２軸受６２および第３軸受６３は、ハウジング５０と車輪中心軸３０との間に介在している。第１軸受６１、第２軸受６２および第３軸受６３は、ボールベアリングである。第１軸受６１は、オイルシール８０よりも内側でケース本体５１の底壁部５１ｂの軸孔５１ｃに嵌入されているとともに、インナーシャフト３２の外周面に装着されている。これにより、ケース本体５１は、インナーシャフト３２を回転可能に支持している。第１軸受６１の内輪６１ｉは、インナーシャフト３２の外周面の段差に外側から当接している。第２軸受６２は、蓋体５２の凹部５２ａに嵌入されている。第２軸受６２は、減速機４０のプラネタリキャリア４３を挟んでアウターシャフト３１とは反対側で、インナーシャフト３２における軸方向の第１方向の端部の外周面に装着されている。これにより蓋体５２は、インナーシャフト３２を回転可能に支持している。第３軸受６３は、中間プレート５３の内側に装着されているとともに、アウターシャフト３１の外周面に装着されている。これにより中間プレート５３は、インナーシャフト３２を回転可能に支持している。第４軸受６４は、ニードルベアリングである。第４軸受６４は、アウターシャフト３１における軸方向の第２方向の端部の内周面に装着されているとともに、インナーシャフト３２の外周面に装着されている。これにより、アウターシャフト３１およびインナーシャフト３２は、互いに同軸に配置された状態を維持している。 The bearing 60 includes a first bearing 61, a second bearing 62, a third bearing 63 and a fourth bearing 64. A first bearing 61 , a second bearing 62 and a third bearing 63 are interposed between the housing 50 and the wheel center shaft 30 . The first bearing 61, the second bearing 62 and the third bearing 63 are ball bearings. The first bearing 61 is fitted into the shaft hole 51c of the bottom wall portion 51b of the case main body 51 inside the oil seal 80 and is mounted on the outer peripheral surface of the inner shaft 32 . Thereby, the case body 51 rotatably supports the inner shaft 32 . The inner ring 61i of the first bearing 61 abuts on the step on the outer peripheral surface of the inner shaft 32 from the outside. The second bearing 62 is fitted into the recess 52 a of the lid 52 . The second bearing 62 is mounted on the outer peripheral surface of the end portion of the inner shaft 32 in the first direction in the axial direction, on the side opposite to the outer shaft 31 with the planetary carrier 43 of the speed reducer 40 interposed therebetween. Thereby, the lid body 52 supports the inner shaft 32 rotatably. The third bearing 63 is mounted inside the intermediate plate 53 and mounted on the outer peripheral surface of the outer shaft 31 . The intermediate plate 53 thereby rotatably supports the inner shaft 32 . The fourth bearing 64 is a needle bearing. The fourth bearing 64 is attached to the inner peripheral surface of the end portion of the outer shaft 31 in the second axial direction, and is attached to the outer peripheral surface of the inner shaft 32 . As a result, the outer shaft 31 and the inner shaft 32 are kept coaxial with each other.
　ハブ７０は、電動機２０を挟んで減速機４０とは反対側に配置されている。ハブ７０の全体は、リム１４の幅中心Ｃに対して減速機４０とは反対側に配置されている。ハブ７０は、ハウジング５０の外側でインナーシャフト３２に固定されている。ハブ７０は、インナーシャフト３２における軸方向の第２方向の端部に結合している。ハブ７０は、インナーシャフト３２に外挿された円筒状のハブ軸部７１と、ハブ軸部７１から径方向の外側に張り出したフランジ７２と、を備える。ハブ軸部７１は、インナーシャフト３２における軸方向の第２方向の端部に形成されためねじに螺着したナット７５によって、インナーシャフト３２に締結されている。フランジ７２は、ホイール１３のディスク１５のハブ取付面１５ａに接合するホイール取付面７３を有する。フランジ７２は、ホイール１３のディスク１５に締結されている。 The hub 70 is arranged on the opposite side of the speed reducer 40 with the electric motor 20 interposed therebetween. The entire hub 70 is arranged on the opposite side of the speed reducer 40 with respect to the width center C of the rim 14 . Hub 70 is fixed to inner shaft 32 outside housing 50 . The hub 70 is coupled to the axial end of the inner shaft 32 in the second direction. The hub 70 includes a cylindrical hub shaft portion 71 fitted onto the inner shaft 32 and a flange 72 projecting radially outward from the hub shaft portion 71 . The hub shaft portion 71 is fastened to the inner shaft 32 by a nut 75 that is formed at the end portion of the inner shaft 32 in the second axial direction and screwed onto an internal thread. Flange 72 has a wheel mounting surface 73 that joins hub mounting surface 15 a of disk 15 of wheel 13 . Flange 72 is fastened to disk 15 of wheel 13 .
