JP6008128B2 - In-wheel motor control device and in-wheel motor provided with the same - Google Patents

Description

  The present invention relates to current control of an in-wheel motor that drives wheels of an electric vehicle.

  As a motor for driving a wheel of an electric vehicle, an in-wheel motor having a built-in motor inside the wheel is known (see, for example, Patent Documents 1 and 2). Among these, an outer rotor type motor (for example, refer to Patent Document 1) has a motor arranged coaxially with a wheel shaft, and a rotor as a rotor rotates at the same speed as the speed of the wheel. The rotor is integrated with the magnet and is arranged so as to surround the outside of the armature provided with the coil.

  Heat generation in the in-wheel motor is caused by the copper loss generated in the coil in proportion to the square of the current due to the electrical resistance and the hysteresis loss (iron loss in the magnetic material wound with the coil in proportion to the frequency (number of rotations). One) and eddy current loss (one of iron losses) generated in the magnetic body and the magnet in proportion to the square of the frequency.

  As described above, the outer rotor type motor has a configuration in which the rotor rotates at the same speed as the speed of the wheel, and does not use a speed reducer. Therefore, the rotational speed of the outer rotor type motor is limited to a relatively low region. For this reason, in the outer rotor type motor, heat generation due to copper loss in a high torque region where current becomes higher becomes a problem than heat generation due to iron loss due to high rotation. In the in-wheel motor drive device described in Patent Document 2, it is proposed to control the drive current of the motor according to the temperature information measured by the temperature sensor.

JP-A 63-275427 JP 2008-168790 A

  However, the in-wheel motor described in Patent Document 2 is configured not to use an outer rotor type motor but to increase drive torque using a speed reducer. The current control in the in-wheel motor drive device described in Patent Document 2 is not intended to prevent a temperature rise, but an overload state is determined by temperature information, and the motor drive current is controlled according to the temperature information. This is to prevent an overload condition (paragraph 0006 of Patent Document 2).

  On the other hand, in an outer rotor type motor that does not use a reduction gear, the drive torque is proportional to the current. For this reason, it is not necessary to determine the overload state based on the temperature information, and the overload state can be determined based on the current value. On the other hand, a magnet used for an in-wheel motor is demagnetized at a high temperature, and once demagnetized, the original magnetic force is not restored. Therefore, the magnet is required to have heat resistance to avoid demagnetization. For this reason, if a magnet having heat resistance that does not demagnetize even in an overload state is used, the overload state does not matter for the magnet. The current control described in Patent Document 2 is intended to prevent an overload state, and is not focused on magnet temperature control.

  The present invention provides an in-wheel motor control device and an in-wheel motor provided with the same that can prevent excessive heating of the magnet and prevent demagnetization of the magnet without specially increasing the heat resistance of the magnet. Objective.

  In order to achieve the above object, an in-wheel motor control device of the present invention is an outer-rotor type in-wheel motor control device, wherein the in-wheel motor includes an annular rotor core as a rotor, A magnet fixed to the inner peripheral surface side of the rotor core, an annular stator core that is a stator including a coil, and a temperature sensor, and the stator core is disposed on the inner peripheral surface side of the rotor core The control device controls the drive current applied to the coil based on the measured value of the temperature sensor so that the magnet does not exceed an allowable temperature.

  According to this configuration, it is possible to prevent the magnet temperature from exceeding the allowable temperature by controlling the drive current, so the magnet can be used within the allowable temperature range even if the heat resistance of the magnet is not particularly increased. it can. For this reason, in this embodiment, it is possible to suppress the content of dysprosium in the magnet for enhancing heat resistance, which is advantageous in terms of cost.

  In the present invention, as will be described in detail later, the outer rotor type motor is advantageous in reducing the temperature rise of the magnet, and the temperature rise of the magnet is largely caused by the drive current flowing in the coil, and the drive current is controlled. The present inventor has derived that the temperature of the magnet can be controlled by the above. In other words, even if the heat-resistant temperature of the magnet is not particularly increased, if the temperature at which demagnetization occurs in the magnet is a temperature that can be reached in a severe situation that does not occur in normal running, What is necessary is just to perform the current control which reduces temperature. Thus, the magnet can be prevented from being demagnetized without hindering normal travel.

