JP2012001017A - Driving device for vehicle - Google Patents

Abstract

PROBLEM TO BE SOLVED: To provide a driving device for vehicle capable of driving respective steering wheels by respectively corresponding motors, with a simple structure.SOLUTION: This driving device 1 for the vehicle includes a hub unit 800 for rotatably supporting a constant velocity joint 900 connected to a shaft 701 of a motor 700, a first knuckle 200 for supporting the motor 700 and installed in a shock absorber 400 arranged between the vehicle 2 and the hub unit 800 and a second knuckle 300 supported by the first knuckle 200 so as to be rockable around the predetermined rocking axis Zs to the first knuckle 200 and supporting the hub unit 800. The rocking center C of the constant velocity joint 900 is arranged on the rocking axis of the second knuckle 300.

Description

  The present invention relates to a vehicle drive device including a motor corresponding to each drive wheel.

  Passenger cars, buses, trucks, and other vehicles that use a motor as a power source have been put into practical use. Some vehicles using a motor as a power source drive each wheel with a motor corresponding to the vehicle. Such a system is called an in-wheel motor, and various proposals have been made.

  In general, the power of a motor is limited by the volume of the motor. For this reason, it is difficult to ensure sufficient motor power to drive the vehicle in a narrow space near the wheels. In particular, steering wheels that need to change the direction of the wheels must ensure that there is enough space for the motor to move so that the motor does not interfere with other parts when the motor changes direction with the wheels. Don't be. As a result, there is a problem that the volume of the motor is more limited.

  In order to solve the above problem, there has been proposed a drive device of a system in which a motor is arranged in a space adjacent to a wheel and the power of the motor is transmitted to the wheel via a constant velocity joint or the like (for example, Patent Document 1). In this way, even if the direction of the steering wheel is changed, the motor does not change its posture, so that the motor volume can be increased as compared with a structure in which the motor changes the direction together with the steering wheel. .

JP 2006-027529 A

  The technique described in Patent Document 1 uses one or two constant velocity joints to transmit power from a motor floatingly supported on a lower arm to wheels. However, since two constant velocity joints are used, there is a problem that the structure becomes complicated and the mass increases.

  SUMMARY OF THE INVENTION An object of the present invention is to provide a vehicle drive device that has a simple structure and can drive each steered wheel with a motor corresponding to each wheel.

  In order to solve the above-described problems and achieve the object, a vehicle drive device according to the present invention is a vehicle drive device mounted on a vehicle using a motor as a power generation device, and is connected to a shaft of the motor. A hub unit that rotatably supports a constant velocity joint; a first knuckle that supports the motor and is attached to a shock absorber disposed between the vehicle and the hub unit; and the first knuckle A second knuckle supported by the first knuckle and supporting the hub unit so as to be able to swing around a predetermined swing center axis, and the second knuckle The swing center of the constant velocity joint is arranged on the swing center axis.

  With such a structure, the present invention makes it possible to change the direction of the steered wheels by steering, and as a result, even when the hub unit swings around a predetermined swing center axis, the power of the motor is applied to the axle, etc. It can be transmitted at high speed (equal rotational angular velocity). Moreover, since the vehicle drive device according to the present invention requires only one constant velocity joint, the number of parts can be reduced as compared with that disclosed in Patent Document 1. As a result, the vehicle drive device according to the present invention has a simple structure, and can drive each steered wheel with a motor corresponding to the vehicle. Furthermore, the vehicle drive device according to the present invention can be easily maintained and inspected due to the simple structure, and can also reduce the mass. Moreover, the vehicle drive device according to the present invention can be reduced in size and the manufacturing cost can be reduced by reducing the number of parts.

  The second knuckle that supports the hub unit to which the steered wheel is attached is supported so as to be able to swing with respect to the first knuckle to which the motor is attached. With such a structure, even if the steering wheel swings, the motor does not move following the movement of the steering wheel while being fixed to the first knuckle. Thus, since the motor does not move by steering, it is not necessary to secure a space in the range in which the motor moves, and the restriction on the volume of the motor can be relaxed. As a result, it becomes easy to secure the output of the motor.

