Hub motor unit

Abstract

The invention provides an in-wheel motor unit which is provided with a reasonable driving part in a wheel and is excellent in steering stability. An in-wheel motor unit (U) is provided with: a housing (H) to which an axle (Xt) for supporting wheels of a vehicle is attached, the housing (H) being supported by a vehicle body; and a plurality of motors (M) attached to the housing (H), each of the motors (M) implementing any one of a steering function for changing the orientation of the axle (Xt), a driving function for rotating the axle (Xt), and a braking function for restricting the rotation of the axle (Xt), the extending and protruding directions of the respective rotating shafts of the motors (M) being configured so as to be parallel to each other.

Description

Technical Field

[0001] The in-wheel motor unit of the present invention is a unit including an axle and a housing supported by a vehicle body, wherein a plurality of motors each performing a steering function, a driving function or a braking function of the axle are provided in the housing. Background Art

[0002] Conventionally, such an in-wheel motor unit has been disclosed, for example, in Patent Document 1 (see Patent Documents

[0010] to

[0011] and Figure 1 ).

[0003] The steering module 10 fixes a steering shaft 12 to a fixed support 14 provided on a vehicle body, and a swing body 18 is supported by the steering shaft 12 so as to be able to steer and swing. A wheel 110 to which a wheel support 20 is externally mounted is supported by the swing body 18 so as to rotate. The swing body 18 can be steered relative to the steering shaft 12 by the driving of a steering motor unit 22. In this prior art, in particular, the steering motor unit 22 applies torque to the steering shaft 12 so as to maintain the forward state of the wheel 110.

[0004] According to this technology, it is possible to improve the design freedom of the steering module 10. For example, if the position of the steering shaft 12 of the steering module 10 is changed, the tire wear radius increases. As a result, torque is generated around the steering shaft 12 when the vehicle is running, and the direction of the wheel becomes unstable.

[0005] Therefore, in this prior art, the steering motor unit is a unit that applies torque to the steering shaft 12 to maintain the wheel in a forward state. As a result, the steering stability of the wheel is increased. Therefore, the need to reduce the tire wear radius is reduced, and the allowable range of the setting position of the steering shaft 12 is expanded, and the design freedom of the steering module 10 is improved.

[0006] Patent Document 1: WO2021 / 044469A1

[0007] In the above-mentioned conventional steering module 10, the wheel steering motor unit 22 is arranged inside the wheel 110, so that space saving is achieved. However, since the steering shaft 12 is provided in a state of protruding to the side of the wheel 110, in order to maintain the steering stability of the wheel, torque must be applied to the steering shaft 12. Therefore, a torque generating mechanism is required for this purpose, and the structure of the steering module 10 becomes complicated and large-scale.

[0008] In addition, the steering shaft 12, i.e., the kingpin, is biased to the side of the tire, so that when the wheel is turned, a predetermined steering resistance is generated according to the distance from the intersection of the extension line of the kingpin and the road surface to the ground contact position of the wheel. Therefore, there is a concern that the wear of each part constituting the steering module 10 is accelerated, a rattling sound is generated, and the durability of the steering module 10 is also impaired.

[0009] As described above, there are unsolved problems in the conventional wheel hub motor units, and a wheel hub motor unit is desired that has a reasonable drive unit configured inside a wheel and has excellent steering stability. Summary of the invention

[0010] (Feature Structure)

[0011] The characteristic structure of the hub motor unit of the present invention is the following aspects, which comprises: a housing, which is equipped with an axle supporting the wheel of the vehicle and is supported by the vehicle body; and a plurality of motors, which are installed on the above housing, each of the above motors realizes any one of a steering function of changing the posture of the above axle, a driving function of rotating the above axle, or a braking function of limiting the rotation of the above axle, and the extension protrusion directions of the rotating shafts of each of the above motors are configured to be parallel to each other.

[0012] (Effect)

[0013] According to this structure, if the directions of the rotating shafts of all motors are parallel, the structure of the mechanism connected to the drive shaft of the motor can be reasonably set. For example, when each motor is used as a different functional component, if the axial direction is parallel, each auxiliary device can be set in the space on the same side relative to the motor. As a result, the auxiliary devices are less likely to interfere with each other, and the device structure becomes simple.

[0014] Furthermore, for example, when a plurality of motors are used for driving, if the axial directions of the motors are parallel, the structure of the rotational force extraction mechanism is simplified.