  In the in-wheel motor of the present invention, when the measured value of the temperature sensor exceeds the first set value and the drive torque is equal to or less than the set value, the control device makes the drive current supplied to the coil constant. If the measured value of the temperature sensor is equal to or smaller than the second set value after the drive current is made constant, it is preferable to newly determine the drive current according to the accelerator operation amount. According to this configuration, even if the measured value of the temperature sensor exceeds the first set value, the control for decreasing the drive current value is not executed if there is a margin before reaching the maximum set torque, The drive current value does not decrease while the accelerator operation amount increases. For this reason, it is possible to minimize the state in which the driving torque as required for the accelerator operation cannot be obtained.

  The in-wheel motor of the present invention is an in-wheel motor provided with the control device for each of the in-wheel motors of the present invention, wherein the stator core includes a magnetic body around which the coil is wound, and the temperature sensor It is attached to the magnetic body. In this configuration, when the temperature of the coil wound around the magnetic body rises, the temperature of the magnetic body integrated with the coil also rises. Therefore, as the coil temperature rises, the temperature of the magnetic body and the magnet facing this through the gap also rises. In this case, the temperature of the magnetic body integrated with the coil is higher than the temperature of the magnet facing the coil via the gap. For this reason, if the temperature of the magnetic material is controlled to be lower than the allowable temperature of the magnet, the magnet will not reach the allowable temperature, and even if the temperature of the magnet rotating integrally with the rotor core is not directly detected, the magnet Reliable control that does not reach the allowable temperature is possible.

  In the in-wheel motor of the present invention, a support body that supports the stator core is disposed on the inner peripheral surface side of the stator core, and a convex portion that is formed on the inner peripheral surface side of the magnetic body includes the support. It is preferable that the temperature sensor is attached to the convex portion by fitting with a concave portion formed on the outer peripheral surface side of the body. According to this configuration, the magnetic body can be fixed to the support body by fitting the convex portion and the concave portion, and the convex portion can also be used as an attachment portion of the temperature sensor.

  According to the present invention, it is possible to prevent overheating of the magnet and to prevent demagnetization of the magnet without particularly increasing the heat resistance of the magnet.

The external view which shows the vicinity of the in-wheel motor which concerns on one Embodiment of this invention. Sectional drawing which shows the internal structure of the in-wheel motor which concerns on one Embodiment of this invention. The disassembled perspective view of the in-wheel motor which concerns on one Embodiment of this invention. The control block diagram of the current control which concerns on one Embodiment of this invention. The flowchart of the current control which concerns on one Embodiment of this invention. Sectional drawing which shows arrangement | positioning of a temperature sensor in one Embodiment of this invention. The enlarged view of the B section of FIG.

  Hereinafter, an embodiment of the present invention will be described with reference to the drawings. First, the structure of an in-wheel motor according to an embodiment of the present invention will be described with reference to FIGS. FIG. 1 is an external view showing the vicinity of the in-wheel motor 1. For convenience of illustration, the wheel 2 is shown in a cross-sectional state. The illustration of the tire attached to the wheel 2 is omitted. The in-wheel motor 1 is used by being incorporated in a hollow portion of a wheel 2 of an electric vehicle. FIG. 1 shows one wheel portion and a suspension 3 of an electric vehicle. Only the main part of the suspension 3 is shown, and the vehicle body to which the suspension 3 is attached is not shown. The suspension 3 includes a shock absorber 4, a knuckle 5, a lower arm 6, and a link 7. Illustration of the spring surrounding the shock absorber 4 is omitted. An in-wheel motor 1 is fixed to the knuckle 5. The in-wheel motor 1 includes a case 10 that is an exterior part. The case 10 covers the front (A arrow side) of the in-wheel motor 1 and covers most of the outer peripheral surface.

  FIG. 2 is a cross-sectional view showing the internal structure of the in-wheel motor 1. For convenience of illustration, the illustration is partially simplified. FIG. 3 is an exploded perspective view of the in-wheel motor 1. Hereinafter, the internal structure of the in-wheel motor 1 will be described with reference to FIGS. 2 and 3. FIG. 2 illustrates a state in which the wheel 2 is attached to the in-wheel motor 1, but the case 10 is fixed to the hub unit 21 before the wheel 2 is attached to the in-wheel motor 1. In FIG. 2, the bolt 20 passes through the flange portion of the hub unit 21, the case 10, and the wheel 2, and the bolt 20 is tightened by a nut (not shown). As a result, the wheel 2 is integrally fixed to the in-wheel motor 1.

