JP2014189107A - Wiring structure of in-wheel motor - Google Patents

Abstract

PROBLEM TO BE SOLVED: To arrange an electric power line from an in-wheel motor to a vehicle body so as to achieve high performance and stability.SOLUTION: A wiring structure of an in-wheel motor includes: an in-wheel motor 1 having a bus bar external terminal; a knuckle 2 having a knuckle body for supporting the in-wheel motor, an axle support part in which a notch is formed, and a reinforcement cross-link for reinforcing the neighborhood of an opening of the notch; an electric power line 30 drawn from the bus bar external terminal through the notch; an electric power line clamp 31 for attaching the drawn electric power line to the knuckle 2; an electric power line hanging prevention member 32 for regulating the position in a vertical direction of the electric power line 30, and the position in the vehicle width direction of the electric power line 30; and an electric power line clamp 33 whose positions in the vertical direction and in the forward/backward direction are determined by the positions in the vertical direction and in the forward/backward direction of the electric power line clamp 31, for attaching the electric power line 30 whose position is regulated, to a vehicle body.

Description

  The present invention relates to a wiring structure of an in-wheel motor.

  In order to develop a high-performance and practical electric vehicle using an outer rotor type in-wheel motor (hereinafter abbreviated as “in-wheel motor”), an in-wheel motor capable of generating a large torque and a large-capacity disc brake are required. is necessary. For this purpose, a structure is required in which the stator and rotor of the in-wheel motor are enlarged, a large current is supplied to the in-wheel motor, and the motor shaft protrudes outside in order to mount the disc brake.

  When trying to pull out the power line from such an in-wheel motor, a fixing part already installed in the in-wheel motor and a member for fixing the motor to the vehicle body become an obstacle. For this reason, a power line cannot be pulled out well from an in-wheel motor, and a power line hangs down and an extra load is applied, and there is a possibility of disconnection.

  2. Description of the Related Art Conventionally, a vehicle drive device that is downsized while mounting an in-wheel motor has been disclosed (see Patent Document 1). The vehicle drive device of patent document 1 avoids disconnection in the connector part of a connection box by fixing wiring to a motor with a wiring clamp. Moreover, the said vehicle drive device prevents that only a wiring part protrudes when fixing to an in-wheel motor by accommodating a wiring clamp in the clearance gap between a shock absorber and an oil pump.

JP 2006-240430 A

  However, the vehicle drive device described in Patent Document 1 is premised on the adoption of a strut suspension, and has a problem that it cannot be applied to an in-wheel motor with a motor shaft protruding toward the vehicle body.

  The present invention has been proposed to solve the above-described problems, and provides an in-wheel motor wiring structure capable of wiring a power line from an in-wheel motor to a vehicle body so as to provide high performance and stability. For the purpose.

  The in-wheel motor wiring structure according to the present invention has an in-wheel motor in which motor fixing parts are arranged on a circumference centering on a motor shaft protruding toward the vehicle body, and having a power line terminal arranged in the vicinity of the circumference. A motor support member having a main body portion that supports the in-wheel motor, an axle support portion in which a notch is formed, and a reinforcing member that reinforces the vicinity of the opening of the notch, and the notch A power line drawn from the power line terminal through the power line, a first attachment part for attaching the power line drawn from the power line terminal to the motor support member, and a vertical direction of the power line from the first attachment part The position in the vertical direction and the front-rear direction are determined according to the position in the vertical direction and the front-rear direction of the power line position-regulating member that regulates the position and the position in the vehicle width direction, and the front And includes a second mounting portion for mounting a power line whose position is regulated by the power line position regulating member on the vehicle body, the.

  According to the present invention, the power line can be wired from the in-wheel motor to the vehicle body so as to provide high performance and stability.

It is a perspective view showing the wiring structure of the outer rotor type in-wheel motor concerning the embodiment of the present invention. It is a schematic sectional drawing of an in-wheel motor. It is a top view by the side of the vehicle body of an in-wheel motor. It is side surface sectional drawing of an outer peripheral side motor cover. It is (a) side surface sectional drawing and (b) front view of an inner peripheral side motor cover. It is a front view of a knuckle. It is (a) side surface sectional drawing and (b) side surface principal part sectional drawing of a knuckle. It is the perspective view from the upper surface side of the power line droop prevention member, (b) The perspective view from the lower surface side, (c) The perspective view of the state attached to the knuckle. It is a figure for demonstrating the position of the up-down direction of a power line. The perspective view which shows a mode that a power line droop prevention member supports a power line about (a) the state which turned the steering wheel to the left lock, (b) the state which made the steering straight position, and (c) the state which turned the steering wheel to the right lock, respectively. It is.