　ハウジング５０内には、電動機２０や減速機４０、軸受６０等の冷却用および潤滑用として、冷媒（例えばオートマチックトランスミッションフルード）が導入されている。冷媒は、オイルポンプ（不図示）によってハウジング５０内を循環する。冷媒は、オイルポンプによりハウジング５０の内側下部から汲み上げられて、インナーシャフト３２の流路３４に導入される。流路３４に導入された冷媒は、インナーシャフト３２に形成された吐出孔から吐出されて、ハウジング５０内の各部を冷却および潤滑する。 A refrigerant (for example, automatic transmission fluid) is introduced into the housing 50 for cooling and lubricating the electric motor 20, the speed reducer 40, the bearings 60, and the like. The coolant is circulated inside the housing 50 by an oil pump (not shown). The coolant is pumped up from the inner lower part of the housing 50 by the oil pump and introduced into the flow path 34 of the inner shaft 32 . The coolant introduced into flow path 34 is discharged from a discharge hole formed in inner shaft 32 to cool and lubricate each part in housing 50 .
　なお、インナーシャフト３２の吐出孔は、アウターシャフト３１の内周面に対向する位置に形成されていてもよい。この場合、アウターシャフト３１およびカラー３３には径方向に貫通する貫通孔が形成され、ロータコア２２にはアウターシャフト３１およびカラー３３の貫通孔に連通する流路が形成されていてもよい。これにより、冷媒をロータコア２２内に流通させてロータ２１を冷却することができる。なお、オイルポンプは、ハウジング５０に外付けされてもよいし、ハウジング５０に内蔵されてもよい。また、オイルポンプは、電動機２０の出力によって作動してもよいし、電動機２０とは別系統で供給された電力によって作動してもよい。 Note that the discharge hole of the inner shaft 32 may be formed at a position facing the inner peripheral surface of the outer shaft 31 . In this case, the outer shaft 31 and the collar 33 may be formed with through holes penetrating in the radial direction, and the rotor core 22 may be formed with flow paths communicating with the through holes of the outer shaft 31 and the collar 33 . Thereby, the coolant can be circulated in the rotor core 22 to cool the rotor 21 . Note that the oil pump may be externally attached to the housing 50 or may be built in the housing 50 . Also, the oil pump may be operated by the output of the electric motor 20 or may be operated by electric power supplied from a system separate from the electric motor 20 .
　以上に説明したように、本実施形態のインホイールモータ５は、電動機２０を挟んでハブ７０の反対側に配置され、ロータ２１の回転を減速してインナーシャフト３２に伝達する減速機４０を備える。この構成によれば、電動機２０を挟んだ軸方向の両側に重量物である減速機４０およびハブ７０を配置できるので、重量物が軸方向において偏って配置されることを抑制できる。したがって、インホイールモータ５の軸方向の重量バランスを適正化できる。 As described above, the in-wheel motor 5 of the present embodiment includes the speed reducer 40 arranged on the opposite side of the hub 70 with the electric motor 20 interposed therebetween to reduce the speed of rotation of the rotor 21 and transmit the speed to the inner shaft 32 . . According to this configuration, since the reduction gear 40 and the hub 70, which are heavy objects, can be arranged on both sides in the axial direction with the electric motor 20 interposed therebetween, it is possible to prevent the heavy objects from being unevenly arranged in the axial direction. Therefore, the weight balance in the axial direction of the in-wheel motor 5 can be optimized.
