JP5948945B2 - In-wheel motor unit and air pressure adjusting device - Google Patents

Description

  The present invention relates to an in-wheel motor unit and an air pressure adjusting device including a mechanism for changing the air pressure of a pneumatic tire.

  The air pressure adjusting device is a device that adjusts the air pressure of a pneumatic tire mounted on a vehicle. The air pressure adjusting device adjusts the air pressure of the pneumatic tire based on the target air pressure calculated based on the vehicle traveling conditions (for example, vehicle speed, traveling road, road surface condition, etc.) while the vehicle is traveling. Thereby, the running performance and fuel consumption of the vehicle are improved.

  As an air pressure adjusting device, there is an air pressure adjusting system including an air supply device described in Patent Document 1. The air pressure adjusting system described in Patent Literature 1 includes a mechanism for supplying air to a pneumatic tire, and has an air passage for introducing compressed air into the pneumatic tire inside the hub unit and the wheel. .

  In recent years, a vehicle including a so-called in-wheel motor that rotates a pneumatic tire by connecting a rotor and a wheel of a motor serving as a driving source has been proposed.

JP 2009-056948 A

  Here, in the air pressure adjusting system described in Patent Document 1, the air pressure of the pneumatic tire may not be sufficiently adjusted. The same applies to the case where the pneumatic tire is driven by the in-wheel motor, that is, the case where the air pressure adjusting device is used for the vehicle using the in-wheel motor as a drive source. An object of the present invention is to provide an in-wheel motor unit and an air pressure adjusting device capable of adjusting the air pressure of a pneumatic tire with higher responsiveness.

  In order to achieve the above object, the present invention provides an in-wheel motor unit that supports and rotates a wheel connected to a pneumatic tire, the rotor connected to the wheel, a stator, and the wheel connected to the wheel of the rotor. An opening is formed in at least one place on the surface to be connected, and an air passage connected to the air chamber of the pneumatic tire via the wheel is provided.

  Moreover, it is preferable that the said rotor is arrange | positioned outside the said stator.

  Moreover, it is preferable to further have an open valve that is disposed in the air passage and discharges the air in the air passage to the outside.

  Moreover, it is preferable that the said release valve discharges the air in the said air path toward the space where the said rotor and the said stator are arrange | positioned.

  The rotor covers the outer periphery of the stator, forms a space between the rotor and the stator, is disposed in a space between the rotor and the stator, and discharges air in the space to the outside It is preferable to further have an open valve.

  The air passage has a first opening formed in at least one portion of a surface connected to the wheel, and is connected to an air pipe for supplying joint air to supply intake air to the wheel from the first opening. A second opening is formed in at least one portion of the first air passage and a surface connected to the wheel, and is connected to an air pipe for discharging the joint air, and the wheel air is collected from the second opening. And a second air passage.

  In order to achieve the above object, the present invention provides an air pressure adjusting device comprising: the in-wheel motor unit according to any one of the above; and a wheel that is connected to the in-wheel motor unit and supports a pneumatic tire. The wheel includes a hub mounting portion that is connected to the in-wheel motor unit, a rim portion that supports the pneumatic tire, an opening that is connected to an opening of the air passage of the in-wheel motor, and the rim portion A wheel air passage that connects an opening formed in the outer peripheral surface of the wheel air passage.

  Moreover, it is preferable that the said wheel has a spoke which connects the said hub attachment part and the said rim | limb part, and the said wheel air path is formed in the inside of the said spoke.

  Further, it is preferable that the wheel has a disk that connects the hub mounting part and the rim part, and the wheel air passage is formed inside the disk.

  In the wheel, the hub mounting portion has a plurality of bolt holes and is attached to the in-wheel motor unit via bolts inserted into the bolt holes, and the wheel air passage is connected to the in-wheel motor. An opening connected to the opening of the air passage is formed in the attachment surface of the hub attachment portion, and the bolt hole and the opening portion of the wheel air passage are alternately arranged around the rotation axis of the hub attachment portion. It is preferable.

  The wheel opens the wheel air passage when the in-wheel motor unit is attached to the hub mounting portion of the wheel air passage, and closes the wheel air passage when detached from the in-wheel motor unit. It is preferable to provide an air connection valve.

  The wheel preferably has two or more types of cross-sectional shapes of the opening on the rim portion side of the first wheel air passage and the second wheel air passage.

Moreover, when the flow path cross-sectional area of the said wheel air path is set to S, it is preferable that the said flow path cross-sectional area S is 100 [mm < ² >] <= S <= 3000 [mm < ² >].

  The wheel preferably has a radial width A of 35 [mm] ≦ A ≦ 100 [mm] where A is the radial width of the mounting surface of the hub mounting portion.

  Preferably, the in-wheel motor unit has a joint that is coupled to a surface on which the opening is formed, and the joint is a rotary joint that includes an air passage connected to the opening of the in-wheel motor unit. .

  Further, it is connected to the opening of the in-wheel motor unit, supplies air to the opening, discharges air from the opening, and pressurizes and depressurizes the air pressure of the pneumatic tire mounted on the wheel. And a pressure sensor for detecting the air pressure of the pneumatic tire, and a control unit for driving and controlling the pressure increasing / decreasing unit based on an output signal of the pressure sensor.

  The in-wheel motor unit further includes a compressor disposed on a rotation shaft of the rotor and rotating together with the rotor. The compressor is connected to the opening of the in-wheel motor unit, and is connected to the air passage. Is preferably supplied.

  According to the present invention, the supply of air to the pneumatic tire and the discharge of air from the pneumatic tire can be realized with high responsiveness, and the pneumatic pressure of the pneumatic tire can be adjusted with higher responsiveness. There is an effect that can be done.

FIG. 1 is a configuration diagram showing a schematic configuration of an air pressure adjusting device according to an embodiment of the present invention. FIG. 2 is an explanatory view showing the wheel shown in FIG. FIG. 3 is an explanatory diagram illustrating the wheel illustrated in FIG. 1. FIG. 4 is an explanatory view showing the wheel shown in FIG. FIG. 5 is a configuration diagram illustrating a schematic configuration of an air pressure adjusting device according to another embodiment. FIG. 6 is a configuration diagram showing a schematic configuration of an air pressure adjusting device according to another embodiment. FIG. 7 is an explanatory view showing the wheel shown in FIG. FIG. 8 is an explanatory view showing the wheel shown in FIG. FIG. 9 is an axial sectional view showing the air connection valve of the wheel shown in FIG. 6. FIG. 10 is a configuration diagram illustrating a schematic configuration of an air pressure adjusting device according to another embodiment. FIG. 11 is a configuration diagram illustrating a schematic configuration of an air pressure adjusting device according to another embodiment. FIG. 12 is a configuration diagram illustrating a schematic configuration of an air pressure adjusting device according to another embodiment. FIG. 13: is a block diagram which shows schematic structure of the air pressure adjusting device of other embodiment. FIG. 14 is an explanatory view showing the wheel shown in FIG. FIG. 15 is an explanatory view showing a wheel of another example.

  Hereinafter, the present invention will be described in detail with reference to the drawings. Note that the present invention is not limited to the embodiments. Further, the constituent elements of this embodiment include those that can be replaced while maintaining the identity of the invention and that are obvious for replacement. In addition, a plurality of modifications described in this embodiment can be arbitrarily combined within a range obvious to those skilled in the art.

[Air pressure adjusting device]
FIG. 1 is a configuration diagram showing a schematic configuration of an air pressure adjusting device according to an embodiment of the present invention. FIG. 1 shows an air pressure adjusting device 1 mounted on a vehicle (not shown).

  As shown in FIG. 1, the air pressure adjusting device 1 is a device that adjusts the air pressure of the air chamber 101 of the pneumatic tire 10. The pressure adjusting unit 2, the pressure sensor 3, the wheel 4, the control unit 5, An in-wheel motor unit 6 having a rotor 6R and a stator 6S and a joint 13 are provided. Here, the case where the air pressure adjusting device 1 adjusts the air pressure of the pneumatic tire 10 mounted on the vehicle will be described. Further, in this case, a system that rotates together with the rotor 6R, the wheel 4 and the pneumatic tire 10 of the in-wheel motor unit 6 of the vehicle when the vehicle travels is referred to as a rotating system, and the stator 6S and the vehicle body of the in-wheel motor unit 6 of the vehicle. The side system is called the stationary system. In the air pressure adjusting device 1, the in-wheel motor unit 6 and the wheel 4 connected to the pneumatic tire 10 also have functions as an in-wheel motor unit and a wheel of the vehicle.

