JP2008184141A - In-wheel motor - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To provide an in-wheel motor capable of reducing deformation of a motor housing due to input from a suspension device and of preventing motor failure and noise generation. <P>SOLUTION: This in-wheel motor 100 has a motor 5, the approximately cylindrical motor housing 10 for storing the motor 5 and mounting parts 21, 22 positioned in the vertical direction of the motor housing 10 and connected to the suspension device. The motor housing 10 has reinforcement structures 11, 13, 14, 15 with respect to vertical force to reduce the deformation of the motor housing 10 caused by input from the suspension device to the mounting parts 21, 22. <P>COPYRIGHT: (C)2008,JPO&INPIT

Description

  The present invention relates to an in-wheel motor in which a motor as a driving force source is accommodated in a vehicle wheel, and more particularly to a structure of a motor housing of the in-wheel motor.

Conventionally, in an in-wheel motor that is provided in a wheel and generates a driving force of the wheel, a kingpin is provided so that the cooling fin provided in the motor housing does not interfere with a suspension device such as an upper arm or a lower arm during turning. A technique is known in which the cooling fin is configured to be within a predetermined range of the shaft (see, for example, Patent Document 1).
JP 2005-335623 A

  However, in the configuration described in Patent Document 1 described above, when a large load is applied to the case of the in-wheel motor from the suspension device in the up and down direction, the case portion is deformed and affects the motor. There is a risk of causing abnormal noise due to motor rotation fluctuation due to uneven rotor clearance or damage due to metal touch.

  Therefore, an object of the present invention is to provide an in-wheel motor that can reduce deformation of the motor housing due to input from the suspension device and prevent damage to the motor and generation of abnormal noise.

In order to achieve the above object, an in-wheel motor according to a first invention comprises a motor,
A substantially cylindrical motor housing that houses the motor;
An in-wheel motor having an attachment portion connected to a suspension device in a vertical direction of the motor housing,
The motor housing has a reinforcing structure against a force in the vertical direction so as to reduce deformation of the motor housing due to an input from the suspension device to the mounting portion. Thereby, the deformation | transformation of the motor housing by the force of the up-down direction input from a suspension apparatus can be reduced.

A second invention is the in-wheel motor according to the first invention,
The reinforcing structure is characterized in that a thickness of a side portion of a cylindrical portion of the motor housing is thicker than that of other portions. Thereby, the intensity | strength of the side part of the cylindrical part of a motor housing can be improved, and a deformation | transformation of a motor housing can be reduced.

3rd invention is the in-wheel motor which concerns on 1st invention,
The reinforcing structure is substantially linearly symmetric in the vertical direction of the cylindrical portion of the motor housing, and the thickness at a position obtained by dividing the circumference of the cylindrical portion into approximately three equal parts is thicker than other portions. It is characterized by. Thereby, the force of an up-down direction can be disperse | distributed to 3 directions, and a deformation amount can further be reduced.

4th invention is the in-wheel motor which concerns on 1st or 2nd invention,
The reinforcing structure is characterized in that fins extending in the vertical direction are provided on the outer sides of the cylindrical portion of the motor housing. Thereby, while improving the intensity | strength of the side part of the cylindrical part of a motor housing, a motor can be cooled.

A fifth invention is the in-wheel motor according to any one of the first to fourth inventions,
The reinforcing structure is characterized in that fins are provided on the outer side and the inner side of the cover part of the motor housing in directions substantially orthogonal to each other. Thereby, the support strength of the cover portion of the motor housing can be increased to reduce deformation of the motor housing, and the motor can be cooled.

6th invention is the in-wheel motor which concerns on 5th invention,
The fins are provided in a substantially vertical direction and a substantially horizontal direction. Thereby, the support strength of the cover portion of the motor housing against the force in the vertical direction can be increased and the motor can be cooled.

  ADVANTAGE OF THE INVENTION According to this invention, the deformation | transformation of the motor housing with respect to the input from the suspension apparatus of an in-wheel motor can be reduced.

  The best mode for carrying out the present invention will be described below with reference to the drawings.

  FIG. 1 is a side view seen from the inside of a wheel 150 to which an in-wheel motor 100 according to this embodiment is applied.