Embodiments of the present invention will be described in detail with reference to the drawings.
FIG. 1 is a perspective view showing a wiring structure of an outer rotor type in-wheel motor (hereinafter referred to as “in-wheel motor”) according to an embodiment of the present invention.

  The wiring structure of the in-wheel motor includes a knuckle 2 for attaching the in-wheel motor 1 to the vehicle body, a power line 30 drawn from the in-wheel motor 1, and first and second power line clamps 31 for fixing the power line 30. , 33 and a power line droop prevention member 32 for preventing the power line 30 from drooping.

  The power line 30 is drawn obliquely upward from the in-wheel motor 1, is fixed by the first power line clamp 31 while being curved, passes over the power line droop prevention member 32, is further bent, and is fixed by the second power line clamp 33. Has been.

FIG. 2 is a schematic cross-sectional view of the in-wheel motor 1.
The in-wheel motor 1 includes, as an inner part, a bearing box 4 that is fixed to the knuckle 2 with an inner motor cover 13 sandwiched by fastening stud bolts 3, and a stator core 5 that generates a rotating magnetic field at the outer peripheral part of the bearing box 4. And.

The bearing box 4 is formed in a substantially cylindrical shape. A stator core 5 having a cylindrical hole is fixed to the outer periphery of the bearing box 4. A large number of teeth (not shown) are arranged in a row along the circumferential direction of the outer periphery of the stator core 5. An excitation coil (not shown) is wound around each tooth.
Moreover, the bearing box 4 has an inner peripheral part which becomes a substantially cylindrical hole. A plurality of angular ball bearings 8 and a rotation angle sensor 9 are accommodated in the peripheral surface portion of the hole of the bearing housing 4 in a state of being serially arranged in the axial direction.

  The in-wheel motor 1 includes a motor rotor 7 provided with an inner peripheral portion as a rotor core 6 in which a plurality of permanent magnets are arranged as an outer rotor portion. The rotor core 6 of the motor rotor 7 is disposed so as to face the outer peripheral surface of the stator core 5.

  The rotor core 6 is fixed to the inner peripheral surface of the substantially cylindrical outer frame of the motor rotor 7. A plurality of permanent magnets are arranged along the circumferential direction of the inner peripheral surface of the outer frame of the rotor core 6. The outer peripheral surface of the stator core 5 and the inner peripheral surface of the rotor core 6 are arranged to face each other with a slight gap therebetween. A wheel of a wheel (not shown) is fastened to the side surface of the motor shaft 10 facing the outside of the motor rotor 7.

  The motor shaft 10 of the motor rotor 7 is installed in a state penetrating the inner peripheral portion of the bearing box 4 and is rotatably supported via a double-row angular ball bearing 8. A disc brake rotor 11 is fixed to the end of the motor shaft 10 that passes through the knuckle 2 and protrudes toward the vehicle body.

FIG. 3 is a plan view of the in-wheel motor 1 on the vehicle body side.
On the end surface of the in-wheel motor 1 on the vehicle body side, a disc-shaped outer peripheral motor cover 12 having an opening at the center, and a donut-shaped inner peripheral motor cover 13 provided inside the opening of the outer motor cover 12. And are attached. The inner periphery side motor cover 13 is formed with a motor shaft through hole 13 a that passes through the motor shaft 10. The opening part of the outer peripheral side motor cover 12 and the motor shaft through hole 13a through which the inner peripheral side motor cover 13 passes are formed concentrically. The end surface on the vehicle body side of the in-wheel motor 1 is covered with the outer peripheral motor cover 12 and the inner peripheral motor cover 13.