　減速機４０は、アウターシャフト３１と同軸に配置され、ロータ２１の端面２１ａよりも軸方向の外側に配置されている。仮に減速機がロータの端面よりも軸方向の内側に配置されてロータに形成された凹部に入り込むと、ロータの磁路が狭められて電動機の効率が低下するとともに、電動機の効率低下を抑制するためにロータが大型化し得る。本実施形態によれば、減速機４０がロータ２１の端面２１ａよりも軸方向の外側に配置されているので、ロータ２１の大型化を抑制できる。したがって、電動機２０の大型化を抑制して小型なインホイールモータ５を形成できる。 The speed reducer 40 is arranged coaxially with the outer shaft 31 and arranged axially outside the end surface 21 a of the rotor 21 . If the speed reducer is arranged axially inward of the end surface of the rotor and enters the recess formed in the rotor, the magnetic path of the rotor is narrowed, the efficiency of the electric motor is reduced, and the efficiency reduction of the electric motor is suppressed. Therefore, the rotor may become large. According to this embodiment, since the speed reducer 40 is arranged axially outside the end surface 21a of the rotor 21, the rotor 21 can be prevented from increasing in size. Therefore, it is possible to suppress an increase in size of the electric motor 20 and form a small in-wheel motor 5 .
　また、インホイールモータ５は、ロータ２１の回転を減速機４０に伝達する円筒状のアウターシャフト３１をさらに備える。インナーシャフト３２は、アウターシャフト３１に挿通され、減速機４０の出力をハブ７０に伝達する。この構成によれば、電動機２０の出力をアウターシャフト３１の内側を通してハブ７０に伝達することができる。これにより、後輪３の外側を通るように動力伝達路が設けられた構成と比較して、インホイールモータ５を小型化できる。 In addition, the in-wheel motor 5 further includes a cylindrical outer shaft 31 that transmits rotation of the rotor 21 to the speed reducer 40 . The inner shaft 32 is inserted through the outer shaft 31 and transmits the output of the speed reducer 40 to the hub 70 . This configuration allows the output of the electric motor 20 to be transmitted to the hub 70 through the inner side of the outer shaft 31 . As a result, the in-wheel motor 5 can be made smaller compared to a configuration in which a power transmission path is provided so as to pass through the outside of the rear wheel 3 .
　インナーシャフト３２は、内部に流路３４を有する。この構成によれば、流路３４を通じてインナーシャフト３２の周囲の可動部に冷媒を供給できる。 The inner shaft 32 has a flow path 34 inside. With this configuration, the coolant can be supplied to the movable portion around the inner shaft 32 through the flow path 34 .
　電動機２０を収容するハウジング５０は、ステータ２４を囲う周壁部５１ａと、周壁部５１ａから外側に突出したフィン５６と、を有する。この構成によれば、フィン５６によってハウジング５０の外表面の面積を拡大できるので、ハウジング５０を介してハウジング５０内の電動機２０等を効率よく冷却することができる。 A housing 50 that houses the electric motor 20 has a peripheral wall portion 51a that surrounds the stator 24 and fins 56 that protrude outward from the peripheral wall portion 51a. With this configuration, the area of the outer surface of the housing 50 can be increased by the fins 56 , so that the electric motor 20 and the like inside the housing 50 can be efficiently cooled through the housing 50 .
　ハウジング５０は、スイングアーム６に着脱可能に取り付けられている。この構成によれば、スイングアーム６からハウジング５０を取り外すことで、車体からインホイールモータ５および後輪３を分離できる。したがって、車両後部のメンテナンス性を向上させることができる。 The housing 50 is detachably attached to the swing arm 6. According to this configuration, the in-wheel motor 5 and the rear wheel 3 can be separated from the vehicle body by removing the housing 50 from the swing arm 6 . Therefore, maintenance of the rear part of the vehicle can be improved.