  In FIG. 1, main components of the in-wheel motor 100 according to the present embodiment include a motor 5 and a knuckle 20 having a motor housing 10. In addition, as components in the wheel 150 related to the in-wheel motor 100, the suspension apparatus includes an upper arm 30, a lower arm 50, a mounting member 40 that supports the lower arm 50, and a brake caliper 60.

  The motor 5 is a means for generating the rotational driving force of the wheel 150. In FIG. 1, the motor 5 is accommodated in a motor housing 10 and is not visible from the outside. On the other hand, the rotating shaft 8 of the motor 5 is visible from the outside of the motor housing 10. The motor 5 may extend in a cylindrical shape in a direction perpendicular to the paper surface, and may include a stator 6 on the outer side and a rotor 7 on the inner side, for example, around the rotation shaft 8. Then, the rotor 7 may rotate to transmit the rotational driving force to the wheels 150. The motor 5 may be configured as an outer rotor type having a rotor on the outside and a stator on the inside.

  The motor housing 10 is a casing for housing the motor 5 which is a driving force generation source. The motor housing 10 is integrally configured as a part of the knuckle 20 in FIG. As will be described in detail later, the motor housing 10 has a cylindrical shape, and includes a cylindrical portion 11 and a planar cover portion 12, and accommodates the substantially cylindrical motor 5.

  The knuckle 20 is means for supporting the wheel 150 by a wheel hub (not shown) on the outer side in the vehicle width direction. As will be described in detail later, the knuckle 20 includes an upper mounting portion 21 that is connected to the upper portion via an upper arm 30 and a ball joint 31, and a lower mounting portion 22 that mounts the mounting member 40 to the lower portion. The lower attachment portion 22 may be configured as an attachment stay, and may be configured to attach the attachment member 40 to the lower end portion thereof. Moreover, the part above the lower attachment part 22 of the knuckle 20 may comprise the main-body part 23, and may support the wheel hub (not shown) of the wheel 150 by the wheel outer side (paper surface back side).

  The mounting member 40 supports ball joints 41 and 42, the ball joint 41 is connected to the lower arm 50, and the ball joint 42 is connected to a tie rod (not shown). Note that the upper arm 30 and the lower arm 50 are shown in a cross-sectional view in FIG. 1 and actually extend inside the wheel 150 perpendicular to the paper surface and are connected to a vehicle (not shown). The suspension device is configured.

  Moreover, the knuckle 20 has the motor housing 10 in a part thereof, and may be configured integrally. The knuckle 20 configured integrally with the motor housing 10 may be configured to be as compact as possible so that the motor parts do not protrude inside the vehicle.

  In addition, since the knuckle 20 is formed in this integral shape, it may be a cast product made of metal, for example. As the metal, a metal having a certain degree of strength and suitable for casting may be used. For example, aluminum metal may be used.

  The brake caliper 60 includes a brake disk (not shown) and a brake pad (not shown), and constitutes a brake device.

  Thus, in the in-wheel motor 100 according to the present embodiment, the motor housing 10 that houses the motor 5 that is a driving force source is configured integrally with the knuckle 20. Further, the upper mounting portion 21 and the lower mounting portion 22 of the knuckle 20 are connected to the upper arm 30 and the lower arm 50 via ball joints 31 and 41, respectively, and are connected to the suspension device.

<Example 1>
Next, the in-wheel motor 100 which concerns on Example 1 is demonstrated using FIG. FIG. 2 is a perspective view showing the knuckle 20 of the in-wheel motor 100 according to the first embodiment.

  In FIG. 2, the knuckle 20 for the in-wheel motor 100 according to the first embodiment includes a motor housing 10, an upper mounting portion 21, and a lower mounting portion 22. The motor housing 10 is composed of a cylindrical portion 11 and a cover portion 12. FIG. 2 shows a state where the cover portion 12 is removed. Moreover, although the motor 5 is accommodated in the concave inside which the cylindrical part 11 forms, in FIG. 2, the state where the motor 5 was removed is shown.