  In a vehicle including the air pressure adjusting device 1, a pneumatic tire 10 is mounted on the wheel 4. The wheel 4 is supported by an in-wheel motor unit 6. A brake rotor 12 is connected to the in-wheel motor unit 6. A joint 13 is connected to the in-wheel motor unit 6. Furthermore, in the in-wheel motor unit 6, the stator 6S is supported by the vehicle body via a support mechanism. The joint 13 is disposed on the same rotational axis as the in-wheel motor unit 6. The joint 13 is in contact with the surface of the in-wheel motor unit 6 opposite to the surface in contact with the wheel 4. The joint 13 is a shaft joint such as a rotary joint or a rotary seal, and maintains a state where it is connected to an air passage 111 (described later) formed in the in-wheel motor unit 6 even when the in-wheel motor unit 6 is rotating. A possible air passage is formed. The support mechanism is a stationary system. The support mechanism is a suspension or the like, and reduces vibration transmitted during traveling between the pneumatic tire 10 and the in-wheel motor unit 6 and the vehicle body.

[In-wheel motor unit]
The in-wheel motor unit 6 is a drive source that rotates the wheel 4 and the pneumatic tire 10. The in-wheel motor unit 6 also has a function as a hub unit of the pneumatic tire 10.

  The in-wheel motor unit 6 is an outer rotor type electric motor in which the rotor 6R is disposed outside the stator 6S. The in-wheel motor unit 6 is used in a so-called in-wheel motor system that is attached to a vehicle support mechanism (suspension device). The rotor 6 </ b> R includes a rotor case 61 that is an annular structure, and a permanent magnet 62 that is attached to the inner periphery of the rotor case 61. In the permanent magnet 62, S poles and N poles are alternately arranged in the circumferential direction of the rotor case 61. A shaft 65 is attached to the center of the rotor case 61.

  The stator 6S is disposed inside the permanent magnet 62 included in the rotor 6R. The stator 6 </ b> S has a plurality of coils 63 provided on the outer periphery of the stator body 64. The stator body 64 has a bearing 66 at the center. The shaft 65 described above is supported by the stator main body 64 via the bearing 66. With such a structure, the rotor 6R can rotate around the stator main body 64 around the rotation axis. In the present embodiment, the wheel 4 is attached to the shaft 65 of the rotor 6R.

  The shaft 65 is disposed in a region including the rotation axis and is connected to the joint 13. The shaft 65 has an air passage 111 formed in a region including the rotation axis. The air passage 111 is a space formed inside the shaft 65. The air passage 111 has a concentric shape around the rotation axis. The air passage 111 is closed by a joint 13 on the surface opposite to the wheel 4 side. The air passage 111 is connected to the air pipe 24 via an air passage formed in the joint 13. The shaft 65 has an air passage 112 that connects the air passage 111 and the air passage 44. The air passage 112 is a pipe having one end connected to the air passage 111 and the other end connected to the air pipe 44. The number of the air passages 112 in the present embodiment may correspond to the number of the air passages 44. Air passages 111 and 112 formed in the shaft 65 are connected to the air passage 44 and the air pipe 24.

  The pressurizing / depressurizing unit 2 is a device that pressurizes and depressurizes the air filled in the pneumatic tire 10. The pressure increasing / decreasing unit 2 includes a pressurizing pump 21, a valve device 22, an air tank 23, and an air pipe 24. The pressure increasing / decreasing unit 2 is installed in a stationary system.

  The pressurizing pump 21 is a pump that introduces outside air to generate compressed air, and is connected to the air pipe 24. The valve device 22 is installed in the air pipe 24. The valve device 22 is a valve that opens and closes the air pipe 24. The air tank 23 is disposed between the pressurizing pump 21 and the valve device 22 in the air pipe 24. The air tank 23 is a tank that stores compressed air. The air tank 23 is supplied with air from the pressurizing pump 21 to increase the amount of stored air, and the internal pressure is increased. When the valve device 22 is opened, the air tank 23 supplies air from the air pipe 24 to the air passage 111 or collects air inside the air passage 111. The air pipe 24 is connected to the air chamber 101 of the pneumatic tire 10 through the air passage of the joint 13, the air passage 111 of the in-wheel motor unit 6, and the air passage 44 of the wheel 4. The air passage 44 of the wheel 4 will be described later.

  The pressurizing / depressurizing unit 2 may be configured such that a part of the air pipe 24 is installed in the rotating system of the vehicle, and the pressurizing pump 21, the valve device 22, and a part of the air pipe 24 are installed in the stationary system. In this case, the joint 13 rotates following the shaft 65 of the in-wheel motor unit 6. The joint 13 may be rotated at a reduced angular velocity with respect to the shaft 65. The boundary between the rotating system portion and the stationary system portion of the air pipe 24 may be via a rotary joint like the joint 13 and the in-wheel motor unit 6 described above, or connected via an air universal joint. May be. Thereby, the air piping 24 can maintain the state connected even during rotation of the rotating system.

  The pressurizing / decompressing unit 2 is not limited to this embodiment, and all the mechanisms may be arranged in the rotating system, or the valve device 22 may be arranged in the rotating system. The air pressure adjusting device 1 and the vehicle serve as a mechanism for rotating the joint 13 when a part of the air pipe 24 of the pressure increasing / decreasing unit 2 is disposed in the rotating system. The air pressure adjusting device 1 and the vehicle may be configured such that the joint 13 is not provided when a part of the air pipe 24 of the pressure increasing / decreasing unit 2 is disposed in the rotating system. In addition, the air pipe 24 may have an air passage formed in the joint 13 as a part of each air pipe. Here, when the corresponding wheel is a drive wheel, the vehicle may be configured to rotate integrally with the in-wheel motor unit 6 using the joint 13 as a drive shaft. In this case, the joint 13 is connected to another joint, the connecting portion is connected by a rotary joint or the like, and the air pipe is connected.

  The pressure sensor 3 is a sensor that detects the air pressure of the air chamber 101 of the pneumatic tire 10, and is installed on the wheel 4 and rotates together with the wheel 4. The pressure sensor 3 only needs to be able to detect the air pressure in the air chamber 101, and the arrangement position is not limited to this. The pressure sensor 3 may be provided in a pipe connected to the air chamber 101, for example, in the air passages 44, 111, 112, the air pipe 24, and the like. That is, the air pressure adjusting device 1 only needs to be able to detect the pressure of the air chamber 101 (the pressure at which the pressure of the air chamber 101 can be calculated), and the pressure sensor 3 may be disposed in a stationary system.

[wheel]
The wheel 4 is a vehicle wheel that is installed in a vehicle with the pneumatic tire 10 attached thereto, and is bolted and fixed to an in-wheel motor unit 6 of the vehicle. 2 and 3 are explanatory views showing the wheel 4 shown in FIG. FIG. 4 is an explanatory view showing the wheel shown in FIG. FIG. 2 is a plan view of the outer side of the wheel 4, and FIG. 3 is a plan view of the inner side of the wheel 4.

  The wheel 4 includes a rim portion 41, a hub mounting portion 42, and a connecting portion 43 (see FIG. 2). The wheel 4 is made of, for example, cast aluminum, forged aluminum, resin, a composite of resin and aluminum, or the like. In particular, when a resin is used, it is preferably made of a resin containing reinforcing short fibers, and the resin is more preferably made of a thermosetting resin.

  The rim portion 41 has an annular structure, and has flanges 411 on the left and right edges (see FIG. 4). The pneumatic tire 10 is fitted to the flange 411 and attached to the wheel 4 (see FIG. 1). In the inflated state of the pneumatic tire 10, an air chamber 101 is formed between the outer peripheral surface of the rim portion 41 and the inner peripheral surface of the pneumatic tire 10.