[0015] Furthermore, the mounting direction of the motor body or the mounting direction of various gears with respect to the driving shaft of the motor is often arranged along the direction of the driving shaft. Therefore, according to this structure, the assembly work and maintenance work of the hub motor unit become efficient.

[0016] (Feature Structure)

[0017] In the hub motor unit of the present invention, the entire housing may be accommodated within the inner diameter of the hub of the wheel.

[0018] (Effect)

[0019] According to this structure, the wheel hub motor unit becomes extremely compact, and the design freedom of the wheel support structure is greatly improved. As a result, a larger space can be ensured on the vehicle body side, various auxiliary equipment can be easily installed on the vehicle body, and the living space for people is expanded, thereby improving the effective utilization of the vehicle.

[0020] In particular, since the entire housing of the motor having the steering function is contained within the inner diameter of the wheel hub, the intersection of the extension of the steering shaft and the ground can be brought close to the ground contact point of the wheel. That is, the tire wear radius is reduced, and unnecessary resistance is not generated during steering. Therefore, a more reasonable wheel hub motor unit such as a motor for steering can be more compactly constructed.

[0021] (Feature Structure)

[0022] In the hub motor unit of the present invention, a gear train for transmitting the driving rotation of the output shaft of the motor may be provided in the housing, and a biasing portion for pressing one of the gears meshing with each other toward the other gear may be provided on the housing.

[0023] (Effect)

[0024] The motor of this structure is installed in the housing in the same direction, which is parallel to the extension direction of the output shaft. Therefore, the position of each output shaft is maintained by the processing position of the bearing portion provided on the wall portion of the housing. In this case, if a processing error occurs, the meshing state of the gears may not be optimal. Therefore, in this structure, one gear can be moved in a direction perpendicular to the axial direction, and a force-applying portion is provided to press one gear toward another gear.

[0025] By providing a force-applying part such as this structure, no rattling noise is generated when the gear trains are driven and transmitted to each other, and smooth and silent driving can be performed. In addition, as a result of suppressing the rattling noise, the contact state between the gears can be properly maintained, and undesirable situations such as uneven wear of the gears and deterioration of durability can be prevented.

[0026] (Feature Structure)

[0027] In the hub motor unit of the present invention, a connecting rod is preferably provided throughout the left housing serving as the housing provided on the left wheel and the right housing serving as the housing provided on the right wheel, and the motor provided on the left housing or the right housing and realizing the steering function or the driving function or the braking function is configured to realize the steering function or the driving function or the braking function of the other wheel.

[0028] (Effect)

[0029] According to this structure, a motor installed on either left or right wheel can operate the wheel on the opposite side through a connecting rod. Therefore, the number of motors installed in the vehicle as a whole can be reduced, and the device structure can be made more rational.

[0030] In addition, the space created by the motor mounting position can be simplified and utilized. For example, a motor that realizes a driving function can be added to one of the left and right sides, thereby realizing enhancement of various functions of the vehicle as a whole. BRIEF DESCRIPTION OF THE DRAWINGS

[0031] Figure 1 This is an external view of a vehicle using the in-wheel motor unit according to the first embodiment.

[0032] Figure 2 It is a front view showing the structure of the hub motor unit.

[0033] Figure 3 It is a cross-sectional view showing the structure of a driving portion provided in the in-wheel motor unit.

[0034] Figure 4 It is a cross-sectional view showing the structure of a brake portion provided in the in-wheel motor unit.

[0035] Figure 5 It is a cross-sectional view showing the structure of a steering control unit provided in the in-wheel motor unit.

[0036] Figure 6 It is a cross-sectional view showing a structural example of a housing of a hub motor unit.

[0037] Figure 7 It is an explanatory diagram showing a configuration example of a hub motor unit.

[0038] Figure 8 It is a cross-sectional view showing a configuration example of a hub motor unit according to a second embodiment.

[0039] Fig. 9 It is an explanatory diagram showing a configuration example of a hub motor unit according to a third embodiment. DETAILED DESCRIPTION

[0040] [First embodiment]

[0041] (summary)

[0042] The hub motor unit U of the present invention (hereinafter referred to as "unit U") is used, for example, Figure 1 A unit of a vehicle V such as a small electric low-speed vehicle as shown in FIG. Figure 2As shown, the driving motor M1, the braking motor M2, etc. of the vehicle V are arranged inside the wheel Ta of the wheel T. Thus, rotational driving and braking are performed on each wheel T as a unit, and steering of the wheel T is also performed. By using the hub motor unit U of the present invention, it is possible to independently control the four wheels, and in addition to the usual straight-line driving / turning driving, various driving states such as inclined driving, turning with a very small radius, and rotating on the spot can be obtained. In addition, the cargo space in the vehicle body Va can be ensured to be larger, the transportation capacity can be improved, and automatic driving with various driving routes set can also be performed. In the following, using Figure 1 to Figure 7 A first embodiment of the in-wheel motor unit U will be described.