  In FIG. 3, a groove 22 is formed on the inner peripheral surface of the case 10, and a convex portion 24 is formed on an annular rotor core 23 that is a rotor. The magnet 25 is fitted in the groove 27 of the rotor core 23 and fixed to the inner peripheral surface side of the rotor core 23. The rotor core 23 is accommodated in the case 10 with the convex portion 24 fitted in the groove 22 of the case 10. In this state, as shown in FIG. 2, the rotor clamp 33 and the dust seal 43 are fixed to the case 10 with screws 44, and the rotor core 23 is sandwiched between the spacer 31 and the spacer 32, so that Fixed.

  The brake shaft 16 is inserted into the through hole 26 of the hub unit 21 shown in FIG. In the state of FIG. 2, the brake shaft 16 is fixed to the hub unit 21, and the brake disc 15 is fixed to the brake shaft 16 by bolts 17 and nuts (not shown). According to the above configuration, the hub unit 21, the case 10, the rotor core 23, the brake shaft 16 and the brake disk 15 have an integrated structure, and the wheel 2 is fixed to the integrated structure. The in-wheel motor 1 of this embodiment is an outer rotor type, and the rotor core 23 which is an outer rotor rotates. According to the integrated structure, the inner diameter side of the bearing (not shown) of the case 10 and the hub unit 21, the brake shaft 16 and the brake disc 15 rotate at the same speed as the rotation of the rotor core 23, and are integrated with them. The wheel 2 rotates.

  In FIG. 3, an annular stator core 38 that is a stator includes a coil 34. The coil 34 is wound around a magnetic body 39. The magnetic body 39 is formed by laminating a number of electromagnetic steel plates. The coil wire of the coil 34 is connected to the outer periphery of the bus bar ring 41. The motor support 35 and the motor base 36 shown in FIG. 3 constitute a support 37 that supports the stator core 38. In the state of FIG. 2, the outer peripheral surfaces of the motor support 35 and the motor base 36 and the inner peripheral surface of the stator core 38 are fitted, and the stator core 38 is fixed to a support body 37 constituted by the motor support 35 and the motor base 36. Yes. As shown in FIG. 3, a bolt 40 is integrated with the motor base 36, and the bolt 40 passes through the seal plate 42. In the state of FIG. 2, the bolt 40 (not shown) passes through the knuckle 5 and is fastened to a nut (not shown). As a result, the stator core 38 is fixed to the knuckle 5 via the support 37.

  Therefore, the stator core 38 and the support body 37 and the seal plate 42 integral with the stator core 38 are fixed portions that do not rotate. In the state of FIG. 2, the support body 37 and the seal plate 42 are fixed to the hub unit 21. As described above, the hub unit 21 rotates integrally with the rotation of the wheel 2. However, since the hub unit 21 has a built-in bearing (not shown), even if the mounting side of the wheel 2 rotates, the mounting side of the support 37 and the seal plate 42 is fixed.

  In FIG. 2, a gap is formed between the rotor core 23 in which the magnet 25 is integrated and the magnetic body 39 around which the coil 34 is wound. When the coil 34 is energized, the rotor core 23 integrated with the magnet 25 rotates. The case 10 and the wheel 2 rotate at the same speed as the rotation of the rotor core 23. During this time, the temperature of the coil 34, which is a heating element, rises, and accordingly, the temperature of the magnetic body 39 rises, and the temperature of the magnet 25 that faces the magnetic body 39 through a gap also rises.

  The magnet is demagnetized at a high temperature, and once demagnetized, it does not recover to the original magnetic force. For this reason, the magnet 25 used under a temperature rise is required to have heat resistance capable of avoiding demagnetization. The magnet can improve heat resistance by containing dysprosium which is a rare earth. In particular, when the magnet temperature exceeds 100 ° C., demagnetization occurs and the coercive force cannot be secured unless dysprosium is contained. On the other hand, it is desirable that the expensive dysprosium is reduced in content or not contained. As the temperature increase width of the magnet 25 becomes smaller, the content of dysprosium can be reduced and not contained.