  The hub attachment portion 42 has an annular structure and constitutes the rotating shaft of the wheel 4 (see FIGS. 2 and 3). The wheel 4 is attached to the in-wheel motor unit 6 of the vehicle with the end surface on the inner side of the hub attachment portion 42 as an attachment surface (see FIG. 1). The hub attachment portion 42 has a plurality of bolt holes 421 and is attached to the in-wheel motor unit 6 of the vehicle via bolts inserted into these bolt holes 421.

  The connection part 43 is a part which connects the rim | limb part 41 and the hub attachment part 42, for example, is comprised from the some spoke 431 (refer FIG.2 and FIG.3) or the single disk (illustration omitted). When the connection part 43 consists of a plurality of spokes 431, it is preferable that four or more spokes 431 are arranged. For example, in the configuration of FIGS. 2 and 3, the wheel 4 is a spoke wheel, and the connecting portion 43 has five spokes 431 extending radially.

[Air passage of wheel]
The wheel 4 has air passages 44 that penetrate the connecting portion 43 and open to the outer peripheral surface of the rim portion 41 and the mounting surface of the hub mounting portion 42, respectively (see FIGS. 2 and 3).

  The air passage 44 constitutes a part of an air passage that connects the pressure-increasing / decreasing portion 2 of the air pressure adjusting device 1 and the air chamber 101 of the pneumatic tire 10 (see FIG. 1). The air passage 44 serves as an air introduction path from the pressurization / decompression unit 2 to the air chamber 101 (when the air pressure of the pneumatic tire 10 is increased), and an air discharge path (pneumatic tire) from the air chamber 101 to the outside. 10).

  In the configuration in which the connecting portion 43 includes a plurality of spokes 431 (see FIG. 2) as in the present embodiment, it is preferable to form the air passage 44 inside the spoke 431. By providing the air passage 44 inside the plurality of spokes 431, a necessary flow passage cross-sectional area can be appropriately ensured. Moreover, the air pressure adjusting device 1 should just form the air path 44 in the inside of a disk, when the connection part 43 is a disk.

  In the configuration shown in FIGS. 2 and 3, the connecting portion 43 of the wheel 4 is composed of five spokes 431, and these spokes 431 have air passages 44 that are independent from each other (see FIG. 2). Specifically, each spoke 431 has a hollow structure, and thus has an air passage 44 therein. Further, each air passage 44 opens at the base of the flange 411 on the outer side of the rim portion 41 in the outer peripheral surface of the rim portion 41 (see FIG. 2). At this time, each air passage 44 is arranged with the edge of the opening along the outer peripheral surface of the rim 41 while the direction of the opening is directed from the outer side to the inner side of the rim 41. Accordingly, each air passage 44 is configured such that the air introduced into the air chamber 101 from each air passage 44 flows along the outer peripheral surface of the rim portion 41.

  Further, air passages 44 of the respective spokes 431 are opened on the mounting surface of the hub mounting portion 42 (see FIG. 2). Further, a bolt hole 421 for bolting the hub mounting portion 42 to the in-wheel motor unit 6 of the vehicle is formed. Further, the number of openings of the air passage 44 and the number of bolt holes 421 are the same. Further, the openings of these air passages 44 and the bolt holes 421 are arranged alternately and at equal intervals around the rotation axis of the hub mounting portion 42.

[Control unit]
Returning to FIG. 1, the description of the air pressure adjusting device 1 will be continued. The control unit 5 includes a signal relating to the target air pressure of the pneumatic tire 10 (for example, a signal from a vehicle ECU (Electronic Control Unit) or a dedicated air pressure control device mounted on the vehicle), a signal from the pressure sensor 3, Is a unit that controls the drive of the pressurizing pump 21 and the valve device 22 of the pressurizing and depressurizing unit 2. The control unit 5 includes, for example, a CPU (Central Processing Unit), a RAM (Random Access Memory), a ROM (Read Only Memory), and the like. The control unit 5 is installed in a stationary system of the vehicle, and is electrically connected to the pressure pump 21, the valve device 22, and the pressure sensor 3 in the rotating system. Thereby, a signal transmission path between the control unit 5 and the pressurizing pump 21, the valve device 22 and the pressure sensor 3 is secured, and the pressurizing pump 21 and the valve device 22 are connected from a battery (not shown) in the vehicle body. In addition, a power supply path to the pressure sensor 3 is secured.

  The control unit 5 is connected to the pressurizing pump 21 and the valve device 22 through various wirings and connection terminals. The control unit 5 is electrically connected to the pressure sensor 3 in the rotating system through a terminal, a plurality of sets of stationary terminals, rotating terminals, and the like. Specifically, the terminal and each stationary terminal are installed in the stationary system of the vehicle. Each stationary terminal is formed of an annular conductor, and is arranged and supported on the terminal. Moreover, the rotation terminal of the pressure sensor 3 is installed in the rotation system of the vehicle. In addition, each stationary terminal and each rotating terminal are slidably connected to each other via a slip ring structure. This ensures electrical connection between the control unit 5 in the stationary system and the pressure sensor 3 in the rotating system when the vehicle is traveling. When the pressurizing pump 21 and the valve device 22 are arranged in a rotating system, the control unit 5 is electrically connected to each other through a terminal, a plurality of sets of stationary terminals, rotating terminals, and the like, similarly to the pressure sensor 3. .

  In the air pressure adjusting device 1, a vehicle ECU (Electronic Control Unit) or a dedicated air pressure control device (not shown) mounted on the vehicle controls a signal applied to the target air pressure of the pneumatic tire 10 while the vehicle is running. Input to part 5. This target air pressure is appropriately set according to the vehicle running conditions (for example, vehicle speed, travel path, road surface condition, etc.). Then, the control unit 5 drives and controls the pressurization pump 21, the valve device 22, and the valve device 26 of the pressure increasing / decreasing unit 2 based on the signal concerning the target air pressure and the signal from the pressure sensor 3. Thereby, the air pressure of the pneumatic tire 10 is adjusted, and the running performance and fuel consumption of the vehicle are improved.

  For example, when the air pressure adjusting device 1 increases the air pressure of the pneumatic tire 10, the control unit 5 drives the pressurizing pump 21. Then, the pressurizing pump 21 generates compressed air, and the compressed air is stored in the air tank 23. Note that the air pressure adjusting device 1 may be in a state in which the pressurized pump 21 is driven in advance and the compressed air is stored in the air tank 23. The air pressure adjusting device 1 opens the valve device 22 by the control unit 5 in a state where compressed air is stored in the air tank 23. When the air pressure adjusting device 1 opens the release valve 22, the compressed air in the air tank 23 passes through the air pipe 24, the air passage 111 of the in-wheel motor unit 6, and the air passage 44 of the wheel 4. To be supplied. When the actual air pressure in the air chamber 101 becomes the target air pressure, the control unit 5 closes the valve device 22. The air pressure adjusting device 1 stops the pressurizing pump 21.

  When the air pressure adjusting device 1 decreases the air pressure of the pneumatic tire 10, the control unit 5 opens the valve device 22 and stops the pressurizing pump 21. Then, the air in the air chamber 101 is discharged through the air passage 44 b of the wheel 4, the air passage 111 of the in-wheel motor unit 6, the air tank 23 and the air pipe 24. When the actual air pressure in the air chamber 101 becomes the target air pressure, the control unit 5 closes the valve device 22. In this way, the air pressure adjusting device 1 controls the supply of air to the air chamber 101 of the pneumatic tire 10 and the discharge of air from the air chamber 101 of the pneumatic tire 10 by the pressure increasing / decreasing unit 2. The increase or decrease of air pressure can be adjusted.

  The air pressure adjusting device 1 may include a plurality of sets of units each including the above-described pressurizing / decompressing unit 2, pressure sensor 3, wheel 4, in-wheel motor unit 6, and joint 13. For example, when the air pressure adjusting device 1 is applied to a four-wheeled vehicle, units each including a pressure-increasing / decreasing unit 2, a pressure sensor 3, a wheel 4, an in-wheel motor unit 6, and a joint 13 are installed on each wheel. Further, one control unit 5 installed in the vehicle body controls driving of each pressure increasing / decreasing unit 2 based on a signal from each pressure sensor 3. Thereby, the air pressure of the pneumatic tire 10 attached to each wheel can be controlled simultaneously and independently. In the case where the vehicle is a four-wheeled person, the air pressure adjusting device 1 uses the control unit 5, the pressure pump 21, and the air tank 23 as one common, and other mechanisms, an open valve 25, air pipes 24, 25, etc., respectively. A combination of the wheel 4 and the pneumatic tire 10 may be provided. A part of the air pipe 24, that is, a pipe connected to the pressurizing pump 21 and the air tank 23 may be shared.