  The cylindrical part 11 forms a substantially cylindrical shape substantially horizontally. Here, the substantially cylindrical shape basically means a cylindrical shape, but means that a slight error is allowed. The cylindrical part 11 is roughly divided into a cylindrical upper part 11c, a cylindrical lower part 11d, and cylindrical side parts 11a and 11b.

  On the other hand, the upper mounting portion 21 has a concave shape. As described with reference to FIG. 1, a ball joint 31 is provided in the concave shape, and a part of the suspension device is provided via the ball joint 31. It becomes the structure connected with the upper arm 30 to comprise. The upper arm 30 is connected to the vehicle body and transmits force to the vehicle. Therefore, a force is transmitted from the upper mounting portion 21 via the ball joint 31 provided in the concave shape, and the force is transmitted to the motor housing 10. The force input to the upper mounting portion 21 includes both a vertical force and a horizontal force. In this configuration, since the upper mounting portion 21 is provided directly above the motor housing 10, The impact is particularly large.

  Further, the lower mounting portion 22 has a bifurcated shape, and its end has a planar shape. As described with reference to FIG. 1, the lower mounting portion 22 functions as a mounting stay, and a mounting member 40 holding, for example, ball bearings 41 and 42 is attached to the lower end portion of the lower mounting portion 22 and fixedly coupled. . As also described with reference to FIG. 1, the lower arm 50 is connected to the ball bearing 41 of the mounting member 40 and is connected to the vehicle body so as to transmit the force. The The force input from the lower mounting portion 22 includes a vertical force and a left / right force. In this configuration, the motor housing 10 is provided above the lower mounting portion 22, and the upper portion thereof. Since there is the upper mounting member 31 connected to the ball joint 31 for the upper arm 30 as described above, the motor housing 10 is sandwiched from above and below, and the elements that affect the motor housing 10 are still Large vertical force.

  That is, a vertical force is input to the knuckle 20 from the upper mounting portion 21 and the lower mounting portion 22 connected to the suspension device, and the vertical compressive stress is applied to the motor housing 10 integrally formed with the knuckle 20. Or a tensile stress will be applied. When compressive stress is applied to the motor housing 10, the motor housing is deformed so as to be crushed in the vertical direction, and affects the stator 6 outside the motor 5. When excessive compressive stress is applied to the stator 6, it may cause damage to the stator 6, generation of abnormal noise due to uneven air gap, and damage due to metal touch.

  Therefore, as shown in FIG. 2, the motor housing 10 has a structure in which the thickness of the cylindrical side portions 11a and 11b is thicker than that of the cylindrical upper portion 11c and the cylindrical lower portion 11d. By increasing the thickness of the cylindrical side portions 11a and 11b, the cylindrical side portions 11a and 11b are more resistant to the vertical force input from the upper mounting portion 21 and the lower mounting portion 22, and the motor housing 10 Deformation can be reduced. Accordingly, by adopting a reinforcing structure that increases the cross-sectional area of the cylindrical side portions 11a and 11b of the motor housing 10, the in-wheel that suppresses the vertical deformation of the motor housing 10 and does not adversely affect the motor 5 accommodated therein. The motor 100 can be used.

  In the configuration of the in-wheel motor 100 shown in FIGS. 1 and 2, the input from the upper mounting portion 21 has a greater influence on the motor housing 10 than the input from the lower mounting portion 22. The lower mounting portion 22 is separated from the motor housing 10 via the main body portion 23 of the knuckle 20, and the input to the motor housing is alleviated. However, the upper mounting portion 21 is located immediately above the motor housing 10, and the load input to the upper mounting portion 21 is directly applied to the upper portion of the cylindrical portion 11 of the motor housing 10. Therefore, in the in-wheel motor 100 according to the present embodiment, it is preferable that the load input from the upper mounting portion 21 is particularly reduced, and the reinforcement structure according to the first embodiment is configured to meet the demand. It has become.

  In addition, the knuckle 20 including the motor housing 10 having such a reinforcing structure may be made of not only a metal material but also other materials as long as the material has a restoring force or weak elasticity. In the case of a metal material, various metals can be applied depending on the situation. For example, aluminum metal may be applied.