  As a desirable mode of the present invention, it is preferable that the oscillation central axis is arranged in parallel with the central axis of the shock absorber. Although the vehicle drive device according to the present invention is a part of the suspension device, the above structure allows the kingpin angle to be kept substantially constant when the suspension device is operated, and is thus supported by the suspension device. Changes in wheel alignment can be reduced.

  As a desirable aspect of the present invention, a first bearing that supports the second knuckle so as to be able to swing at a position far from the shock absorber and centering on the swinging central axis, and centering on the swinging central axis. And a second bearing that supports the second knuckle so as to be able to swing at a position closer to the shock absorber than the first bearing, and the first knuckle is provided with the first knuckle. It is preferable to have a first coupling mechanism that supports the bearing, and a second coupling mechanism that is provided on the first knuckle and supports the second bearing. With this structure, the present invention can keep the relative positional relationship between the first knuckle and the second knuckle constant. As a result, even when the shock absorber expands and contracts, the power of the motor can be transmitted to the axle at a constant speed (a constant rotational angular speed).

  As a preferred aspect of the present invention, the first suspension includes a ball joint that is provided on a lower arm of the suspension device of the vehicle and supported by the first bearing so as to be able to rotate around the oscillation center axis. The knuckle and the second knuckle are preferably supported by the lower arm through the ball joint. With such a structure, according to the present invention, the first knuckle and the second knuckle allow the lower arm to swing, and can move up and down following the swing of the lower arm. As a result, the vehicle drive device according to the present invention can drive the vehicle without hindering the function of the suspension device.

  As a desirable mode of the present invention, the shaft of the motor and the constant velocity joint are connected via a joint structure having a groove and a protrusion meshing with the groove, and the joint structure is a rotating shaft of the shaft. It is preferable to be able to move in a direction parallel to. With such a structure, the present invention can allow the constant velocity joint to move in a direction parallel to the rotation axis of the motor shaft, so that the axial load acting on the constant velocity joint can be reduced, and the constant velocity joint can be reliably secured. Can function.

  INDUSTRIAL APPLICABILITY The present invention can provide a vehicle drive device that has a simple structure and can drive each steered wheel with a motor corresponding to each wheel.

FIG. 1 is a cross-sectional view of the vehicle drive device according to the present embodiment. FIG. 2 is a perspective view of the vehicle drive device according to the present embodiment. FIG. 3 is a schematic diagram illustrating a constant velocity joint included in the vehicle drive device according to the present embodiment. FIG. 4 is a cross-sectional view illustrating a joint structure between a motor shaft and a constant velocity joint included in the vehicle drive device according to the present embodiment. FIG. 5 is a schematic diagram showing a modification of the hub bearing of the hub unit provided in the vehicle drive device according to the present embodiment. FIG. 6 is an exploded view showing the first joint. FIG. 7 is an exploded view showing the second joint.

  Hereinafter, embodiments (embodiments) for carrying out the invention will be described with reference to the drawings. In addition, this invention is not limited by the following description. The constituent elements described below include those that can be easily assumed by those skilled in the art, those that are substantially the same, and those that are so-called equivalent ranges. Furthermore, the constituent elements described below can be appropriately combined.

  FIG. 1 is a cross-sectional view of the vehicle drive device according to the present embodiment. FIG. 2 is a perspective view of the vehicle drive device according to the present embodiment. The vehicle drive device 1 is mounted on a vehicle 2 having a motor (electric motor) 700 as a power generation device. The vehicle drive device 1 is attached to the vehicle 2 and causes the vehicle 2 to travel. The vehicle drive device 1 includes a motor 700, a hub unit 800, a first knuckle 200, and a second knuckle 300. The vehicle drive device 1 is incorporated in the suspension device 4 of the vehicle 2 and becomes a part of the suspension device 4.