  The in-wheel motor 1 of the present embodiment is an outer rotor type motor, and the magnet 25 is located outside the coil 34 that is a heating element. Therefore, the magnet 25 is advantageous for heat dissipation. Furthermore, the outer rotor type motor has a configuration in which the rotor rotates at the same speed as the speed of the wheel, and does not use a speed reducer. Therefore, the rotational speed of the outer rotor type motor is limited to a relatively low region. For this reason, the heat generated by the outer rotor type motor is generated in the magnetic body wound with the coil in proportion to the frequency (number of rotations), compared to the heat generated by the copper loss generated in the coil in proportion to the square of the current due to the electrical resistance. Heat generation due to hysteresis loss (one of iron losses) and eddy current loss (one of iron losses) generated in the magnetic body and the magnet in proportion to the square of the frequency is small.

  As described above, the outer rotor type motor in which the magnet 25 is located outside the coil 34 as in the in-wheel motor 1 of the present embodiment is advantageous for the heat dissipation of the magnet 25, and the heat generated in proportion to the frequency is generated. This is advantageous in reducing the temperature rise of the magnet 25. Further, the temperature rise of the magnet 25 is largely caused by the drive current supplied to the coil 34, and the temperature of the magnet 25 can be controlled by controlling the drive current. The inventor of the present application pays attention to this and derives that the magnet 25 is controlled so as not to exceed the allowable temperature by controlling the drive current supplied to the coil 34 based on the measured value of the temperature sensor. It was.

  That is, since the outer rotor type motor is advantageous for reducing the temperature rise of the magnet, the heat-resistant temperature of the magnet can be lowered and the dysprosium content can be suppressed. As a result, the temperature at which demagnetization occurs in the magnet also decreases. However, if this temperature is a temperature that cannot be reached during normal driving and can only be reached under severe conditions that are extremely infrequent, current control that lowers the temperature of the magnet should be executed if the temperature temporarily becomes severe. That's fine. Thus, the magnet can be prevented from being demagnetized without hindering normal travel.

  On the other hand, if the drive current decreases even though the accelerator operation amount is increasing, the drive torque corresponding to the accelerator operation amount cannot be obtained. It is desirable that such a situation does not occur as much as possible. Hereinafter, an example of current control in consideration of this point will be specifically described.

  FIG. 4 shows a control block diagram of current control of the control device according to one embodiment of the present invention. Although details will be described later, the control device 60 determines a torque command value to the in-wheel motor 1 based on the operation amount of the accelerator 61 and the measured value (stator core temperature) of the temperature sensor 30, and based on this, the coil A drive current value for energizing 34 is determined. The determined drive current value is commanded to the inverter 63, and this drive current value is energized to the coil 34, and the in-wheel motor 1 is driven. Electric power is supplied to the inverter 63 from a battery 64 of a DC power source. The inverter 63 converts direct current into alternating current and controls the frequency of the current to control the rotation speed of the in-wheel motor 1.

  FIG. 5 is a flowchart showing a control process of the control device 60 shown in FIG. This figure shows the flow of information processing by the control device 60 when the accelerator operation amount is increasing. The accelerator operation amount is input to the control device 60 (step 100). Based on this input value, control device 60 determines torque command value T (step 101). The in-wheel motor 1 to be controlled is an outer rotor type motor, and as described above, the rotor core 23 that is a rotor rotates at the same speed as the speed of the wheels. In this configuration, a speed reducer is not used, and the drive torque is proportional to the value of the current flowing through the coil 34. The control device 60 determines the drive current value I based on the torque command value T (step 102). Thus, the in-wheel motor 1 is driven with a drive torque corresponding to the accelerator operation amount.

  While the in-wheel motor 1 is being driven, the temperature t of the stator core 38 (hereinafter referred to as “stator core temperature t”) is constantly measured by the temperature sensor 30 (step 103). Details of the temperature measurement position will be described later. When the magnet allowable temperature is ta and the correction value is t1, the control device 60 determines whether or not the stator core temperature t is higher than (ta-t1). The magnet allowable temperature ta is a temperature at which the magnet 25 is not demagnetized, and the situation exceeding the magnet allowable temperature ta is only under a severe condition with extremely low frequency. As such a severe situation, for example, a situation in which full power acceleration from 0 km / h to 100 km / h is repeated. Hereinafter, for convenience, the setting values will be described with numerical examples. However, these are merely examples and are appropriately changed according to the specifications of the actual machine. When the magnet allowable temperature ta is 100 ° C. and the correction value t 1 is 20 ° C., (ta−t 1) is 80 ° C. In this case, if the stator core temperature t is 80 ° C. or lower, the process returns to step 100, and the drive current value I corresponding to the accelerator operation amount is determined.