[0043] like Figure 2 As shown in (a) and (b) of the present invention, the unit U of the present invention has a housing H sandwiched between the vehicle body Va and the wheel T, and an axle Xt supporting the wheel T is installed at the center of the housing H. The unit U has multiple functions such as a steering function for changing the posture of the axle Xt, a driving function for rotating the axle Xt, and a braking function for limiting the rotation of the axle Xt. In order to realize these functions, a motor M corresponding to each purpose is installed in the housing H.

[0044] exist Figure 2 2 shows an example in which four motors M are provided. Specifically, two drive motors M1, a brake motor M2, and a steering motor M3 are provided to drive the wheels T. The details of the above will be described later.

[0045] In addition, the housing H is provided with an upper knuckle N1 and a lower knuckle N2 which support themselves on the vehicle body Va. Figure 2 As shown in (b), the upper knuckle N1 and the lower knuckle N2 are formed to be sized to fit within the inner diameter of the wheel Ta. According to this structure, the unit U is extremely compact, and the degree of freedom in designing the support structure of the wheel T is greatly improved.

[0046] For example, a steering axis Xk formed across the upper knuckle N1 and the lower knuckle N2, namely a kingpin, is provided at a position penetrating the housing H. Therefore, when the wheel T is viewed from the front, the intersection of the extended line of the kingpin and the road surface coincides with the ground contact area of ​​the wheel T.

[0047] Therefore, the tire wear radius becomes smaller, and unnecessary resistance is not generated during steering. Therefore, the motor M for steering can be constructed more compactly, and a reasonable unit U can be obtained. In addition, as long as the unit U is accommodated within the inner diameter of the wheel Ta, the loading space of the vehicle body Va can be ensured to be larger, and the installation of various auxiliary equipment on the vehicle body Va becomes simple, and the living space for people is increased, and the effective utilization of the vehicle V is improved.

[0048] (Driver)

[0049] exist Figure 3 2 shows the cross-sectional structure of the drive unit 1 that realizes the driving function in this embodiment. The drive unit 1 has two drive motors M1 at symmetrical positions centered on the axle Xt. In addition, it also has a gear train that transmits the rotational driving force from the drive motor M1 to the wheel. The two drive motors M1 and the gear train have the same structure, so one drive motor M1 is described.

[0050] The drive motor M1 is mounted to the housing H from the outside of the vehicle V in a posture where the drive output shaft X1 thereof is parallel to the axle Xt. Therefore, when the drive motor M1 is attached to or detached from the housing H, the wheel Ta is removed.

[0051] As the drive motor M1, various motors M can be applied. However, it is preferable to install an encoder or the like and to calculate the rotation speed of the wheel T. The drive motor M1 is mounted on the housing H by bolts or the like. A drive helical gear G1a with a small number of teeth is mounted on the front end of the drive output shaft X1, and meshes with a large-diameter drive driven gear G1b that is set to rotate integrally with the axle Xt. By using helical gears, the meshing rate between the gears is improved, and smooth rotation transmission can be performed.

[0052] Furthermore, since the drive driven gear G1b is driven by the drive output shaft X1 at two symmetrical positions about the axle Xt, eccentricity and rattling of the drive driven gear G1b are suppressed, thereby ensuring smooth drive rotation.

[0053] The control of the drive motor M1 is controlled by a signal drive from a control unit 4 outside the figure. Figure 3 As shown in FIG. 1 , the ECU substrate Ea of the drive motor M1 is provided at a position opposite to the drive motor M1 via the drive helical gear G1a. An IC chip or the like for acquiring rotation information of the drive output shaft X1 is also mounted here.

[0054] (Brake part)

[0055] exist Figure 4 FIG. 2 shows a cross-sectional structure of the brake unit 2 that realizes the braking function in this embodiment. The brake unit 2 is composed of a brake motor M2 and a clutch C. Figure 4 As shown, the two are constituted as one assembly in the brake housing 2a, and the component is mounted on the housing H. The brake motor M2 and the clutch C are arranged in parallel in the brake housing 2a, and the rotational drive of the brake motor M2 is transmitted to the clutch C via the spur gear.