FIG. 4 is a side cross-sectional view of the outer peripheral side motor cover 12.
As shown in FIG. 4, the outer peripheral motor cover 12 is a disk-shaped member having a circular central opening 12 a. An oil seal 14 formed in a ring shape using an elastic material such as rubber is integrally fixed to the inner peripheral portion of the central opening 12a. The outer peripheral portion of the outer peripheral motor cover 12 is attached to the outer peripheral surface of the in-wheel motor 1.

FIG. 5A is a side sectional view of the inner peripheral side motor cover 13, and FIG. 5B is a front view of the inner peripheral side motor cover 13.
The inner peripheral side motor cover 13 is a donut-shaped frame-shaped member having a motor shaft through hole 13a through which the motor shaft 10 passes in the center. A plurality of stud bolt holes 13 d through which the stud bolts 3 are inserted are formed in the inner peripheral motor cover 13.

  An oil seal 15 formed in a ring shape using an elastic material such as rubber is integrally attached to the inner peripheral portion of the inner peripheral motor cover 13. A seal contact surface 13 b is provided on the outer peripheral surface of the inner peripheral motor cover 13. Therefore, the seal contact surface 13 b of the inner peripheral motor cover 13 is in contact with the oil seal 14 fixed to the inner peripheral portion of the central opening 12 a of the outer peripheral motor cover 12.

  Then, by passing the motor shaft 10 through the motor shaft through hole 13 a, the periphery of the motor shaft 10 is covered with the inner peripheral motor cover 13. One end of each stud bolt 3 protruding from the bearing housing 4 is inserted into each stud bolt hole 13d, and further passed through a stud bolt hole 22 of the knuckle 2 shown in FIG. It is concluded with. Thereby, the inner peripheral side motor cover 13 is fixed to the bearing box 4.

  Thus, the outer peripheral side motor cover 12 and the inner peripheral side motor cover 13 are attached to the end surface of the in-wheel motor 1 on the vehicle body side. At this time, the outer peripheral side motor cover 12 is rotatably attached while being in contact with the inner peripheral side motor cover 13 via the oil seal 14 on the outer peripheral side with respect to the stud bolt 3 without any gap.

  Further, when the motor shaft 10 is inserted into the motor shaft through hole 13 a of the inner peripheral side motor cover 13, the outer peripheral surface of the motor shaft 10 and the inner peripheral portion of the motor shaft insertion hole 13 a are sealed with the oil seal 15. Thereby, although the motor shaft 10 is exposed to the outside (vehicle body side) of the motor 1, entry of foreign matter into the motor is prevented. Therefore, the failure of the motor 1 due to the entry of foreign matter can be suppressed, and maintenance such as cleaning the inside of the motor becomes unnecessary for a long time.

  Further, as shown in FIG. 5, the inner peripheral side motor cover 13 has a bus bar external terminal hole 18 formed for installing the bus bar external terminal 16. The bus bar external terminal hole 18 is formed at a position between the two stud bolt holes 13d. The reason is as follows.

  An oil seal 14 is attached to the inner periphery of the central opening 12a of the outer motor cover 12 so that foreign matter does not enter the in-wheel motor 1, and the inner part of the motor shaft through hole 13a of the inner motor cover 13 is fixed. An oil seal 15 is attached to the periphery.

  The oil seals 14 and 15 are installed on a circumference as small as possible with respect to the center of the motor shaft 10 in order to minimize the influence of frictional resistance on the motor rotation (by the principle of scissors). In the present embodiment, the oil seal 15 is fixed to the motor shaft through hole 13a which is the minimum circumference so as to be in direct contact with the motor shaft 10.

  The oil seal 14 is in contact with a seal contact surface 13 b that is an outer peripheral surface of the inner peripheral motor cover 13. The radius of the inner peripheral motor cover 13 is required to be as small as possible. In this embodiment, the radius of the inner peripheral motor cover 13 is the minimum radius at which the stud bolt 3 necessary for fixing the in-wheel motor 1 can be installed.

  As shown in FIG. 3, the bus bar external terminal 16 is pulled out from a fixed portion of the in-wheel motor 1, specifically, from the inner peripheral side motor cover 13. As shown in FIG. 5, in the inner peripheral side motor cover 13 having the minimum dimensions as described above, the stud bolt hole 13d and the bus bar external terminal hole 18 are close to each other, so that the outside of the bus bar. The terminal hole 18 is disposed on substantially the same circumference as the stud bolt hole 13d.