　ハウジング５０は、車両後方から見て車体フレーム７と後輪３とに外接する仮想直線Ｌよりも車幅方向の内側に配置されている。この構成によれば、車体フレーム７が接地するまで車両を傾けてもハウジング５０が接地しないので、車両転倒時にインホイールモータ５が損傷することを抑制できる。また、車両の最大バンク角がインホイールモータ５の接地によって制限されることを抑制でき、車両の旋回性能を向上させることができる。 The housing 50 is arranged inside in the vehicle width direction of an imaginary straight line L that circumscribes the body frame 7 and the rear wheel 3 when viewed from the rear of the vehicle. According to this configuration, even if the vehicle is tilted until the vehicle body frame 7 touches the ground, the housing 50 does not touch the ground. In addition, it is possible to prevent the maximum bank angle of the vehicle from being restricted by the ground contact of the in-wheel motor 5, and improve the turning performance of the vehicle.
（第２実施形態）
　図４は、第２実施形態の後輪およびインホイールモータの断面図である。
　図４に示す第２実施形態は、インホイールモータ５は、電動機２０がホイール１３のリム１４の幅中心Ｃに重なるように配置されている点で、第１実施形態とは異なる。これにより、重量物である電動機２０が後輪３の幅中心に寄ることで、更にインホイールモータ５の軸方向の重量バランスを適正化できる。 (Second embodiment)
FIG. 4 is a cross-sectional view of the rear wheel and in-wheel motor of the second embodiment.
The second embodiment shown in FIG. 4 differs from the first embodiment in that the in-wheel motor 5 is arranged so that the electric motor 20 overlaps the width center C of the rim 14 of the wheel 13 . As a result, the electric motor 20, which is a heavy object, is moved to the center of the width of the rear wheel 3, so that the weight balance of the in-wheel motor 5 in the axial direction can be further optimized.
　なお、本発明は、図面を参照して説明した上述の実施形態に限定されるものではなく、その技術的範囲において様々な変形例が考えられる。
　例えば、上記実施形態では、本発明を自動二輪車に適用しているが、本発明の適用範囲はこれに限定されない。例えば、本発明は、後一輪の自動三輪車に適用することができる。すなわち、本発明は、インホイールモータによって駆動される駆動輪が車両の車幅中心上に配置された鞍乗り型車両に適用できる。 It should be noted that the present invention is not limited to the above-described embodiments described with reference to the drawings, and various modifications are conceivable within its technical scope.
For example, in the above embodiments, the present invention is applied to motorcycles, but the scope of application of the present invention is not limited to this. For example, the present invention can be applied to a rear one-wheel motor tricycle. That is, the present invention can be applied to a saddle type vehicle in which drive wheels driven by in-wheel motors are arranged on the vehicle width center of the vehicle.
　また、上記実施形態では、ステータ２４のコイル２６がセグメントコイルによって分布巻されているが、この構成に限定されない。例えば、ステータのコイルは、銅線によって集中巻または分布巻されていてもよい。
　また、上記実施形態においては、電動機２０として磁石埋込形のロータ２１を備えた、いわゆるＩＰＭモータを例に挙げているが、この構成に限定されない。電動機は、ロータコアの外周面に磁石が装着されたロータを備えた、いわゆるＳＰＭ（Ｓｕｒｆａｃｅ  Ｐｅｒｍａｎｅｎｔ  Ｍａｇｎｅｔ）モータであってもよい。 In the above embodiment, the coils 26 of the stator 24 are distributed by segment coils, but the present invention is not limited to this configuration. For example, the stator coils may be concentrated or distributed winding of copper wire.
In the above-described embodiment, a so-called IPM motor including a magnet-embedded rotor 21 is taken as an example of the electric motor 20, but the configuration is not limited to this. The electric motor may be a so-called SPM (Surface Permanent Magnet) motor having a rotor with a magnet attached to the outer peripheral surface of the rotor core.
　また、上記実施形態では、インホイールモータ５のハウジング５０がスイングアーム６に着脱可能とされているが、この構成に限定されない。すなわち、インホイールモータのハウジングは、スイングアームと一体化していてもよい。 Also, in the above embodiment, the housing 50 of the in-wheel motor 5 is detachable from the swing arm 6, but the configuration is not limited to this. That is, the housing of the in-wheel motor may be integrated with the swing arm.