  The thickness of the cylindrical portion 11 of the motor housing 10 is, for example, a normal cylindrical upper portion 11c and a cylindrical lower portion 11d that are not thick are set to a thickness of about 5 mm, and the cylindrical side portions 11a and 11b are set to a thickness of about 10 mm to 50 mm. Also good. The ratio of the thickness of the cylindrical upper part 11c, the cylindrical lower part 11d and the cylindrical side parts 11a, 11b may be appropriately combined depending on the nature of the metal material and the type of vehicle.

  Moreover, in Example 1 which concerns on FIG. 2, although the example which thickens the cylindrical side parts 11a and 11b of the motor housing 10 was given and demonstrated, the motor housing corresponding to the input of the force of an up-down direction is also mentioned. A part of the circumferential direction of 10 may be configured to be thicker than the other parts, whereby the strength of the motor housing 10 can be improved.

<Example 2>
Next, the in-wheel motor 100 which concerns on Example 2 is demonstrated. FIG. 3 is a perspective view of the knuckle 20 for the in-wheel motor 100 that is different from the first embodiment.

  In FIG. 3, the configurations of the upper mounting portion 21 and the lower mounting portion 22 of the knuckle 20 are the same as those in the first embodiment, but the shape of the motor housing 10 is different from that in the first embodiment. The cylindrical portion 11 of the motor housing 10 has a substantially cylindrical shape because the inner recess accommodates the substantially cylindrical motor 5, but the outer shape is a symmetrical triangle. The thickness of the motor housing 10 is axisymmetric with respect to the center line of the cylindrical portion 11 or the vertical line passing through the cylindrical upper portion 11e, and the thickness at the position obtained by dividing the circumference into three equal parts is thicker than other portions. It has become.

  That is, in the portions 11e, 11f, and 11g in which the thickness of the cylindrical portion 11 is increased, the thickest vertex portion divides the cross-sectional circumference of the cylindrical portion 11 into three equal parts. The cylindrical upper portion 11e may be a portion directly below the upper mounting portion 21. And the thick vertex parts 11f and 11g may be axisymmetric about the up-and-down line which passes along the cylindrical upper part 11e. With this configuration, when a force is applied to the motor housing 10 from above and below, the force can be dispersed in three directions and released, and the size of deformation can be further reduced.

  FIG. 4 is a cross-sectional view of the cylindrical portion 11 of the motor housing 10 of the in-wheel motor 100 according to the second embodiment.

  FIG. 4A is a diagram showing a cross-sectional thickness distribution of the cylindrical portion 11. The top cylindrical portion 11e and the top and bottom lines passing through the cylindrical top portion 11e are symmetrical with respect to the left and right, and the cross-sectional thickness at the positions of the cylindrical lower side portions 11f and 11g that divide the circumference into three equal parts It is shown that the structure is thicker than the wall thickness.

  FIG. 4B is a diagram showing a deformed state of the inner diameter when an external force is applied to the cylindrical portion 11 having the structure of FIG. 4A from the cylindrical upper portion 11e. In FIG.4 (b), the no-load state is shown by the broken-line circular state. When a load is applied from the cylindrical upper portion 11e and there is an input, the cylindrical portion 11 of the conventional motor housing 10 is deformed into an elliptical shape whose upper and lower sides are crushed like a thin solid line.

  On the other hand, in Example 2, as shown by the thick solid line, when there is a load from above, the upper part is received by the thick cylindrical upper part 11e, and the cylindrical lower side parts 11f and 11g are also thick. The cylindrical upper portion 11e changes so as to release the load to the thin portions 11h and 11i on the left and right slightly below the left and right. Further, the force also escapes somewhat to the cylindrical lower part 11j sandwiched between the cylindrical lower side parts 11f and 11g.

  The difference in deformation is shown in the upper part of FIG. It can be seen that the deformation amount is α in the conventional motor housing 10 of uniform wall thickness, whereas the deformation amount is reduced to β in the motor housing 10 according to the second embodiment.

  Thus, even if there is an input from the suspension device to the cylindrical upper portion 11e of the motor housing 10 via the mounting portion 21, the force from above is received by the thick cylindrical upper portion 11e, and mainly the left and right 2 By escaping to the thin portions 11h and 11i in the direction, the direction of the force that causes the deformation is dispersed, and the motor housing 10 with a small deformation amount as a whole can be obtained. Even with such a triangular reinforcing structure, the in-wheel motor 100 can be reduced by reducing the deformation of the motor housing 10 and having less adverse effects on the motor 5.