  The bus bar external terminal 16 shown in FIGS. 2 and 3 is supplied with a motor driving current. The current supplied to the bus bar external terminal 16 is supplied to the exciting coil in the in-wheel motor 1.

  The bus bar external terminal 16 is pulled out through the bus bar external terminal hole 18 provided in the inner peripheral motor cover 13 shown in FIG. The bus bar external terminal 16 is fixed by a bus bar external terminal cover 19. The bus bar external terminal cover 19 is inserted into the bus bar external terminal hole 18 shown in FIG. The mounting surface has a waterproof structure using rubber-like packing.

FIG. 6 is a front view of the knuckle 2. FIG. 7A is a side sectional view of the knuckle 2, and FIG. 7B is a principal sectional view of the side surface of the knuckle 2.
The knuckle 2 supports a wheel bearing portion, and includes a knuckle main body 20 and a circular plate-shaped axle support portion 21 provided at the center of the knuckle main body 20.

  The axle support portion 21 is inserted through the shaft hole portion 23 formed in a circular shape at the center thereof and the stud bolt 3 provided on the outer peripheral side of the shaft hole portion 23 and in the bearing portion of the in-wheel motor. And a plurality of stud bolt holes 22 formed in the above. The axle support portion width W, which is the length from the edge portion of the axle support portion 21 to the shaft hole portion 23, is dimensioned so that the strength is not insufficient by the stud bolt hole portion 22.

  The knuckle 2 does not have a structure in which the axle is fixed by the shaft hole 23. For this reason, the length of the axle support portion 21 in the axle direction is shorter than the knuckle of the conventional automobile wheel.

When the knuckle 2 is attached to the motor 1, the knuckle 2 is attached to the side surface portion of the inner peripheral motor cover 13. However, at a position where the knuckle 2 is mounted, there is a bus bar external terminal 16 protruding to the motor outer side of the inner peripheral side motor cover 13.
In order to prevent the knuckle 2 and the bus bar external terminal 16 from interfering with each other, a notch 24 is formed in the axle support portion 21 as shown in FIGS. Furthermore, a reinforcing bridge 25 is provided at the opening of the notch 24 in order to compensate for the strength reduction caused by providing the notch 24 in the axle support 21.

  By the way, as shown in FIG. 1, it is necessary to flow a large current of 400 A or more through the power line 30 drawn from the in-wheel motor 1. Further, since the in-wheel motor 1 is a three-phase motor, three power lines 30 are required. Therefore, the repulsive force is very large when three bundled power lines are bent. Therefore, it is desired to make the bending radius of the power line as large as possible, but then the drooping of the power line 30 becomes a problem.

  In order to solve the above-described problem, the power line 30 may have a large bending radius between the knuckle 2 and the vehicle body while being long enough not to contact the tire. And the power line droop prevention member 32 is provided in the location where the power line 30 droops, as shown in FIG.

  8A is a perspective view from the upper surface side of the power line droop prevention member 32, FIG. 8B is a perspective view from the lower surface side of the power line droop prevention member 32, and FIG. It is a perspective view of the state attached to the knuckle 20. FIG.

  The power line droop prevention member 32 includes a lower surface guide plate 32a provided along the horizontal direction, a side surface guide plate 32b provided upward from the end of the lower surface guide plate 32a, and the other end of the lower surface guide plate 32a. A lower surface guide auxiliary plate 32c provided in an obliquely downward direction from (the end portion opposite to the end portion) and an attachment portion 32d provided in a downward direction (or obliquely downward direction) from the end portion of the lower surface guide plate 32a. Have.

  A plurality of insertion holes 32e are formed in the attachment portion 32d. A fixing bolt is inserted into each insertion hole 32 e and fastened to the knuckle 2. Then, the power line droop prevention member 32 is fixed to the knuckle 2. Thereby, the lower surface guide plate 32a restricts the position of the power line 30 in the vertical direction, and the side surface guide plate 32b restricts the position of the power line 30 in the horizontal direction (vehicle width direction). The curved inner radius of the power line 30 may be, for example, 10 times or more with respect to the diameter of the power line 30 in order to prevent the power line 30 from deteriorating.