  The suspension device 4 includes a lower arm 100, a shock absorber 400, a first knuckle 200, a second knuckle 300, a first joint (first coupling mechanism) 500, and a second joint (second Connecting mechanism) 600. In this embodiment, the system of the suspension device 4 is a strut type. The first knuckle 200 and the second knuckle 300 are connected by a first joint 500 and a second joint 600. The second knuckle 300 can swing with respect to the first knuckle 200 around a predetermined swing center axis Zs via the first joint 500 and the second joint 600. Supported by the knuckle 200. In addition, the second knuckle 300 is supported by a hub unit 800 to which a hub unit 800 is attached via a bolt 803.

  The shock absorber 400 includes a damping device (oil damper) 401 and an elastic body (coil spring) 402. The shock absorber 400 is disposed between the vehicle 2 and the hub unit 800 and expands and contracts in a direction parallel to the central axis Zc of the shock absorber 400. One end of the shock absorber 400 is connected to the first knuckle 200, and the other end is attached to the vehicle 2. In this way, the first knuckle 200 is attached to the shock absorber 400. A first joint 500 that connects the first knuckle 200 and the second knuckle 300 is connected to the first mounting portion 101 of the lower arm 100 by a bolt 103. The second attachment portion 102 of the lower arm 100 is attached to the bracket 3 provided in the vehicle 2. The second mounting portion 102 is supported by the bracket 3 so that the lower arm 100 can swing about the swing axis Zl.

  With such a structure, an assembly in which the first knuckle 200, the second knuckle 300, the first joint 500, and the second joint 600 are combined is vertically moved by the shock absorber 400 and the lower arm 100. It is supported by the vehicle 2 so that it can move to. A hub unit 800 that rotatably supports the wheels of the vehicle 2 is attached to the second knuckle 300. Accordingly, the wheels are supported by the vehicle 2 so as to be movable in the vertical direction of the vehicle 2. Then, shocks and vibrations input from the road surface to the vehicle 2 via the wheels are absorbed by the shock absorber 400 and attenuated.

  The motor 700 converts electric energy into kinetic energy and generates power for running the vehicle 2. In the present embodiment, the motor 700 is an AC synchronous motor, but the type of the motor 700 is not limited. As shown in FIG. 2, the motor 700 is attached to and supported by the first knuckle 200 by a bolt 704. The hub unit 800 includes a hub shaft 801 and a hub bearing 802 that rotatably supports the hub shaft 801. A shaft (input / output shaft) 701 of the motor 700 is connected to the hub shaft 801 through a constant velocity joint 900. With such a structure, power is transmitted between the motor 700 and the hub shaft 801. A wheel (an assembly of a tire and a wheel) is attached to the hub shaft 801. This wheel is a steering wheel of the vehicle 2. The hub unit 800 rotatably supports a constant velocity joint 900 connected to a shaft (input / output shaft) 701 of the motor 700. In the present embodiment, the constant velocity joint 900 is inserted into the hub shaft 801. With such a structure, the hub unit 800 rotatably supports the constant velocity joint 900 via the hub shaft 801.

  FIG. 3 is a schematic diagram illustrating a constant velocity joint included in the vehicle drive device according to the present embodiment. As shown in the upper diagram of FIG. 3, the constant velocity joint 900 includes a power transmission shaft 901, an inner 902, a plurality of rolling elements 903, and a cage 904. In this embodiment, the type of the constant velocity joint 900 is not limited, but a Rzeppa type constant velocity joint capable of swinging at a large angle is preferable. The end of the power transmission shaft 901 on the inner 902 side has a module 1 and a male involute serration (male) 905 having 24 teeth. Further, the inner side of the inner 902 has a female involute serration 906 that meshes with the involute serration 905. Then, the involute serration 905 of the power transmission shaft 901 and the involute serration 906 of the inner 902 mesh with each other, whereby power is transmitted between the power transmission shaft 901 and the inner 902. In addition, the constant velocity joint 900 swings with respect to the hub shaft 801 with the power transmission shaft 901, the inner 902, the retainer 904, and the rolling element 903 as one unit, with the swing center C as the center.