  The air pressure adjusting device 1 has the above-described configuration. The air pressure adjusting unit 2 enters the air chamber 101 of the pneumatic tire 10 through the air passage 44 of the wheel 4 and the air passages 111 and 112 of the in-wheel motor unit 6. The air pressure of the pneumatic tire 10 can be adjusted with high responsiveness by supplying air or exhausting air from the air chamber 101. Moreover, the air pressure adjusting device 1 can reduce the air pressure of the pneumatic tire 10 according to the running state by allowing the air pressure of the pneumatic tire 10 to be decreased in addition to increasing the air pressure.

  The wheel 4 of the air pressure adjusting device 1 is formed by connecting a rim portion 41 and a hub mounting portion 42 via a connecting portion 43 (see FIG. 2). Further, the wheel 4 is mounted with the pneumatic tire 10 on the rim portion 41 and is attached to the in-wheel motor unit 6 of the vehicle at the hub attachment portion 42 (see FIG. 1). The wheel 4 includes air passages 44 that pass through the connecting portion 43 and open to the outer peripheral surface of the rim portion 41 and the mounting surface of the hub mounting portion 42.

  In such a configuration, when the air pressure of the pneumatic tire 10 is increased, the air passage 44 of the wheel 4 serves as an air introduction path from the outside (the pressure increasing / decreasing unit 2 of the air pressure adjusting device 1) to the air chamber 101, and the air When the air pressure of the entering tire 10 is reduced, it becomes a discharge path for air from the air chamber 101 to the outside (see FIG. 1). As a result, the air passage 44 that can flow in both directions is formed inside the connecting portion 43, so that the configuration of the wheel 4 is simplified compared to a configuration in which a pipe for the air passage is disposed outside the wheel. There are advantages you can do.

  The wheel 4 includes a plurality of air passages 44 that are independent of each other (see FIG. 3). As a result, even when any one of the air passages 44 is blocked, air can be circulated through the other air passages 44, so that there is an advantage that a fail-safe function can be realized.

  Even if the air pressure adjusting device 1 has a configuration in which the wheel 4 and the pneumatic tire 10 are mounted on the in-wheel motor unit 6, the air flow paths 111 and 112 are provided inside the shaft 65 of the in-wheel motor unit 6. The same effects as in the above embodiment can be obtained.

  In the air pressure adjusting device 1, the in-wheel motor unit 6 is an outer rotor type in which the rotor 6R is disposed on the outer peripheral side, so that the drive mechanism (rotor, stator, and speed reduction mechanism) of the in-wheel motor unit 6 is located on the center side of the rotating shaft. ) Can be provided. Thereby, the air flow paths 111 and 112 can be suitably arranged on the rotation axis center side. Moreover, the air pressure adjusting device 1 can be provided with a large volume air flow path 111 inside the shaft 65 by adopting an outer rotor type, and supply to the air chamber 101 and discharge of air from the air chamber 101 are high. It can be done with responsiveness.

  Further, in the air pressure adjusting device 1, the connecting portion 43 of the wheel 4 has the spoke 431 and the air passage 44 inside the spoke 431. Thereby, there exists an advantage which can form the air path 44, without impairing the external appearance of the wheel 4. FIG.

  In the air pressure adjusting device 1, the connecting portion 43 of the wheel 4 has a disk and an air passage 44 inside the disk. Thereby, there exists an advantage which can form the air path 44, without impairing the external appearance of the wheel 4. FIG.

  In the wheel 4, the hub attachment portion 42 has a plurality of bolt holes 421 and is attached to the in-wheel motor unit 6 of the vehicle via bolts inserted into the bolt holes 421 (see FIG. 1). Further, the connecting portion 43 has a plurality of air passages 44. Further, the bolt holes 421 and the openings of the air passages 44 are alternately arranged around the rotation axis of the hub attachment portion 42 on the attachment surface of the hub attachment portion 42. In such a configuration, the bolt holes 421 and the openings of the air passage 44 are alternately arranged around the rotation axis of the hub mounting portion 42, so that the rigidity of the hub mounting portion 42 is ensured appropriately, and the hub mounting portion 42 is also secured. There is an advantage that the bolt tightening work becomes easier.

  The air pressure adjusting device 1 may use air other than the atmosphere as air supplied to the pneumatic tire 10. In this case, as air to be supplied to the pneumatic tire 10, that is, air to be filled in the pneumatic tire 10, helium having a high thermal conductivity, heliox which is a mixed gas of helium and oxygen, and a mixed gas of helium, oxygen and nitrogen You may use the trimix which is. By using a gas having high thermal conductivity, the performance as a cooling mechanism can be enhanced.

  FIG. 4 is an explanatory view showing the wheel 4 shown in FIG. This figure shows a Y sectional view (solid line portion) and a Z sectional view (broken line portion) of the opening on the rim portion 41 side in the air passage 44 of the wheel 4 shown in FIG.

  As described above, in the configuration of FIG. 2, the air passage 44 has a plurality of openings on the outer peripheral surface of the rim portion 41. At this time, it is preferable that the openings of the air passages 44 have different cross-sectional shapes. Thereby, the frequency of the air column resonance sound resulting from the installation of the air passage 44 is dispersed, and the noise level is reduced.

  For example, in the configuration of FIG. 4, the openings of the air passages 44 have different opening cross-sectional areas and pipe lengths, and are arranged with their opening directions different from each other. At this time, there is no change in the wall shape on the outer side of the wheel 4, and the openings of the air passages 44 are different from each other by changing the internal shape of the rim portion 41 and the wall shape on the inner side of the connecting portion 43. It has a shape. On the other hand, the flow rate of each air passage 44 is set to be the same by setting the minimum value of the cross-sectional area of each air passage 44 to be constant.

  As described above, the air passage 44 has a plurality of openings on the outer peripheral surface of the rim portion 41, and these openings have mutually different cross-sectional shapes, so that the air column resulting from the installation of the air passage 44 is obtained. There is an advantage that the frequency of the resonance sound is dispersed and the noise level is reduced.

In addition, the cross-sectional area S of the air passage 44 is preferably in the range of 100 [mm ² ] ≦ S ≦ 3000 [mm ² ]. Specifically, the cross-sectional area of the flow path when the valve device 22 of the pressure increasing / decreasing unit 2 is opened, the cross-sectional area of the air paths 111 and 112 formed in the in-wheel motor unit 6, and the air paths 44a and 44b The channel cross-sectional area S is preferably in the range of 100 [mm ² ] or more and 3000 [mm ² ] or less. The cross-sectional area of these channels is more preferably in the range of 120 [mm ² ] to 2500 [mm ² ] and more preferably in the range of 150 [mm ² ] to 2000 [mm ² ]. Further preferred. Thereby, the channel cross-sectional area of each air passage is optimized. That is, by setting 100 [mm ² ] ≦ S, the air supply amount and the discharge amount to the pneumatic tire 10 are appropriately ensured, so that there is an advantage that the pneumatic pressure control of the pneumatic tire 10 can be performed quickly. . Moreover, there exists an advantage which can prevent the enlargement of the wheel 4 by setting it as S <= 3000 [mm < ² >].

  Moreover, in said structure, it is preferable that the radial direction width A of the attachment surface of the hub attachment part 42 exists in the range of 35 [mm] <= A <= 100 [mm] (refer FIG. 3). The radial width A is more preferably in the range of 37 [mm] ≦ A ≦ 90 [mm], and further preferably in the range of 40 [mm] ≦ A ≦ 80 [mm]. Thereby, there exists an advantage by which the radial direction width A of the attachment surface of the hub attachment part 42 is optimized.

  Moreover, it is preferable that the pitch circle diameter B of the bolt hole 421 in the attachment surface of the hub attachment part 42 exists in the range of 100 [mm] <= B <= 280 [mm] (refer FIG. 3). The pitch circle diameter B is more preferably in the range of 110 [mm] ≦ B ≦ 260 [mm], and the pitch circle diameter B is in the range of 115 [mm] ≦ B ≦ 240 [mm]. More preferably it is.