[0056] The brake motor M2 is, for example, controlled by the control unit 4 and is driven to rotate when braking the wheel T. A small-diameter first spur gear G2a is provided on the brake output shaft X2, and its rotation is transmitted to the clutch gear G2c of the clutch C via the first intermediate gear G2b. The rotation of the clutch gear G2c is further transmitted to the clutch shaft Xc. The clutch pressing plate C1 is screwed with the clutch shaft Xc. The clutch pressing plate C1 has a cylindrical portion C1b screwed with the clutch shaft Xc, and a disc-shaped pressing portion C1a provided at the end of the cylindrical portion C1b.

[0057] The outer peripheral surface of the cylindrical portion C1b is surrounded by a cylindrical receiving portion 2a1 protruding from a part of the brake housing 2a. At least one convex guide 2ag is formed on the inner surface of the receiving portion 2a1 in parallel with the extension direction of the clutch shaft Xc, and a groove portion C1c is formed on the outer peripheral surface of the cylindrical portion C1b to engage with the convex guide 2ag and thrust the clutch pressing plate C1. That is, the clutch shaft Xc is rotated by the brake motor M2, so that the clutch pressing plate C1 is thrusted.

[0058] For example, three first clutch plates C2 that cannot rotate relative to the receiving portion 2a1 and can move parallel to the protruding direction of the receiving portion 2a1 are arranged on the outer peripheral surface of the receiving portion 2a1 provided on the brake housing 2a. In addition, the second clutch plate C3 is sandwiched between these first clutch plates C2. The second clutch plate C3 is arranged on the inner surface of the brake drum C4 that rotates with the clutch shaft Xc in a coaxial core shape so as to be unable to rotate relative to the brake drum C4 and to be able to move along the rotation axis of the brake drum C4. The brake drum shaft Xc2 is connected to one end of the brake drum C4 by serration engagement, and a brake first gear G2d composed of a helical gear is provided on the brake drum shaft Xc2. On the other hand, a brake second gear G2e that meshes with the brake first gear G2d is provided on the outer surface of the axle Xt.

[0059] That is, if the axle Xt rotates, the brake drum C4 is driven to rotate via the brake second gear G2e and the brake first gear G2d. In contrast, when the brake motor M2 is in a non-actuated state, the clutch pressing plate C1 does not act, and no friction is generated between the first clutch plate C2 and the second clutch plate C3. On the other hand, if the brake motor M2 is driven, the first clutch plate C2 is pressed by the second clutch plate C3, and the friction increases, and the axle Xt is braked via the brake drum C4.

[0060] (Steering control unit)

[0061] exist Figure 52 shows a cross-sectional structure of a steering unit 3 that realizes a steering function in the present embodiment. The steering unit 3 includes a steering motor M3 and a gear train from the steering motor M3 to a steering shaft Xk provided on a housing H.

[0062] Specifically, a first steering gear G3a is provided at the end of the steering output shaft X3 of the steering motor M3, and meshes with a first steering intermediate gear G3b provided on the housing H. A first steering helical gear G3c with a small number of teeth is provided on the shaft of the first steering intermediate gear G3b. Furthermore, a rod-shaped second steering intermediate gear G3d meshes with the first steering helical gear G3c, and the other end of the second steering intermediate gear G3d meshes with a steering gear G3e externally mounted on the steering shaft Xk.

[0063] The steering motor M3 does not rotate and remains stationary when the vehicle V continues to travel straight or turn. On the other hand, when the vehicle V changes to another steering state, the steering motor M3 rotates by a predetermined angle based on a control signal from the control unit 4. Therefore, the steering motor M3 preferably includes an encoder or the like to detect the rotation angle.

[0064] In addition, when the steering gear G3e is driven, the second steering intermediate gear G3d tends to move away from the steering gear G3e due to the abutment reaction force between the gears. In addition, there is often a backlash between the gears at the beginning. In this case, when the steering rotation direction is reversed, it becomes an inoperative state, the steering action becomes unstable, and the steering feeling deteriorates. In addition, the wheel vibrates by the amount of backlash relative to the input from the wheel. In order to prevent this, a force application portion 3a can also be provided at a position adjacent to the second steering intermediate gear G3d.