  Between the inner 902 and the outer formed inside the hub shaft 801, a plurality of (eight in this embodiment) rolling elements 903 held by the cage 904 are arranged at equal intervals. The constant velocity joint 900 allows the hub shaft 801 and the power transmission shaft 901 to swing while transmitting power between the hub shaft 801 and the power transmission shaft 901. With such a structure, the constant velocity joint 900 absorbs the rocking displacement generated by the operation of the suspension device 4 shown in FIG. 1 and suppresses the axial load acting on the constant velocity joint 900.

  In the vehicle drive device 1, the second knuckle 300 and the hub unit 800 swing around the swing center axis Zs shown in FIG. 1 with respect to the first knuckle 200. With such a structure, the hub unit 800 steers around the oscillation center axis Zs. As shown in FIGS. 3 and 1, in this embodiment, the swing center C of the constant velocity joint 900 is disposed on the swing center axis Zs of the second knuckle 300. For this reason, the vehicle drive device 1 allows the power of the motor 700 to be supplied to the hub shaft (axle) 801 at a constant speed (even if the hub unit 800 swings around the swing center axis Zs, that is, turns. Can be transmitted at the same rotational angular velocity).

  For example, consider the case where the hub unit 800 shown in FIGS. 1 and 3 swings about the swing center axis Zs by turning. In this case, as shown in the lower diagram of FIG. 3, the hub shaft 801 of the hub unit 800 swings about the swing center axis Zs (in the direction of arrow M2 shown in the lower diagram of FIG. 3). When the hub unit 800 swings by turning, the relative angle between the rotation axis Zr of the shaft 701 of the motor 700 and the rotation axis of the hub shaft 801 changes as shown in the lower diagram of FIG. The swing center C of the constant velocity joint 900 exists on the rotation axis Zr of the shaft 701 of the motor 700. As shown in the upper diagram of FIG. 3, the constant velocity joint 900 swings inside the hub shaft 801. Therefore, when the swing center axis Zs of the hub shaft 801 and the swing center C of the constant velocity joint 900 are deviated, the hub shaft 801, that is, the hub unit 800 cannot swing around the swing center axis Zs. As a result, steering cannot be performed, and power cannot be transmitted between the constant velocity joint 900 and the hub shaft 801 at the time of steering.

  In the present embodiment, as described above, the swing center C of the constant velocity joint 900 is disposed on the swing center axis Zs of the hub unit 800, that is, the hub shaft 801. Therefore, the swing center C of the constant velocity joint 900 is always on the rotation axis Zr of the shaft 701 of the motor 700 and the swing center axis Zs of the hub unit 800. For this reason, even if the hub unit 800 and the hub shaft 801 are swung by turning, the rocking center C of the constant velocity joint 900 disposed inside the hub shaft 801 and the rocking center axis Zs of the hub shaft 801 The relative positional relationship does not change. As a result, the hub unit 800 can be steered and power can be transmitted between the constant velocity joint 900 and the hub shaft 801.

  When the shock absorber 400 expands and contracts, the first knuckle 200 and the second knuckle 300 swing around the ball joint 520 c included in the first joint 500 with respect to the lower arm 100. Therefore, the relative positional relationship between the first knuckle 200 and the second knuckle 300 does not change. For this reason, even when the shock absorber 400 expands and contracts, the power of the motor 700 can be transmitted to the hub shaft 801 at a constant speed (a constant rotational angular speed). Further, in the vehicle drive device 1, the road surface reaction force transmitted from the wheel to the hub unit 800 is generated by the second knuckle 300, the first joint 500 and the second joint 600, and the first knuckle 200. Is input to the shock absorber 400. As a result, the road surface reaction force is not transmitted to the constant velocity joint 900. As a result, even if the suspension device 4 is operated, almost no axial load is applied to the constant velocity joint 900. Therefore, even during the operation of the suspension device 4, the constant velocity joint 900 includes the shaft 701 and the hub shaft 801 of the motor 700. Power can be reliably transmitted to and from.