　その他、本発明の趣旨を逸脱しない範囲で、上記した実施の形態における構成要素を周知の構成要素に置き換えることは適宜可能である。 In addition, it is possible to appropriately replace the constituent elements in the above-described embodiment with well-known constituent elements within the scope of the present invention.
　本発明によれば、軸方向の重量バランスを適正化できるインホイールモータ、およびそのインホイールモータを備えた鞍乗り型車両を提供することができる。 According to the present invention, it is possible to provide an in-wheel motor capable of optimizing the weight balance in the axial direction, and a straddle-type vehicle equipped with the in-wheel motor.
　１…自動二輪車（鞍乗り型車両）
　３…後輪
　５…インホイールモータ
　６…スイングアーム
　７…車体フレーム
　１３…ホイール
　１４…リム
　２０…電動機
　２１…ロータ
　２１ａ…端面
　２４…ステータ
　３１…アウターシャフト
　３２…インナーシャフト（出力軸）
　３４…流路（油路）
　４０…減速機
　５０…ハウジング
　５１ａ…周壁部（外周部）
　５６…フィン
　７０…ハブ
　Ｃ…幅中心
　Ｌ…仮想直線（直線） 1 … motorcycle (saddle type vehicle)
3 Rear wheel 5 In-wheel motor 6 Swing arm 7 Body frame 13 Wheel 14 Rim 20 Electric motor 21 Rotor 21a End surface 24 Stator 31 Outer shaft 32 Inner shaft (output shaft)
34... Flow path (oil path)
40... Reducer 50... Housing 51a... Peripheral wall portion (peripheral portion)
56... Fin 70... Hub C... Width center L... Imaginary straight line (straight line)

Claims (8)

  1. 　鞍乗り型車両（１）のインホイールモータであって、
    　ロータ（２１）およびステータ（２４）を含む電動機（２０）と、
    　ホイール（１３）に結合するハブ（７０）と、
    　前記ハブ（７０）に結合した出力軸（３２）と、
    　前記電動機（２０）を挟んで前記ハブ（７０）の反対側に配置され、前記ロータ（２１）の回転を減速して前記出力軸（３２）に伝達する減速機（４０）と、
    　を備えるインホイールモータ。     An in-wheel motor for a saddle-ride type vehicle (1),
    an electric motor (20) comprising a rotor (21) and a stator (24);
    a hub (70) coupled to the wheel (13);
    an output shaft (32) coupled to the hub (70);
    a speed reducer (40) arranged on the opposite side of the hub (70) with the electric motor (20) interposed therebetween, for reducing the speed of rotation of the rotor (21) and transmitting it to the output shaft (32);
    in-wheel motor.
  2. 　前記減速機（４０）は、前記出力軸（３２）と同軸に配置され、前記ロータ（２１）の端面（２１ａ）よりも軸方向の外側に配置されている、
    　請求項１に記載のインホイールモータ。     The speed reducer (40) is arranged coaxially with the output shaft (32) and arranged axially outside an end surface (21a) of the rotor (21),
    The in-wheel motor according to claim 1.
  3. 　前記ロータ（２１）の回転を前記減速機（４０）に伝達する円筒状のアウターシャフト（３１）を備え、
    　前記出力軸（３２）は、前記アウターシャフト（３１）に挿通され、前記減速機（４０）の出力を前記ハブ（７０）に伝達する、
    　請求項１または請求項２に記載のインホイールモータ。     A cylindrical outer shaft (31) for transmitting rotation of the rotor (21) to the speed reducer (40),
    The output shaft (32) is inserted through the outer shaft (31) and transmits the output of the speed reducer (40) to the hub (70).
    The in-wheel motor according to claim 1 or 2.
  4. 　前記出力軸（３２）は、内部に油路（３４）を有する、
    　請求項１から請求項３のいずれか１項に記載のインホイールモータ。     The output shaft (32) has an oil passage (34) inside,
    The in-wheel motor according to any one of claims 1 to 3.