[0065] The need for such force applied to each other of the gears is related to the fact that the drive motor M1, the brake motor M2, etc. are installed in the housing H in the same direction. The position of the drive output shaft X1, etc. is maintained by the processing position of the bearing portion installed on the wall portion of the housing H. Assuming that there is a processing error, the meshing state of the gears may not always be the best state. Therefore, a force application portion 3a is provided, and a structure is used to press the second steering intermediate gear G3d toward the steering gear G3e.

[0066] Specifically, the bearing 3b at the end of the second steering intermediate gear G3d that rotatably supports the steering gear G3e is spring-loaded in a direction perpendicular to the axis of the second steering intermediate gear G3d and in a direction toward the steering gear G3e. Therefore, a coil spring 3c having a predetermined spring constant may be provided in a portion of the housing H. In this way, if the second steering intermediate gear G3d is a worm gear, it is easy to ensure the distance between the meshing position relative to the steering gear G3e and the position where the spring load is applied, and the effect of maintaining the meshing state is improved.

[0067] By providing the force application part 3a as in this structure, no rattling noise is generated when the drive transmission between the gear trains is transmitted, and smooth and silent driving can be performed. In addition, as a result of suppressing the rattling noise, the contact state between the gears can be properly maintained, and the undesirable conditions such as uneven wear of the gears and deterioration of durability can be prevented.

[0068] In addition, if Figure 2 As shown, in this embodiment, the output shafts of all the motors M, including the drive motor M1 , the brake motor M2 , and the steering motor M3 , are parallel and arranged parallel to the axle Xt.

[0069] If the extension directions of the rotating shafts of all motors M are parallel, the structure of the mechanism connected to the output shaft of each motor M can be reasonably set. For example, if the axial directions of each motor M are parallel, each auxiliary device can be installed in the space on the same side of the motor M.

[0070] In addition, various gear trains are often meshed with the motor M, but if the output shafts are parallel, it is easy to avoid interference between the gear trains attached to the motors. For example, various gears meshed with the output shaft of the motor M are often arranged along the direction of the output shaft, so the installation position of the gear can be adjusted along the axial direction. Therefore, according to this structure, the assembly and maintenance work of the unit U becomes efficient.

[0071] (Structure of the housing)

[0072] like Figure 6 As shown, the housing H of this embodiment can be formed into a box-shaped integral structure. Such a housing H can be formed by cutting a block material or casting using iron, for example, in addition to injection molding using aluminum.

[0073] Thus, even if the wall thickness of the housing H is set to be thin, the overall rigidity can be maintained high. In addition, the positioning and fixing operations of each motor M can be easily performed, and the efficiency of the assembly operation can be achieved. In addition, the dustproof effect can be improved by covering most of the unit U.

[0074] Although not shown in the figure, the housing H may be formed of a housing body that maintains the outer peripheral wall as a whole, a front cover and a back cover that are flat and orthogonal to the axle Xt and close the housing body, in addition to being an integral structure. The front cover and the back cover are fixed to the housing body using bolts or the like. According to this structure, the motor M, gears and other structural components can be installed and removed from two directions that suppress the axle Xt, and the workability is improved.

[0075] (Functional changes of the wheel hub motor unit)

[0076] If the unit U having the above structure is used, for example, Figure 7 The vehicle V is modified as shown. That is, as the front wheels and the rear wheels in the four-wheeled vehicle V, various types of units U can be applied.

[0077] For example, if both the front and rear wheels are driven by a unit U having a drive motor M1, a brake motor M2, and a steering motor M3, Figure 7 In the configuration of (i) in the figure, the wheel T supported by the unit U can not only turn with a small radius, but also travel in an inclined manner and rotate in situ. In this case, for example, it can be used as a transport vehicle in a factory or a mobile tool in a commercial facility.

[0078] In addition, if Figure 7 As shown in the middle, when the front wheels are provided with the three motors M, and the rear wheels are provided with only the drive motor M1 and the brake motor M2, a general four-wheel drive vehicle is obtained.

[0079] like Figure 7 As shown in the middle, if the rear wheels are provided with a brake motor M2 and a steering motor M3 instead of a drive motor M1, the vehicle V having the structure of the third paragraph on page 8 can travel in the same manner.

[0080] And, if Figure 7 As shown in FIG. 2, the rear wheel may only have a brake motor M2. According to this structure, for example, a vehicle V with a simple structure such as a factory transport vehicle can be obtained.

[0081] Furthermore, the front wheels are provided with a brake motor M2 and a steering motor M3, and the rear wheels are provided with all motors M( Figure 7 The rear wheel has a drive motor M1 and a brake motor M2 ( Figure 7 In the middle), you can also get a normal rear-wheel drive car.