  FIG. 4 is a cross-sectional view illustrating a joint structure between a motor shaft and a constant velocity joint included in the vehicle drive device according to the present embodiment. As shown in FIG. 4, the shaft 701 of the motor 700 has a hollow portion 702. The hollow portion 702 passes through the shaft 701 in a direction parallel to the rotation axis Zr of the shaft 701. The inner surface of the shaft 701 on the hub unit 800 side shown in FIG. 1 has, for example, a module 1 and an involute serration 703 having 35 teeth. The involute serration 703 is a female type.

  The involute serration 703 is slidably fitted with a male involute serration 907 formed at one end of the power transmission shaft 901 of the constant velocity joint 900 shown in FIG. That is, the shaft 701 and the power transmission shaft 901 of the constant velocity joint 900 are connected via a joint structure having a groove and a protrusion meshing with the groove. With such a joint structure, power is transmitted between the constant velocity joint 900 and the shaft 701 of the motor 700, and the movement of the power transmission shaft 901 in a direction parallel to the rotation axis Zr of the shaft 701 (arrow M1 in FIG. 4). Direction) is allowed. With such a structure, the vehicle drive device 1 shown in FIG. 1 can reduce the axial load acting on the constant velocity joint 900 and allow the constant velocity joint 900 to function reliably.

  FIG. 5 is a schematic diagram showing a modification of the hub bearing of the hub unit provided in the vehicle drive device according to the present embodiment. In this modification, when the wheel-side rolling element 807 disposed on the wheel side is compared with the vehicle-side rolling element 808 disposed on the vehicle body side, as shown in FIG. 5, the ball diameter d8 of the vehicle-body rolling element 808 is shown. Is larger than the ball diameter d7 of the wheel-side rolling element 807 (d7 <d8). Further, in this modification, the ball pitch circle diameter D7 of the wheel side rolling element 807 is larger than the ball pitch circle diameter D8 of the vehicle body side rolling element 808 (D7> D8). This is due to the following reason. First, the vehicle body-side rolling element 808 close to the vehicle body increases the diameter of the ball and decreases the diameter of the ball pitch circle in order to support the mass of the vehicle body. On the other hand, since the wheel-side rolling element 807 supports the moment from the wheel, the diameter of the ball pitch circle is increased by reducing the diameter of the ball. This modification is preferable because the moment rigidity of the wheel-side rolling element 807 can be increased and the friction between the wheel-side rolling element 807 and the vehicle body-side rolling element 808 can be reduced by this structure. Note that a structure in which D7 = D8 or d7 = d8 is not excluded. Next, the first joint 500 will be described.

  FIG. 6 is an exploded view showing the first joint. As shown in FIG. 6, the first joint 500 includes a first member 510, a second member 520, and a third member 530. The first joint 500 connects the first knuckle 200 and the second knuckle 300 on the side far from the shock absorber 400 shown in FIGS. 1 and 2. The first member 510 is fastened to the first knuckle 200 with a bolt 103 at the first mounting portion 101 (the side far from the shock absorber 400 shown in FIGS. 1 and 2) of the lower arm 100 shown in FIG. The second member 520 is fastened to the side of the second knuckle 300 far from the shock absorber 400 by a bolt 303 (see FIGS. 6 and 1). The third member 530 is fastened to the side of the first knuckle 200 far from the shock absorber 400 by a bolt 201 (see FIG. 1). Here, “far” means far from the shock absorber 400 in comparison with the second joint 600.