  5. 　前記電動機（２０）を収容するハウジング（５０）を備え、
    　前記ハウジング（５０）は、
    　　前記ステータ（２４）を囲う外周部（５１ａ）と、
    　　前記外周部（５１ａ）から外側に突出したフィン（５６）と、
    　を有する、
    　請求項１から請求項４のいずれか１項に記載のインホイールモータ。     A housing (50) that houses the electric motor (20),
    The housing (50) comprises:
    an outer peripheral portion (51a) surrounding the stator (24);
    Fins (56) projecting outward from the outer peripheral portion (51a);
    having
    The in-wheel motor according to any one of claims 1 to 4.
  6. 　前記電動機（２０）は、前記ホイール（１３）のリム（１４）の幅中心（Ｃ）に重なっている、
    　請求項１から請求項５のいずれか１項に記載のインホイールモータ。     The electric motor (20) overlaps the center of width (C) of the rim (14) of the wheel (13).
    The in-wheel motor according to any one of claims 1 to 5.
  7. 　請求項１から請求項６のいずれか１項に記載のインホイールモータ（５）と、
    　前記インホイールモータ（５）が設けられた後輪（３）と、
    　前記後輪（３）を支持するスイングアーム（６）と、
    　を備え、
    　前記インホイールモータ（５）は、前記電動機（２０）および前記減速機（４０）を収容するとともに前記スイングアーム（６）に着脱可能に取り付けられたハウジング（５０）を備える、
    　鞍乗り型車両。     an in-wheel motor (5) according to any one of claims 1 to 6;
    a rear wheel (3) provided with the in-wheel motor (5);
    a swing arm (6) supporting the rear wheel (3);
    with
    The in-wheel motor (5) includes a housing (50) that accommodates the electric motor (20) and the speed reducer (40) and is detachably attached to the swing arm (6).
    saddle-type vehicle.
  8. 　前記スイングアーム（６）を支持する車体フレーム（７）をさらに備え、
    　前記ハウジング（５０）は、車両後方から見て前記車体フレーム（７）と前記後輪（３）とに外接する直線（Ｌ）よりも車幅方向の内側に配置されている、
    　請求項７に記載の鞍乗り型車両。     further comprising a vehicle body frame (7) that supports the swing arm (6);
    The housing (50) is arranged inside in the vehicle width direction of a straight line (L) circumscribing the body frame (7) and the rear wheel (3) when viewed from the rear of the vehicle.
    A straddle-type vehicle according to claim 7.
PCT/JP2022/012049 2021-03-24 2022-03-16 In-wheel motor and saddle-riding-type vehicle WO2022202567A1 (en)

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JP2021-049682 2021-03-24

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Citations (5)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JP2003002277A (en) * 2001-06-27 2003-01-08 Yamaha Motor Co Ltd Electric power unit, motor vehicle and power-assisted two wheeler
JP2009136078A (en) * 2007-11-29 2009-06-18 Toyota Motor Corp Motor cooling structure
JP2012091689A (en) * 2010-10-27 2012-05-17 Honda Motor Co Ltd Electric motorcycle
JP2015116900A (en) * 2013-12-18 2015-06-25 Ntn株式会社 Wheel drive device
WO2019211947A1 (en) * 2018-05-03 2019-11-07 本田技研工業株式会社 Saddle-ride type electric vehicle

Patent Citations (5)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JP2003002277A (en) * 2001-06-27 2003-01-08 Yamaha Motor Co Ltd Electric power unit, motor vehicle and power-assisted two wheeler
JP2009136078A (en) * 2007-11-29 2009-06-18 Toyota Motor Corp Motor cooling structure
JP2012091689A (en) * 2010-10-27 2012-05-17 Honda Motor Co Ltd Electric motorcycle
JP2015116900A (en) * 2013-12-18 2015-06-25 Ntn株式会社 Wheel drive device
WO2019211947A1 (en) * 2018-05-03 2019-11-07 本田技研工業株式会社 Saddle-ride type electric vehicle

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