  FIG. 5 is a cross-sectional view of the cylindrical portion 11 of the motor housing 10 according to the second embodiment, which has a reinforcing structure having a mode different from that of FIGS. 3 and 4. 4A differs from FIG. 4A in that the apex of the triangle is in the cylindrical lower portion 11j, and the thick portions that are line symmetric with respect to the vertical line are located in the cylindrical upper portions 11h and 11i. In the embodiment of the in-wheel motor 100 according to the present embodiment, the motor housing 10 is directly below the upper mounting portion 21, whereas the lower mounting portion 22 is at a position away from the knuckle 20 via the main body portion 23. As for the input to the motor housing 10, the input from the upper mounting portion 21 is larger than the lower mounting portion 22, and the embodiment shown in FIGS. 3 and 4 is preferable.

  However, in the case of the in-wheel motor 100, when the influence of the input from the lower mounting portion 22 is greater than that of the upper mounting portion 21, as shown in FIG. It is good also as a reinforcement structure which escapes to the side parts 11f and 11g.

  In the aspect of the motor housing 10 of the in-wheel motor 100 according to the second embodiment shown in FIGS. 3 to 5, the material and the ratio of the thickness section of the cylindrical portion 11 may be appropriately set as appropriate values. This is the same as the in-wheel motor 100 according to the first embodiment.

<Example 3>
Next, the in-wheel motor 100 which concerns on Example 3 is demonstrated using FIG. FIG. 6 is a perspective view of the knuckle 20 including the motor housing 10 that is applied to the in-wheel motor 100 according to the third embodiment.

  In FIG. 6, the cylindrical portion 11 of the motor housing 10 has a uniform cross-sectional thickness on the circumference, but a fin 13 extending in the vertical direction is provided outside the side portion of the cylindrical portion 11. The fin 13 functions as a cooling fin 13 that cools the motor 5 in the motor housing 10, but at the same time has a fin shape that extends in the vertical direction, thereby resisting the force in the vertical direction of the side portion of the cylindrical portion 11. It also plays a role of reinforcing strength. That is, since the fin 13 formed on the outer side of the cylindrical portion 11 has a shape in which the cross-sectional thickness of the cylindrical portion 11 is partially increased linearly, the pillars extend vertically in parallel. In this state, it functions as a reinforcing structure for the side surface of the cylindrical portion 11. Further, since the fin 13 extends in the vertical direction, it plays a role of releasing the heat generated by the motor 5 upward, particularly when the vehicle speed is low or when the vehicle is stopped.

  Thus, by providing the fin 13 extending in the vertical direction on the side surface of the cylindrical portion 11, the strength against the vertical force is improved without changing the cross-sectional thickness of the cylindrical portion 11, and the motor 5 is Can be cooled.

  The aspect according to the third embodiment may be combined with the aspect according to the first embodiment. That is, the thickness of the cylindrical portion 11 may be increased at the side portions 11a and 11b, and the fins 13 may be further provided outside the side portion. In the embodiment of the first embodiment, further strength reinforcement and a cooling effect of the motor can be expected.

  In addition, in such a combination mode, in the cylindrical portion 11 of the motor housing 10 according to the first embodiment, the fins 13 may be formed by cutting grooves in the side portions 11a and 11b that are configured to be thick. Good. The cooling effect of the motor 5 can be added without expanding the space outside the motor housing 10.

<Example 4>
Next, the in-wheel motor 100 which concerns on Example 4 is demonstrated using FIG. FIG. 7 is a perspective view of the cover portion 12 of the motor housing 10 of the in-wheel motor 100 according to the fourth embodiment.

  FIG. 7A shows the outside of the cover portion 12, and FIG. 7B shows the inside of the cover portion 12. In FIG. 7A, fins 14 extending in the vertical direction are provided outside the cover portion 12. In this way, by forming the fins 14 extending in the vertical direction, as described in the third embodiment, it plays the role of the vertical column and can reinforce the strength against resistance in the vertical direction. it can. On the other hand, the fin 14 also functions to cool the motor 5 from the cover portion 12 as a cooling fin.