  The second member 520 includes a shaft 520a to be connected to the third member 530, a flange 520b to be connected to the second knuckle 300, and a ball joint 520c. The shaft 520a and the flange 520b are manufactured separately and then connected and integrated by a joining means such as welding. In this embodiment, the shaft 520a and the ball joint 520c are manufactured integrally, but may be connected and integrated by welding, screwing, or the like after being manufactured separately. The first member 510 and the second member 520 are connected via a ball joint 520c which is a part of the second member 520. By the ball joint 520c, the first member 510 and the second member 520 are connected so as to be able to swing with respect to each other.

  The second member 520 and the third member 530 are connected via the first bearing 540. In the present embodiment, the first bearing 540 is a ball bearing, but is not limited thereto. Due to the connecting structure of the second member 520 and the third member 530 described above, the second member 520 and the third member 530 are connected to each other via the first bearing 540 so as to be able to swing or rotate. As shown in FIG. 6, the first bearing 540 includes an outer ring 540a and an inner ring 540b, and a ball 540c disposed between the outer ring 540a and the inner ring 540b. The outer ring 540 a is attached to a housing 530 h provided on the third member 530. Then, a bearing retainer 550 made of, for example, a steel plate is fixed to the housing 530h by joining means such as welding. The bearing retainer 550 prevents the outer ring 540a from falling off the housing 530h.

  The inner ring 540b is press-fitted into the shaft 520a of the second member 520. The inner ring 540b is fastened to the shaft 520a with a nut 570 through the collar 560. The nut 570 prevents the inner ring 540b from falling off the shaft 520a. The head of the nut 570 has a notch 570c. After the nut 570 is screwed into the shaft 520a, a pin is inserted from the notch 570c, and the pin is passed through the shaft 520a. With such a structure, the nut 570 is prevented from loosening. Next, the second joint 600 will be described.

  FIG. 7 is an exploded view showing the second joint. As shown in FIG. 7, the second joint 600 includes a fourth member 610 and a fifth member 620. The second joint 600 connects the first knuckle 200 and the second knuckle 300 via the fourth member 610 and the fifth member 620 on the side closer to the shock absorber 400 shown in FIGS. Link. The fourth member 610 is fastened to the side near the shock absorber 400 of the first knuckle 200 with a bolt 302 (see FIGS. 7 and 1). The fifth member 620 is fastened to the side near the shock absorber 400 of the first knuckle 200 with a bolt 202 (see FIG. 1). Here, “close” means close to the shock absorber 400 in comparison with the first joint 500.

  As shown in FIG. 7, the fourth member 610 includes a shaft 610 a that is connected to the fifth member 620, and a flange 610 b that is connected to the shock absorber 400 side of the second knuckle 300. The shaft 610a and the flange 610b are manufactured separately, and then connected and integrated by a joining means such as welding. The fourth member 610 and the fifth member 620 are connected via the second bearing 630. In the present embodiment, the second bearing 630 is a ball bearing, but is not limited to this. The 4th member 610 and the 5th member 620 are connected by the 2nd bearing 630 so that it can rock | fluctuate or rotate mutually. The second bearing 630 includes an outer ring 630a, an inner ring 630b, and a ball 630c disposed between the outer ring 630a and the inner ring 630b. The outer ring 630a is attached to a housing 620h provided on the fifth member 620. Then, for example, a bearing retainer 640 made of a steel plate is fixed to the housing 620h by a joining means such as welding. The bearing retainer 640 prevents the outer ring 630a from falling off the housing 620h.

  The inner ring 630b is press-fitted into the shaft 610a of the fourth member 610. The inner ring 630b is fastened to the shaft 610a with a nut 660 via a collar 650. The nut 660 prevents the inner ring 630b from falling off the shaft 610a. The head of the nut 660 has a notch 660c. After the nut 660 is screwed into the shaft 610a, a pin is inserted from the notch 660c, and the pin is passed through the shaft 610a. With such a structure, the nut 660 is prevented from loosening.