  Although the stator core temperature t is not the temperature of the magnet 25, as will be described in detail later, the temperature of the magnet 25 also changes according to the change of the stator core temperature t, and the stator core temperature t becomes higher than the temperature of the magnet 25. Become. For this reason, if the stator core temperature t is controlled so as not to exceed the magnet allowable temperature ta, the excessive temperature rise prevention of the magnet 25 is ensured. If the stator core temperature t is 80 ° C., there is a margin of about 20 ° C. than the magnet allowable temperature 100 ° C. In the present embodiment, step 104 is a first temperature determination stage for preventing excessive temperature rise of the magnet 25.

  If stator core temperature t is greater than 80 ° C., control device 60 determines whether torque command value T is greater than x% of the maximum set torque (step 105). As described above, since the torque is proportional to the current value, it can be determined whether the torque command value T is larger than x% of the maximum set torque based on the current value. x% is a value within the range of 80 to 85%, for example. A state in which the torque command value T is within a range of 80 to 85% of the maximum set torque is a state in which the in-wheel motor 1 is in a high load state but has a margin before reaching the maximum set torque.

  In the present embodiment, x% is 85%. If torque command value T is 85% or less of the maximum torque, control device 60 controls drive current value I to be constant (step 106). Accordingly, the drive current value I does not change even if the accelerator operation amount thereafter increases. Thus, the increase in the stator core temperature t due to the increase in the accelerator operation amount is temporarily stopped. For this reason, the temperature increase after the drive current value I is controlled to a constant value is a temperature increase due to a response delay or a temperature increase due to a factor other than the current value.

  After step 106, the control device 60 determines whether or not the stator core temperature t is higher than (ta−t2) (step 107). t2 is a correction value. When t2 is 15 ° C., the magnet allowable temperature ta is 100 ° C., so (ta−t2) is 85 ° C. In this case, if the stator core temperature t is 85 ° C. or lower, the process returns to step 100, and the drive current value (I) corresponding to the accelerator operation amount is determined (step 102). Therefore, even if the drive current value I is once controlled to a constant value in step 106, the control in step 106 is canceled if the stator core temperature t is 85 ° C. or lower. Furthermore, if the stator core temperature t is 80 ° C. or lower, normal current control is performed through steps 100 to 104 and returning to step 100.

  After the drive current value I is controlled to a constant value, if the stator core temperature t is higher than 85 ° C., the control device 60 controls the stator core temperature t to be (ta−t3). When the correction value t3 is 10 ° C., the magnet allowable temperature ta is 100 ° C., so (ta−t3) is 90 ° C. In this case, when the stator core temperature t temporarily exceeds 90 ° C., the drive current value I is controlled to decrease. Thus, the drive current value I is controlled so that the temperature of the magnet 25 does not exceed the magnet allowable temperature 100 ° C. In this case, even when the accelerator operation amount is increasing, there is a situation where the drive current value I decreases, but it is possible to avoid the temperature of the magnet 25 reaching the magnet allowable temperature of 100 ° C.

  On the other hand, the decrease in the drive current value I while the accelerator operation amount is increasing does not meet the demand for increasing the drive torque by the accelerator operation. That is, the control in step 108 is the last means performed only under severe conditions. Even if the stator core temperature t exceeds 80 ° C., the cause of the temperature rise in a state where there is a margin until the maximum set torque is likely to be influenced by other factors than the factor due to the increase in the drive current value I. . If the other factors are eliminated before the stator core temperature t reaches 85 ° C., it is not necessary to perform the control in step 108. As other factors, for example, it is conceivable that the control of the inverter 63 is temporarily malfunctioned, or that the inverter 63 is temporarily placed in an extremely high temperature environment (such as traveling on extremely high temperature asphalt). In the present embodiment, there is a step 106 for controlling the drive current value I to be constant before performing the control in step 108. With this control, the change in temperature is observed and the presence or absence of motor control abnormality is monitored. I am doing so.