  On the other hand, FIG. 7B shows a state in which the left and right fins 15 are formed inside the cover portion 12. Since the inside of the cover portion 12 is sealed and does not communicate with the outside, the fin 15 provided inside the cover portion 12 cannot release heat to the outside, and the role as a cooling fin is Doesn't do much. However, since the fins 15 are provided in the direction orthogonal to the outer fins 14, the fins 14 can serve as pillars, and the strength of the cover portion 12 in the vertical direction can be increased.

  In this way, by providing the fins 14 and 15 that are orthogonal to each other on the outer side and the inner side of the cover part 12, it is possible to configure a reinforcing structure that acts as a support for each other and to increase the strength of the cover part 12 as a whole. And since the cover part 12 is fixed so that the cylindrical part 11 of the motor housing 10 may cover as shown in FIG. 1, the cover part 12 can play a role as a support | pillar of the cylindrical part 11. The deformation of the motor housing 10 can be reduced with respect to the vertical force from the upper mounting portion 21 and the lower mounting portion 22.

  In this way, in the case of a configuration in which the vertical and horizontal fins 14 and 15 are combined, the strength of the cover 12 is improved in all directions, so the direction of the outer fins 14 is the vertical direction. In addition, the horizontal direction may be used, or an angle may be added to the diagonal direction.

  FIG. 8 is a view showing a state in which the fins 14 outside the cover portion 12 are provided in the horizontal direction. In this case, the fins 15 inside the cover portion 12 are provided in a vertical direction substantially orthogonal to the fins 14 (not shown). In FIG. 8, when the fins 14 outside the cover portion 12 are provided horizontally, the traveling wind while the vehicle is traveling passes between the fins 14 and the cooling effect is enhanced. Therefore, in a vehicle in which the heat of the motor 5 during traveling is likely to be a problem, it is preferable that the outer fins 14 be provided horizontally as shown in FIG.

  On the other hand, FIG. 9 is a diagram showing a case where the outer fins 14 of the cover portion 12 are provided vertically. In the case as shown in FIG. 9, the heat dissipation efficiency of the motor 5 is high when the vehicle speed is low or when the vehicle is stopped. Therefore, it is preferable to provide a configuration in which the fins 14 outside the cover portion 12 are provided in a substantially vertical direction as shown in FIG. 9 for a vehicle in which the heat of the motor 5 is more problematic when the vehicle speed is low.

  As described above, the mode of the cover portion 12 of the motor housing 10 according to FIG. 8 and the mode of the cover portion 12 of the motor housing 10 according to FIG. 9 differ in suitable modes depending on the vehicle speed. Depending on the case, an appropriate mode may be selected and configured as appropriate.

  FIG. 10 shows a modification in which the modes of FIGS. 8 and 9 are combined. FIG. 10A is a front view of the outside of the cover portion 12 of the motor housing 10. In FIG. 10A, the fins 14 provided on the outer surface of the cover portion 12 are provided in a direction slightly inclined upward with respect to the traveling direction. By configuring in this way, it is possible to ensure a certain degree of heat radiation efficiency even when the traveling wind during traveling passes sufficiently and the vehicle speed decreases. Thus, since the angle of the fin 14 with high cooling efficiency differs depending on the type and nature of the vehicle, the fin 14 may be formed with an appropriate inclination according to the vehicle.

  FIG.10 (b) is the figure which showed the state inside the cover part 12 which concerns on Fig.10 (a). In FIG. 10B, fins 15 are also provided on the inner side of the cover portion 12, and are provided in a direction substantially orthogonal to the outer fins 14. Thus, even when the outer fins 14 of the cover portion 12 are angled, the inner fins 15 are preferably provided so as to be substantially orthogonal to the outer fins 14. This is because the outer fins 14 and the inner fins 15 are substantially orthogonal to each other, thereby forming a cross structure and playing the role of each other's struts, thereby increasing the resistance strength of each other. Further, since the entire cover portion 12 is stretched around in a cross structure, a relatively strong strength can be maintained even with respect to a force input obliquely to the fins 14 and 15. Therefore, the fins 14 and 15 of the cover portion 12 may be configured to be inclined with respect to the horizontal direction or the vertical direction as shown in FIG.