  Moreover, it is preferable that the diameter C of the attachment surface of the hub attachment part 42 exists in the range of 140 [mm] <= C <= 300 [mm] (refer FIG. 3). The diameter C is more preferably in the range of 145 [mm] ≦ C ≦ 280 [mm], and the diameter C is further in the range of 150 [mm] ≦ C ≦ 260 [mm]. preferable.

  These dimensions A to C are generally defined by the relationship between the hub mounting portion 42 and the in-wheel motor unit 6 of the vehicle. When these dimensions A to C are within the above range, the opening portion of the air passage 44 and the arrangement region of the bolt hole 421 on the mounting surface of the hub mounting portion 42 are appropriately secured. Further, the relationship between the hub mounting portion 42 and the in-wheel motor unit 6 of the vehicle can be optimized.

[In-wheel motor unit release valve]
FIG. 5 is a configuration diagram illustrating a schematic configuration of an air pressure adjusting device according to another embodiment. The air pressure adjusting device 1a shown in FIG. 5 adjusts the air pressure except for the configuration of the rotor case 61a of the in-wheel motor unit 6a, the point that the bearing 67 is provided, and the point that the in-wheel motor unit 6a is provided with the release valves 16 and 17. The configuration is the same as that of the device 1. Hereinafter, the rotor case 61a and the release valves 16 and 17 that are unique to the air pressure adjusting device 1a will be described.

  The rotor case 61a holds a permanent magnet 62. The rotor case 61 a is disposed at a position where the end of the surface opposite to the wheel 4 side (the joint 13 side) faces the stator body 64.

  In the in-wheel motor unit 6a, a bearing 67 is disposed between the end of the rotor case 61a opposite to the wheel 4 side (the joint 13 side) and the stator body 64. The bearing 67 is disposed at a position filling the space between the rotor case 61a and the stator body 64, and is a space between the rotor 6R and the stator 6S, that is, a surface where the rotor case 61a and the stator body 64 face each other. It is assumed that the air in the space where the magnet 62 and the coil 63 are arranged is hardly discharged or not discharged from between the rotor case 61a and the stator body 64. Thereby, the in-wheel motor unit 6a can suppress that dust and dust are mixed into the permanent magnet 62 and the coil 63 from the outside.

  The release valve 16 is formed at a position connected to the air passage 112 of the in-wheel motor unit 6a. When the release valve 16 is opened, the air in the air passage 112 is discharged to the outside of the air passage 112. Specifically, the release valve 16 discharges the air in the air passage 112 to the space between the rotor 6R and the stator 6S described above. The air pressure adjusting device 1a shown in FIG. 5 can discharge the air in the air passage 112 to the outside by opening the release valve 16, and can discharge the air in the air chamber 101. The release valve 16 may be provided at one place of the air passage 112 or may be provided at a plurality of positions, for example, at positions corresponding to the air passage 44.

  The release valve 17 is disposed at a position connected to the space between the rotor 6R and the stator 6S of the in-wheel motor unit 6a. When the release valve 17 is opened, the air in the space between the rotor 6R and the stator 6S is discharged to the outside. The air pressure adjusting device 1 a shown in FIG. 5 can discharge the air in the space to the outside by opening the release valve 17. The release valve 17 may be provided at one place connected to the space, or may be provided at a plurality of places.

  The air pressure adjusting device 1a discharges the air in the air chamber 101 with higher responsiveness by discharging the air in the air chamber 101 with the release valve 16 provided in the air passage 112 of the in-wheel motor unit 6a. Can do. Specifically, since the release valve 16 can open the air passage 112 to the atmosphere at a position close to the air chamber 101, the responsiveness can be increased.

  In addition, the air pressure adjusting device 1a discharges the air in the air chamber 101 to the space between the rotor 6R and the stator 6S by the release valve 16 provided in the air passage 112 of the in-wheel motor unit 6a. It is possible to cool the rotor 6R and the stator 6S of the motor unit 6a, in particular, the permanent magnet 62 and the coil 63.

  Moreover, the air pressure adjusting device 1a can control the amount of air in the space between the rotor 6R and the stator 6S and the flow of air by providing the release valve 17. As a result, even if the air in the air chamber 101 is discharged to the space between the rotor 6R and the stator 6S, the air pressure adjusting device 1a opens and closes the release valve 17 in accordance with the discharge of the air. It can suppress that the atmospheric | air pressure of the space between 6R and the stator 6S becomes high. Further, the air pressure adjusting device 1a uses the release valves 16 and 17, so that the air in the air chamber 101 flows into the space between the rotor 6R and the stator 6S, and the internal air is discharged to the outside. Can be made to flow. Thereby, the air flowing into the space between the rotor 6R and the stator 6S can be the air in the air chamber 101, and the air mixed with dust or dust can be prevented from flowing in from the outside. .

  In the in-wheel motor unit 6a, the space between the rotor 6R and the stator 6S is preferably a closed space as in the present embodiment, but is not limited thereto. The in-wheel motor unit 6a can cool the rotor 6R and the stator 6S by adopting a configuration in which the air discharged from the release valve 16 is discharged into the space between the rotor 6R and the stator 6S. The outside air can be prevented from entering the space between the rotor 6R and the stator 6S. The in-wheel motor unit 6 a is preferably provided with a dustproof filter in a flow path connected to the space between the rotor 6 </ b> R and the stator 6 </ b> S, for example, inside the release valves 16 and 17 and around the bearing 67. Thereby, it can suppress that dust and dust approach into the space between rotor 6R and stator 6S. In this way, it is possible to improve the durability of the in-wheel motor unit 6a by suppressing dust and dust from entering the space between the rotor 6R and the stator 6S.

[Air connection valve for wheel]
FIG. 6 is a configuration diagram showing a schematic configuration of an air pressure adjusting device according to another embodiment. FIG. 7 is an explanatory view showing the wheel shown in FIG. FIG. 8 is an explanatory view showing the wheel shown in FIG. FIG. 9 is an axial sectional view showing the air connection valve of the wheel shown in FIG. 6. The air pressure adjusting device 1b shown in FIG. 6 has the same configuration as the air pressure adjusting device 1 except that the wheel 4a includes an air connection valve 45. Hereinafter, the air connection valve 45 which is a structure peculiar to the air pressure adjusting device 1b will be described.

  The air connection valve (air coupler) 45 is disposed in the opening on the hub attachment portion 42 side of the air passage 44 of the wheel 4a. FIG. 9 is an axial sectional view showing the air connection valve 45 of the wheel 4a shown in FIG. The figure shows a state in which the air connection valve 45 is opened.

  As shown in FIG. 9, the air connection valve 45 includes a plug portion 451, a socket portion 452, and a valve body 453. The plug part 451 and the socket part 452 have a short tubular structure. The plug portion 451 is inserted into the socket portion 452 so as to be able to move forward and backward, and can be elastically displaced in the axial direction via a coil spring. An air passage 454 is formed inside the air connection valve 45 by the tubular structure of the plug portion 451 and the socket portion 452. In the air passage 454, a reduced diameter portion 455 formed by reducing the inner diameters of the plug portion 451 and the socket portion 452 is formed. The valve body 453 is a valve body that opens and closes the air passage 454, and can be moved forward and backward in the axial direction by being interposed in both the plug portion 451 and the socket portion 452. The valve body 453 seals the air passage 454 by engaging with the reduced diameter portion 455 in the air passage 454 (not shown). Further, the valve body 453 opens the air passage 454 by being separated from the reduced diameter portion 455 (see FIG. 9). The air connection valve 45 is fixed by fitting the plug portion 451 (or socket portion 452) into the opening of the air passage 44 on the hub attachment portion 42 side, and the socket portion 452 (or plug portion 451) is attached to the hub. It is arranged so as to protrude from the mounting surface of the portion 42.

  In the air connection valve 45, when the wheel 4a is attached to the in-wheel motor unit 6 of the vehicle (see FIG. 6), the plug portion 451 is pressed against the in-wheel motor unit 6 so that the plug portion 451 is connected to the socket. It is pushed into the portion 452 (see FIG. 9). In this state, the valve body 453 is separated from the reduced diameter portion 455, and the air connection valve 45 is opened. Then, the opening part by the side of the hub attachment part 42 of the air passage 44 of the wheel 4a is open | released, and the air passage 44 is connected. Thereby, it is possible to supply compressed air to the air chamber 101 of the pneumatic tire 10 from the pressurization / decompression unit 2 or to discharge air from the air chamber 101 to the outside.