[0082] Others, such as Figure 7 As shown in FIG, a three-wheeled vehicle V can also be configured. According to this structure, a vehicle V that can easily make a small turn can be configured in an extremely small size. The body size of the three-wheeled vehicle V is small, so by using the unit U of this embodiment, the effect of expanding the vehicle space becomes significant.

[0083] [Second embodiment]

[0084] Figure 8 The unit U shown is a unit without the brake motor M2. The drive motor M1 is seen from left to right, and the steering motor M3 is located at a different position from the cross section. In this example, a drum brake B is provided at the center of the drive driven gear G1b provided on one side of the axle Xt.

[0085] A recessed portion Ba is formed on the inner side of the driven gear G1b, and its inner peripheral surface is used as the contact surface Bf of the brake shoe Bb. In addition, the brake shoe Bb can be driven by various methods such as by the operation of the passenger or by a brake mechanism outside the figure. According to this structure, the meshing position of the driving helical gear G1a and the driven gear G1b and the position of the contact surface Bf are roughly in a front-to-back positional relationship. Therefore, the flow dimension of the driven gear G1b along the extension and protrusion direction of the axle Xt is suppressed, and space saving can be achieved.

[0086] In addition, in the case of this structure, the ECU substrate Ea of the drive motor M1 is arranged on the outside of the vehicle V relative to the drive motor M1. As a result, the distance from the drive motor M1 to the busbar Eb is shortened, and the wiring connection operation becomes easy. In addition, by also arranging the rotation sensor and the like on the ECU substrate Ea, it is less likely to cause torsion of the drive output shaft X1 than in the case where the rotation sensor is arranged on the side closer to the drive helical gear G1a. Therefore, the specific accuracy of the rotation phase of the drive output shaft X1 is improved.

[0087] [Third embodiment]

[0088] When the unit U of the present invention is used in a four-wheeled vehicle V, it is not necessarily necessary to configure the unit U with the same structure for the left and right wheels T. For example, Fig. 9 In the example shown, only the steering motor M3 may be provided in the left unit UL disposed at the left wheel TL, and the steering link L may be provided over the left housing HL and the right housing HR.

[0089] In the case of this structure, the driving force of the steering motor M3 provided on one left wheel TL needs to be transmitted to the other right wheel TR, and the driving force of the steering motor M3 needs to be relatively strong, or the steering resistance of the wheel T to the road surface needs to be small. However, if these conditions are met, the total number of steering motors M3 can be reduced, and the overall device structure of the vehicle V can be made more rational.

[0090] [Possibility of Industrial Application]

[0091] The in-wheel motor unit of the present invention can be widely used in vehicles that drive and brake each wheel as a unit.

[0092] Description of Reference Numerals

[0093] 3a…force-applying part; H…housing; HR…right housing; HL…left housing; L…connecting rod; M…motor; T…wheel; Ta…wheel; TR…right wheel; TL…left wheel; U…hub motor unit; V…vehicle; Va…vehicle body; X…output shaft; Xt…axle.

Claims

1. A wheel hub motor unit, characterized in that: have: a housing to which an axle supporting a wheel of the vehicle is mounted and which is supported by the vehicle body; and A plurality of motors are mounted on the housing. Each of the motors realizes any one of a steering function for changing the posture of the axle, a driving function for rotating the axle, and a braking function for limiting the rotation of the axle. The rotation axes of the motors are configured to extend in parallel with each other.

2. The wheel hub motor unit according to claim 1, characterized in that The entire housing is configured to be received within the inner diameter of the hub of the wheel.

3. The wheel hub motor unit according to claim 1, characterized in that: A gear train for transmitting the driving rotation of the output shaft of the motor is disposed in the housing. One of the gears meshing with each other is provided with a biasing portion that presses the gear toward the other gear.

4. The wheel hub motor unit according to any one of claims 1 to 3, characterized in that: A connecting rod is provided throughout the left housing which serves as the above-mentioned housing and is provided on the left wheel, and the right housing which serves as the above-mentioned housing and is provided on the right wheel. The above-mentioned motor which is provided on the above-mentioned left housing or the above-mentioned right housing and realizes the above-mentioned steering function, the above-mentioned driving function or the above-mentioned braking function is configured to realize the above-mentioned steering function, the above-mentioned driving function or the above-mentioned braking function of the other above-mentioned wheel.

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