  In addition, you may combine the aspect of Example 4 with the aspect of Example 1-3. The cylindrical portion 11 of the motor housing 10 is configured by changing the cross-sectional thickness, or the fin 13 extending vertically is provided on the side portion of the cylindrical portion 11, and the cover portion 12 is also substantially orthogonal to the outside and the inside. If the fins 14 and 15 to be provided are provided, further reinforcing effect and cooling effect can be expected.

  Needless to say, in both Example 3 and Example 4, various suitable materials and shapes of the fins 13, 14, and 15 may be applied depending on the type and form of the vehicle.

  The preferred embodiments of the present invention have been described in detail above. However, the present invention is not limited to the above-described embodiments, and various modifications and substitutions can be made to the above-described embodiments without departing from the scope of the present invention. Can be added.

It is the side view which looked at the in-wheel motor 100 concerning this example from the inner side of a wheel. It is the perspective view which showed the knuckle 20 of the in-wheel motor 100 which concerns on Example 1. FIG. It is a perspective view of the in-wheel motor 100 of the aspect different from Example 1. FIG. 6 is a cross-sectional view of a cylindrical portion 11 of an in-wheel motor 100 according to Embodiment 2. FIG. FIG. 6 is a cross-sectional view of a cylindrical portion 11 according to a second embodiment, which is different from that in FIGS. It is a perspective view of the knuckle 20 of the in-wheel motor 100 which concerns on Example 3. FIG. It is a perspective view of the cover part 12 of the motor housing 10 of the in-wheel motor 100 which concerns on Example 4. FIG. FIG. 7A is a perspective view of the outside of the cover portion 12. FIG. 7B is a perspective view of the inside of the cover portion 12. It is the figure which showed the state which provided the fin 14 of the outer side of the cover part 12 in the horizontal direction. It is the figure which showed the case where the fin 14 of the outer side of the cover part 12 was provided vertically. It is the modification which combined the aspect of FIG.8 and FIG.9. FIG. 10A is a front view of the outside of the cover portion 12 of the motor housing 10. FIG.10 (b) is the figure which showed the state inside the cover part 12 which concerns on Fig.10 (a).

Explanation of symbols

DESCRIPTION OF SYMBOLS 5 Motor 6 Stator 7 Rotor 8 Rotating shaft 10 Motor housing 11, 11a-11j Cylindrical part 12 Cover part 13, 14, 15 Fin 20 Knuckle 21 Upper attachment part 22 Lower attachment part 23 Main part 30 Upper arm 40 Attachment member 31, 41 , 42 Ball joint 50 Lower arm 60 Brake caliper 100 In-wheel motor 150 Wheel

Claims (6)

A motor,
A substantially cylindrical motor housing that houses the motor;
An in-wheel motor having an attachment portion connected to a suspension device in a vertical direction of the motor housing,
The in-wheel motor according to claim 1, wherein the motor housing has a reinforcing structure against a force in a vertical direction so as to reduce deformation of the motor housing due to an input from the suspension device to the mounting portion.   2. The in-wheel motor according to claim 1, wherein the reinforcing structure is a structure in which a thickness of a side portion of a cylindrical portion of the motor housing is thicker than other portions.   The reinforcing structure is substantially linearly symmetric in the vertical direction of the cylindrical portion of the motor housing, and the thickness at a position obtained by dividing the circumference of the cylindrical portion into approximately three equal parts is thicker than other portions. The in-wheel motor according to claim 1.   3. The in-wheel motor according to claim 1, wherein the reinforcing structure is a structure in which fins extending in a vertical direction are provided outside a side portion of a cylindrical portion of the motor housing.   The in-wheel according to any one of claims 1 to 4, wherein the reinforcing structure is a structure in which fins are provided in directions substantially orthogonal to each other on an outer side and an inner side of a cover portion of the motor housing. motor.   The in-wheel motor according to claim 5, wherein the fins are provided in a substantially vertical direction and a substantially horizontal direction.

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