  On the other hand, when the wheel 4a is detached from the in-wheel motor unit 6 of the vehicle (see FIG. 8), the plug portion 451 is pushed out from the socket portion 452 and displaced in the axial direction, and the valve body 453 is connected to the plug portion 451 and the socket. The portion 452 is biased to the reduced diameter portion 455. In this state, the valve body 453 is engaged with the reduced diameter portion 455, and the air connection valve 45 is closed. Then, the opening of the air passage 44 on the hub mounting portion 42 side is sealed, and the air passage 44 is blocked. Thereby, for example, when the pneumatic tire 10 is inflated and mounted on the vehicle, the assembly of the pneumatic tire 10 and the wheel 4a can be conveyed while the pneumatic tire 10 is filled with air.

  In the configuration of FIG. 6, the five spokes 431 of the wheel 4 a have air passages 44 that are independent of each other, and air connection valves 45 are respectively provided in the openings of the air passages 44 on the hub mounting portion 42 side. Has been placed. As shown in FIG. 7, in the air pressure adjusting device 1 b, two air connection valves 45 are arranged in the opening of one air passage 44. Thereby, the flow path cross-sectional area of the air passage 44 is ensured while ensuring the function of the air connection valve 45.

  The air pressure adjusting device 1b includes an air connection valve (air coupler) 45 that opens the air passage 44 when the wheel 4a is mounted on the vehicle and closes the air passage 44 when the wheel 4a is used alone. In such a configuration, in a state where the wheel 4a is attached to the in-wheel motor unit 6 of the vehicle, the air passage 44 communicates and compressed air can be supplied from the pressure increasing / decreasing unit 2 to the air chamber 101 of the pneumatic tire 10. There is an advantage that air can be discharged from the air chamber 101 to the outside. On the other hand, when the wheel 4a is detached from the in-wheel motor unit 6 of the vehicle (see FIG. 4), the air passage 44 is blocked. For example, when the pneumatic tire 10 is inflated and attached to the vehicle. There is an advantage that the assembly of the pneumatic tire 10 and the wheel 4a can be conveyed while the pneumatic tire 10 is filled with air.

[Composition of joint]
FIG. 10 is a configuration diagram illustrating a schematic configuration of an air pressure adjusting device according to another embodiment. The air pressure adjusting device 1c shown in FIG. 10 has the same configuration as the air pressure adjusting device 1 except for the configuration of the joint 13a. Hereinafter, the joint 13a which is a structure peculiar to the air pressure adjusting device 1c will be described. The joint 13 a includes a connecting pipe 131 and a rotary joint 132. The connecting pipe 131 is a straight pipe fixed to the shaft 65 and rotates together with the shaft 65. The connecting pipe 131 is a hollow pipe and is connected to the air passage 111. Thereby, in the air pressure adjusting device 1c, the air passage 111 of the shaft 65 and the internal space of the connecting pipe 131 become one space. The rotary joint 132 is a rotary joint or the like having a rotating part and a fixed part. The rotating joint 132 has a rotating part connected to the connecting pipe 131 and a fixed part connected to the air pipe 24. The rotating joint 132 maintains a state where the piping of the rotating portion and the piping of the fixed portion are connected even when the rotating portion is rotating. Thus, the rotating connection pipe 131 and the stationary air pipe 24 can be suitably connected. The air pressure adjusting device 1c can arrange the rotary joint 132 on the vehicle body side by connecting the shaft 65 and the rotary joint 132 via the connecting pipe 131.

  FIG. 11 is a configuration diagram illustrating a schematic configuration of an air pressure adjusting device according to another embodiment. The air pressure adjusting device 1d shown in FIG. 11 has the same configuration as the air pressure adjusting device 1c except for the configuration of the joint 13b. Hereinafter, the joint 13b which is a structure peculiar to the air pressure adjusting device 1d will be described. The joint 13 b includes a connecting pipe 131, a rotary joint 132, a connecting pipe 133, and a rotary joint 134. The connecting pipe 131 is a straight pipe fixed to the shaft 65 and rotates together with the shaft 65. The connecting pipe 131 is a hollow pipe and is connected to the air passage 111. The rotary joint 132 is a rotary joint having a rotating part and a low-speed rotating part. The rotary joint 132 has a rotating part connected to the connecting pipe 131 and a low speed rotating part connected to the air pipe 24 a and the connecting pipe 133. The rotating joint 132 maintains a state in which the piping of the rotating unit and the piping of the low-speed rotating unit are connected even when the rotating unit is rotating. The connecting pipe 133 is a straight pipe fixed to the low speed rotating portion of the rotary joint 132 and the rotating portion of the rotary joint 134. The rotary joint 134 is a rotary joint having a rotating part and a fixed part. The rotary joint 134 has a rotating part connected to the connecting pipe 133 and a fixed part connected to the air pipe 24b. The rotating joint 134 maintains a state where the piping of the rotating portion and the piping of the fixed portion are connected even when the rotating portion is rotating. By connecting the two rotary joints 132 and 134, the air pressure adjusting device 1d can reduce the speed difference between the rotating portion and the fixed portion (low-speed rotating portion) of each of the rotary joints 132 and 134. Thereby, the load concerning the rotary joints 132 and 134 can be reduced, the cross section of the rotary joints 132 and 134 can be enlarged, and the air passage can be enlarged. Note that the air pressure adjusting device 1d may adjust the rotational speed of the connecting pipe 133 by installing a speed reducer or the like.

[Compressor arrangement]
FIG. 12 is a configuration diagram illustrating a schematic configuration of an air pressure adjusting device according to another embodiment. The air pressure adjusting device 1e shown in FIG. 12 has the same configuration as the air pressure adjusting device 1 except for the configuration of the pressure increasing / decreasing unit 2a. Hereinafter, the pressure increasing / decreasing unit 2a, which is a configuration unique to the air pressure adjusting device 1e, will be described. The pressurization / decompression unit 2 a includes an air pipe 24 and a compressor (compressor) 210. The compressor 210 is connected to the shaft 65. Specifically, in the air pressure adjusting device 1e, the compressor 210 is disposed at a position where the joint 13 of the air pressure adjusting device 1 is disposed. The compressor 210 is connected to the air passage 111 of the shaft 65 and supplies compressed air to the air passage. The compressor 210 rotates with the shaft 65. The compressor 210 is supplied with power by a slip ring, a brush, or non-contact power supply, similarly to the connection between the rotating system and the stationary system described above. The air pipe 24 supplies air to the compressor 210 and discharges air discharged from the compressor 210.

  The air pressure adjusting device 1e can obtain the same effect as described above even when the compressor 210 is fixed to the shaft 65 and rotated together with the shaft 65. Further, by fixing the compressor 210 to the shaft 65, the distance between the air chamber 101 and the device that supplies air to the air chamber 101 can be shortened. Moreover, the air pressure adjusting device 1e can reduce the load applied to the compressor 210 by arranging the compressor 210 on the rotating shaft.

[Two air passages]
FIG. 13: is a block diagram which shows schematic structure of the air pressure adjusting device of other embodiment. In the air pressure adjusting device 1 f shown in FIG. 12, the air passage connected to the air chamber 101 has two paths, that is, an air passage that supplies air to the air chamber 101 and an air passage that discharges air from the air chamber 101. Hereinafter, the pressure increasing / decreasing unit 2a, which is a configuration unique to the air pressure adjusting device 1f, will be described.

  As shown in FIG. 13, the air pressure adjusting device 1 f is a device that adjusts the air pressure of the air chamber 101 of the pneumatic tire 10. The air pressure adjusting unit 2 b, the pressure sensor 3, the wheel 4 b, the control unit 5, An in-wheel motor unit 6b and a joint 13 are provided.