  As described above, in the vehicle drive device according to the present embodiment, the steering wheel changes its direction by steering, and even when the hub unit swings around the predetermined swing center axis, the power of the motor is transferred to the axle. It can be transmitted at a constant speed (equal rotational angular velocity). Further, with the above-described structure, even when the vehicle drive device according to the present embodiment is applied to a steering wheel, the motor arranged in the first knuckle does not need to change the posture in the steering direction, and the second knuckle Only the hub unit arranged in the direction changes its direction. Therefore, since the space in which the motor moves with steering can be reduced, the volume of the motor can be increased. As a result, the power of the motor can be increased.

  Further, since the vehicle drive device according to the present embodiment requires only one constant velocity joint, the number of parts can be reduced as compared with a device using a plurality of constant velocity joints. As a result, the vehicle drive device according to the present embodiment has a simple structure, and can drive each steered wheel with a motor corresponding to the vehicle. Furthermore, the vehicle drive device according to the present embodiment can be easily maintained and inspected due to the simplified structure, and the mass can be reduced. Moreover, the vehicle drive device according to the present embodiment can be reduced in size and the manufacturing cost can be reduced by reducing the number of parts. Thus, the vehicle drive device according to the present embodiment is suitable for a structure that is driven by a motor corresponding to each steered wheel. The steered wheels are usually front wheels, but the vehicle drive device according to the present embodiment may be applied to the rear wheels of 4WS (4 Wheel Steering).

  As described above, the vehicle drive device according to the present invention is useful for driving the respective steered wheels with the motors corresponding to the respective steered wheels.

DESCRIPTION OF SYMBOLS 1 Vehicle drive device 2 Vehicle 4 Suspension device 7 Motor 100 Lower arm 200 1st knuckle 300 2nd knuckle 301 Outer ring 400 Shock absorber 500 1st joint 510 1st member 520 2nd member 520a Shaft 520b Flange 520c Ball joint 530 Third member 540 First bearing 560 Collar 570 Nut 600 Second joint 610 Fourth member 620 Fifth member 630 Second bearing 650 Collar 660 Nut 700 Motor 701 Shaft 800 Hub unit 801 Hub shaft 802 Hub bearing 900 Constant velocity Joint 901 Power transmission shaft

Claims (5)

A vehicle drive device mounted on a vehicle using a motor as a power generation device,
A hub unit that rotatably supports a constant velocity joint connected to the shaft of the motor;
A first knuckle that supports the motor and is attached to a shock absorber disposed between the vehicle and the hub unit;
A second knuckle supported by the first knuckle and supporting the hub unit so that the first knuckle can swing around a predetermined swing center axis;
The vehicular drive apparatus, wherein a swing center of the constant velocity joint is disposed on a swing center axis of the second knuckle.   The vehicle drive device according to claim 1, wherein the swing center axis is disposed in parallel with the center axis of the shock absorber. A first bearing that supports the second knuckle so that the second knuckle can be swung at a position that is centered on the rocking central axis and is far from the shock absorber;
A second bearing that supports the second knuckle so that the second knuckle can be swung at a position closer to the shock absorber than the first bearing, with the rocking center axis as a center;
A first coupling mechanism that is provided on the first knuckle and supports the first bearing;
A second coupling mechanism provided on the first knuckle and supporting the second bearing;
The vehicle drive device according to claim 1, comprising: A ball joint provided on a lower arm of the suspension device of the vehicle and supported by the first bearing so as to be able to rotate around the oscillation center axis;
The vehicle drive device according to claim 3, wherein the first knuckle and the second knuckle are supported by the lower arm via the ball joint.   The shaft of the motor and the constant velocity joint are connected via a joint structure having a groove and a protrusion meshing with the groove, and the joint structure is movable in a direction parallel to the rotation axis of the shaft. The vehicle drive device according to any one of claims 1 to 4, wherein:

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