  When steps 104 to 106 are omitted, the drive current is set so that the stator core temperature t is uniformly 90 ° C. even when the temperature increase is caused not by the increase in the drive current value I but by other factors. The value I is controlled. In this case, the drive current value I can decrease while the accelerator operation amount is increasing, and a drive torque as required for the accelerator operation may not be obtained. In the control of FIG. 5, when the stator core temperature t exceeds 80 ° C., the control for decreasing the drive current value I is not executed if there is a margin until the maximum set torque, and the accelerator operation amount is increasing. The drive current value I does not decrease. That is, by providing steps 104 to 106, it is possible to minimize the state in which the driving torque as required for the accelerator operation cannot be obtained.

  Next, attachment of the temperature sensor will be described. FIG. 6 is a cross-sectional view showing the arrangement of the temperature sensor 30. This figure is a cross-sectional view of the in-wheel motor 1 cut in the diameter direction of the stator core 38. FIG. 7 is an enlarged view of a portion B in FIG. For convenience of illustration, the hub unit 21 is not shown in cross section in FIG. As shown in FIG. 6, the magnetic body 39 of the stator core 38 has radially protruding portions 39. A coil 34 is wound around each protrusion 39. For convenience of illustration, the coil 34 is not shown in cross section in FIG.

  The temperature sensor 30 is held by the magnetic body 39. In FIG. 7, the magnetic body 39 is provided with a convex portion 45. The convex portion 45 is fitted with a concave portion 44 formed in a support body 37 (FIG. 3) composed of the motor support 35 and the motor base 36. A groove 46 is formed in the convex portion 45, and the temperature sensor 30 is attached to the groove 46. According to this configuration, the magnetic body 39 can be fixed to the support body 37 by fitting the convex portion 45 and the concave portion 44, and the convex portion 45 can also be used as an attachment portion of the temperature sensor 30.

  In FIG. 2, the gap between the rotor core 23 and the magnetic body 39 is slight, and the distance between the magnet 25 and the magnetic body 39 is small. For this reason, with the temperature rise of the magnetic body 39 due to the temperature rise of the coil 34, the temperature of the magnet 25 also rises. In this case, the temperature of the magnetic body 39 integrated with the coil 34 is higher than the temperature of the magnet 25 facing the magnetic body 39 through a gap. For this reason, if the temperature of the magnetic body 39 is controlled to be lower than the allowable temperature of the magnet 25, the magnet 25 does not reach the allowable temperature. Therefore, according to the configuration of FIG. 6 and FIG. 7, it is possible to perform reliable control in which the magnet 25 does not reach the allowable temperature without directly detecting the temperature of the magnet 25 that rotates integrally with the rotor core 23.

  The in-wheel motor 1 of the said embodiment is an example, You may change suitably in the range which does not change an outer rotor type | mold structure. For example, in the above-described embodiment, the support body 37 is composed of two parts. However, the support body 37 is not limited to this structure as long as the stator core 38 can be supported, and the number of parts may be further increased.

DESCRIPTION OF SYMBOLS 1 In-wheel motor 2 Wheel 23 Rotor core 25 Magnet 30 Temperature sensor 34 Coil 37 Support body 38 Stator core 39 Magnetic body 44 Concave part 45 Convex part 60 Control apparatus

Claims (3)

An outer rotor type in-wheel motor control device,
The in-wheel motor is
An annular rotor core as a rotor;
A magnet fixed to the inner peripheral surface of the rotor core;
An annular stator core that is a stator with coils;
A temperature sensor,
The stator core is disposed on the inner peripheral surface side of the rotor core,
The control device includes:
Based on the measured value of the temperature sensor, to control the drive current to energize the coil, so that the magnet does not exceed the allowable temperature ,
When the measured value of the temperature sensor exceeds the first set value and the drive torque is equal to or less than the set value, the control device maintains the value of the drive torque with a constant drive current applied to the coil. The control device for an in-wheel motor , wherein after the drive current is made constant, if the measured value of the temperature sensor is equal to or less than a second set value, the drive current is newly determined according to the accelerator operation amount . An in-wheel motor comprising the in-wheel motor control device according to claim 1 , wherein the stator core includes a magnetic body around which the coil is wound, and the temperature sensor is attached to the magnetic body. An in-wheel motor characterized by A support body that supports the stator core is disposed on the inner peripheral surface side of the stator core, and a convex portion formed on the inner peripheral surface side of the magnetic body is a concave portion formed on the outer peripheral surface side of the support body. The in-wheel motor according to claim 2 , wherein the temperature sensor is attached to the convex portion.

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