  The in-wheel motor unit 6b includes a rotor 6r and a stator 6s as in the in-wheel motor 6 described above. The in-wheel motor unit 6b has basically the same configuration except for the configuration of the shaft 65a. The shaft 65 a is formed with two air passages, an air passage 113 and an air passage 114. The air passage 113 has one end connected to the air passage of the joint 13 and the other end connected to an air passage 44a (described later) of the wheel 4b. One end of the air passage 114 is connected to the air passage of the joint 13 and the other end is connected to an air passage 44b described later of the wheel 4b. The air passages 113 and 114 of the present embodiment have a plurality of passages on the wheel 4b side, which are connected to the air passages 44a and 44b, respectively, and a single passage on the joint 13 side. Note that the air passages 113 and 114 and the air pipes 24 and 25 of the present embodiment may have a number corresponding to the number of the air passages 44a and 44b.

  The pressure increasing / decreasing unit 2b is a device that pressurizes and depressurizes the air filled in the pneumatic tire 10. The pressure increasing / decreasing unit 2 b includes a pressurizing pump 21, a valve device 22, an air pipe 24, an air pipe 25, and a valve device 26. The pressure increasing / decreasing unit 2 is installed in a stationary system.

  The pressurizing pump 21 is a pump that introduces outside air to generate compressed air, and is connected to the air pipe 24. The valve device 22 is a valve that opens and closes the air pipe 24. The air pipe 24 is connected to the air chamber 101 of the pneumatic tire 10 through the air passage of the joint 13, the air passage 113 of the in-wheel motor unit 6b, and the air passage 44a of the wheel 4b. The air passage 44a of the wheel 4b will be described later. The air pipe 25 is connected to the air chamber 101 of the pneumatic tire 10 through the air passage of the joint 13, the air passage 114 of the in-wheel motor unit 6b, and the air passage 44b of the wheel 4b. The air passage 44b of the wheel 4b will be described later. The valve device 26 is a valve that opens and closes the air pipe 25.

  The pressurizing / decompressing unit 2b installs a part of the air pipe 24 and the air pipe 25 in the rotating system of the vehicle, the pressurizing pump 21, the valve device 22, the valve device 26, a part of the air pipe 24, and the air. A part of the pipe 25 may be installed in a stationary system. The pressurizing / depressurizing unit 2b is not limited to this embodiment, and all the mechanisms may be arranged in the rotating system, or the valve device 22 and the valve device 26 may be arranged in the rotating system. The air pressure adjusting device 1f and the vehicle serve as a mechanism for rotating the joint 13 when a part of the air pipe 24 and the air pipe 25 of the pressure increasing / decreasing unit 2 is disposed in the rotating system. Further, the air pressure adjusting device 1f and the vehicle may be configured such that the joint 13 is not provided when a part of the air pipe 24 and the air pipe 25 of the pressure increasing / decreasing unit 2b is arranged in the rotating system. Further, the air pipe 24 and the air pipe 25 may have an air passage formed in the joint 13 as a part of each air pipe. These points are the same as in the above embodiment.

  The wheel 4b is a vehicle wheel that is installed in a vehicle with the pneumatic tire 10 attached thereto, and is bolted and fixed to an in-wheel motor unit 6b of the vehicle. FIG. 14 is an explanatory view showing the wheel 4 shown in FIG. FIG. 15 is an explanatory view showing a wheel of another example. FIG. 15 is a modified example in which the configuration of a part of the wheel is changed.

  The wheel 4 b includes a rim portion 41, a hub attachment portion 42, and a connecting portion 43. This is the same as the wheel 4. The connection part 43 is a part which connects the rim | limb part 41 and the hub attachment part 42, for example, is comprised from the some spoke 431 or a single disk (illustration omitted). When the connection part 43 consists of a plurality of spokes 431, it is preferable that four or more spokes 431 are arranged. For example, in the configuration of FIG. 14, the wheel 4 b is a spoke wheel, and the connecting portion 43 has six spokes 431 extending radially. The wheel 4b has air passages 44a and 44b that penetrate the connecting portion 43 and open to the outer peripheral surface of the rim portion 41 and the mounting surface of the hub mounting portion 42, respectively (see FIG. 14).

  The air passages 44 a and 44 b constitute a part of an air passage that connects the pressure increasing / decreasing portion 2 b of the air pressure adjusting device 1 f and the air chamber 101 of the pneumatic tire 10. The air passage 44a is an air introduction path (from when the air pressure of the pneumatic tire 10 is increased) to the air chamber 101 from the pressure increasing / decreasing portion 2b. The air passage 44b serves as an air discharge path from the air chamber 101 to the outside (when the air pressure of the pneumatic tire 10 is reduced).

  In the configuration shown in FIG. 14, the connecting portion 43 of the wheel 4b includes six spokes 431, and these spokes 431 have air passages 44a and 44b that are independent from each other (see FIG. 14). Specifically, each spoke 431 has a hollow structure, and thus has air passages 44a and 44b therein. In the present embodiment, the six spokes 431 alternately have air passages 44a and air passages 44b. That is, the wheel 4b is formed with three air passages 44a and three air passages 44b. Moreover, each air passage 44a, 44b is each opened in the base of the flange 411 of the outer side of the rim | limb part 41 among the outer peripheral surfaces of the rim | limb part 41 (refer FIG. 14). At this time, the air passages 44 a and 44 b are arranged with the edge of the opening along the outer peripheral surface of the rim 41 while the direction of the opening is directed from the outer side to the inner side of the rim 41. Thus, the air passages 44 a and 44 b are configured so that the air introduced into the air chamber 101 from the air passages 44 a and 44 b flows along the outer peripheral surface of the rim portion 41.

  In addition, air passages 44a and 44b of the spokes 431 are opened on the attachment surface of the hub attachment portion 42 (see FIG. 14). Further, a bolt hole 421 for bolting the hub mounting portion 42 to the in-wheel motor unit 6 of the vehicle is formed. Further, the number of openings of the air passage 44 and the number of bolt holes 421 are the same. Further, the openings of these air passages 44 and the bolt holes 421 are arranged alternately and at equal intervals around the rotation axis of the hub mounting portion 42.

  In addition, although the wheel 4b shown in FIG. 14 arrange | positioned the spoke 431 and the bolt hole 421 alternately at equal intervals, it is not limited to this. For example, like the wheel 4c shown in FIG. 15, it is good also as a structure which provided the spoke 431 and provided the bolt hole 421 in five places. In this case, the air passages 44 a and 44 b formed inside the spoke 431 may be provided with an opening connected to the in-wheel motor unit 6 at a position deviated from the bolt hole 421. In addition, it is preferable that the wheels 4b and 4c arrange | position the spoke 431 at equal intervals in a rotation direction. In addition, it is preferable that the wheels 4b and 4c are alternately arranged with the air passages 44a and 44b, and the air passages 44a and 44b are arranged with the symmetry axis passing through the rotation axis as an axis. Is preferred. Thereby, the supply of air to the air chamber 101 and the discharge of air from the air chamber 101 can be performed efficiently.

  The control unit 5 is connected to the pressurizing pump 21, the valve device 22, the valve device 26, and the pressure sensor 3 through a signal transmission path, and from the battery (not shown) in the vehicle body to the pressurizing pump 21, the valve device 22, and the valve device 26. And a power supply path to the pressure sensor 3. In addition, the connection state of each part is the same as that of the air pressure adjusting device 1 mentioned above.

  For example, when the air pressure adjusting device 1 f increases the air pressure of the pneumatic tire 10, the control unit 5 drives the pressurizing pump 21. Then, the pressurizing pump 21 generates compressed air, and the compressed air is stored in the air tank 23. Note that the air pressure adjusting device 1 may be in a state in which the pressurized pump 21 is driven in advance and the compressed air is stored in the air tank 23. The air pressure adjusting device 1 opens the valve device 22 by the control unit 5 in a state where compressed air is stored in the air tank 23. When the air pressure adjusting device 1 opens the release valve 22, the compressed air in the air tank 23 passes through the air pipe 24, the air passage 111 of the in-wheel motor unit 6b, and the air passage 44a of the wheel 4b. To be supplied. When the actual air pressure in the air chamber 101 becomes the target air pressure, the control unit 5 closes the valve device 22. The air pressure adjusting device 1f stops the pressurizing pump 21.

  When the air pressure adjusting device 1 f decreases the air pressure of the pneumatic tire 10, the control unit 5 opens the valve device 26. Then, the air in the air chamber 101 is discharged through the air passage 44b of the wheel 4b, the air passage 112 of the in-wheel motor unit 6b, and the air pipe 25. When the actual air pressure in the air chamber 101 becomes the target air pressure, the control unit 5 closes the valve device 26. In this way, the air pressure adjusting device 1 f controls the supply of air to the air chamber 101 of the pneumatic tire 10 and the discharge of air from the air chamber 101 of the pneumatic tire 10 by the pressure increasing / decreasing unit 2 b. The increase or decrease of air pressure can be adjusted.

  The air pressure adjusting device 1f supplies air by a combination of the air passage 44a, the air passage 111, and the air pipe 24 among the air passages between the air chamber 101 of the pneumatic tire 10 and the pressure-increasing / decreasing portion 2b. 44b, the air passage 112, and the air pipe 25 are combined to discharge air. That is, the air pressure adjusting device 1 adjusts the air pressure of the air chamber 101 by two systems, a piping system that supplies air and a piping system that discharges air. Thereby, supply and discharge of air can be executed with high responsiveness, and air pressure can be controlled with high responsiveness.

  The air pressure adjusting device 1 can execute supply and discharge of air at the same time by executing the piping system with two systems of a supply system and a discharge system. Thereby, the air pressure adjusting device 1 can circulate the air in the pneumatic tire 10 even when the air pressure of the pneumatic tire 10 is constant. Thus, by circulating the air in the pneumatic tire 10, the heat generated by the rolling of the tire due to the circulation of the air can be recovered to the vehicle body side, and the temperature rise in the air chamber 101 of the pneumatic tire 10 is suppressed. Can do. That is, the air pressure adjusting device 1 can also be used as a cooling mechanism for the pneumatic tire 10. Thereby, the temperature rise of tire itself can be suppressed and a tire performance fall can be suppressed. The air pressure adjusting device 1f may be a mechanism that collects the air discharged from the air pipe 26 and circulates the air. Thereby, even when air of components other than the atmosphere is used, the number of replenishments can be reduced.

  In addition, when the vehicle is a four-wheeled person, the air pressure adjusting device 1f uses the control unit 5, the pressure pump 21, and the air tank 23 as a common one, and other mechanisms, release valves 25 and 26, air pipes 24 and 25, and the like. May be provided as a combination of each wheel 4 and pneumatic tire 10. A part of the air pipes 24 and 25, that is, a pipe connected to the pressurizing pump 21 and the air tank 23 may be shared.

  DESCRIPTION OF SYMBOLS 1 Air pressure adjusting device, 2 Pressurization / decompression part, 3 Pressure sensor, 4 Wheel, 5 Control part, 6 In-wheel motor unit, 10 Pneumatic tire, 12 Brake rotor, 13, 13a Joint, 16, 17 Release valve, 21 Pressurization Pump, 22, 26 Valve device, 23 Air tank, 24, 25 Air piping, 41 Rim part, 42 Hub mounting part, 43 Connecting part, 44a, 44b, 111, 112 Air passage, 45 Air connection valve, 101 Air chamber, 411 Flange, 421 bolt hole, 431 spoke, 451 plug part, 452 socket part, 453 valve body, 454 air passage, 455 reduced diameter part

Claims (16)

An in-wheel motor unit that supports and rotates a wheel connected to a pneumatic tire,
A rotor coupled to the wheel;
The stator,
An opening formed in at least one portion of a surface of the rotor connected to the wheel, and an air passage connected to an air chamber of the pneumatic tire via the wheel;
Wherein arranged in the air passage, have a, and an open valve for discharging air from the air passage to the outside,
The in-wheel motor unit , wherein the release valve discharges air in the air passage toward a space in which the rotor and the stator are arranged . The rotor covers an outer periphery of the stator, and forms a space between the rotor and the stator;
2. The in-wheel motor unit according to claim 1 , further comprising an open valve that is disposed in a space between the rotor and the stator and discharges air in the space to the outside. The rotor, in-wheel motor unit according to claim 1 or 2, characterized in that it is arranged outside the said stator. Said air passage has a first opening is formed in at least one location of the surface to be connected to the wheel, and is connected to the air pipe for supplying air of the joint, the supplying intake air to the wheel from the first opening One air passage,
The second opening is formed in at least one location of the surface to be connected to the wheel, and is connected to the air pipe for discharging the air in the joint, and a second air passage for collecting the air in the wheel from the second opening The in-wheel motor unit according to any one of claims 1 to 3 , wherein the in-wheel motor unit is provided. The in-wheel motor unit according to any one of claims 1 to 4 ,
A wheel connected to the in-wheel motor unit and supporting a pneumatic tire,
The wheel includes a hub mounting portion that is connected to the in-wheel motor unit, a rim portion that supports the pneumatic tire, an opening that is connected to an opening of the air passage of the in-wheel motor, and an outer peripheral surface of the rim portion. And a wheel air passage connecting the opening formed in the air pressure adjusting device. The wheel has a spoke for connecting the hub mounting portion and the rim portion,
The air pressure adjusting device according to claim 5 , wherein the wheel air passage is formed inside the spoke. The wheel has a disk for connecting the hub mounting portion and the rim portion,
The air pressure adjusting device according to claim 5 , wherein the wheel air passage is formed inside the disk. The wheel is attached to the in-wheel motor unit through a bolt inserted into the bolt hole while the hub attachment portion has a plurality of bolt holes.
In the wheel air passage, an opening connected to the opening of the air passage of the in-wheel motor is formed on the attachment surface of the hub attachment portion,
The air pressure adjusting device according to any one of claims 5 to 7 , wherein the bolt hole and the opening of the wheel air passage are alternately arranged around a rotation axis of the hub mounting portion. The wheel is an air that opens the wheel air passage when the in-wheel motor unit is attached to the hub mounting portion of the wheel air passage, and closes the wheel air passage when detached from the in-wheel motor unit. An air pressure adjusting device according to any one of claims 5 to 8 , further comprising a connection valve. The wheel, the tire pressure regulating device according to any one of claims 5 to front cross-sectional shape of the rim portion of the opening of Kiho Eel air communication passage, characterized in that two or more types 9.   An in-wheel having a rotor connected to a wheel, a stator, and an air passage having an opening formed in at least one portion of a surface of the rotor connected to the wheel and connected to an air chamber of a pneumatic tire via the wheel A motor unit;
  The wheel connected to the in-wheel motor unit and supporting the pneumatic tire,
  The wheel includes a hub mounting portion connected to the in-wheel motor unit;
  A rim portion for supporting the pneumatic tire;
  A wheel air passage connecting an opening connected to the opening of the air passage of the in-wheel motor unit and an opening having two or more types of cross-sectional shapes formed on the outer peripheral surface of the rim portion;
  An air pressure adjusting device comprising: 6. The wheel according to claim 5 , wherein the flow passage cross-sectional area S is 100 [mm ² ] ≦ S ≦ 3000 [mm ² ], where S is a flow passage cross-sectional area of the wheel air passage. The air pressure adjusting device according to any one of 1 to 1 . The wheel, the case where the radial width of the mounting surface of the hub mounting portion has an A, claim 5, wherein the radial width A is 35 [mm] ≦ A ≦ 100 [mm] 1 The air pressure adjusting device according to any one of 2 above. Having a joint connected to the surface of the in-wheel motor unit where the opening is formed;
The joint is the tire pressure regulating device according to any one of claims 1 to 5 3, characterized in that the rotating joint comprising an air passage connecting said opening of said in-wheel motor unit. A pressure increasing / decreasing unit that is connected to the opening of the in-wheel motor unit, supplies air to the opening, discharges air from the opening, and pressurizes and depressurizes air pressure of the pneumatic tire mounted on the wheel; ,
A pressure sensor for detecting air pressure of the pneumatic tire;
The tire pressure regulating device according to any one of claims 1 to 5 4, characterized by further comprising a control unit for driving and controlling the pressure regulating unit on the basis of the output signal of the pressure sensor. A compressor disposed on a rotation axis of the rotor of the in-wheel motor unit and rotating together with the rotor;
The compressor, the in-the connection with the opening of the wheel motor unit, the air pressure adjusting device according to any one of claims 5 1 to 5, characterized in that to supply air to the air passage.

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