  FIG. 9 is a diagram for explaining the position of the power line 30 in the vertical direction. The upper end of the knuckle 2 is connected to an upper suspension arm 51 connected to the upper part of the suspension frame 50. The lower end of the knuckle 2 is connected to a lower suspension arm 52 connected to the lower part of the suspension frame 50.

  An intermediate portion of the knuckle 2 is connected to the steering rod 60. For this reason, according to the movement (steering operation) of the steering rod 60 in the vehicle width direction, the direction of the knuckle 2 changes and the direction of the in-wheel motor 1 also changes.

  The upper limit position of the power line drooping prevention member 32 is the position of the upper suspension arm 51 or its attachment portion. The lower limit position of the power line drooping prevention member 32 is the position of the steering rod 60 or its mounting portion.

  In order to make it difficult to interfere with either of the above in mounting, it is desirable that the power line droop prevention member 32 be disposed near the upper suspension arm 51 or its attachment portion and the steering rod 60 or near the center of the attachment portion.

  The inclination of the power line 30 of the power line droop prevention member 32 in the axial direction is on condition that the power line 30 is perpendicular to the direction in which the power line 30 hangs down due to gravity, and is desirably plus or minus 10 degrees or less with respect to the horizontal plane of the vehicle body. .

  Furthermore, as shown in FIG. 1, the vertical position of the power line clamp 33 on the vehicle body side is determined based on the vertical position of the power line clamp 31 on the knuckle 2 side. For example, the vertical position of the power line clamp 33 is preferably within the range of the position of the power line clamp 31 in the empty state of the automobile and the position of the power line clamp 31 in the capacity boarding state.

  10A and 10B are perspective views showing a state in which the power line drooping prevention member 32 supports the power line when the steering is turned to the left and right. FIG. 10A is a state where the steering is turned to the left lock, and FIG. (C) shows a state in which the steering is turned to the right lock.

  Here, the position in the front-rear direction (vehicle traveling direction) of the power line clamp 33 on the vehicle body side is also determined based on the position in the front-rear direction of the power line clamp 31 on the knuckle 2 side. For example, it is desirable that the position of the power line clamp 33 in the front-rear direction is within the range of movement of the power line clamp 31 in the front-rear direction when the steering is turned from the left lock position to the right lock position.

  Further, the length of the power line from the power line clamp 31 to the power line clamp 33 is such that, for example, as shown in FIG. 10A, the power line 30 is connected to the lower surface guide plate of the power line droop prevention member 32 even when the steering is turned to the left lock. It is desirable for the length to be as small as possible on 32a. Furthermore, the length of the power line from the power line clamp 31 to the power line clamp 33 is set such that, for example, when the steering is turned to the right lock, the power line 30 is connected to the lower surface guide plate 32a of the power line droop prevention member 32 as shown in FIG. It is desirable to have a length that rides on almost the entire surface in the upper longitudinal direction.

As described above, the wiring structure of the in-wheel motor according to the present embodiment is such that the power line drooping prevention member 32 is attached to the knuckle 2, and the power line 30 drawn from the in-wheel motor 1 and through which a large current flows is The position in the front-rear direction is restricted. Further, in the wiring structure of the in-wheel motor, the power line 30 drawn from the in-wheel motor 1 is fixed by the power line clamp 31 on the knuckle 2 side and the power line clamp 33 on the vehicle body side.
As a result, it is possible to prevent the power line 30 from being damaged by preventing the power line 30 from drooping or curving, so that high performance and stability can be maintained even when a large current is passed through the in-wheel motor 1. Can do.

  In addition, this invention is not limited to embodiment mentioned above, It can apply also to what was changed in the design within the range of the matter described in the claim.

DESCRIPTION OF SYMBOLS 1 In-wheel motor 2 Knuckle 10 Motor shaft 16 Busbar external terminal 20 Knuckle main body 21 Axle support part 24 Notch part 25 Reinforcement bridge 30 Power lines 31, 33 Power line clamp 32 Power line droop prevention member

Claims (3)

An in-wheel motor having a power line terminal disposed on the circumference of the circumference of the motor fixing part disposed on the circumference around the motor shaft protruding toward the vehicle body;
A motor support member having a main body portion that supports the in-wheel motor, an axle support portion in which a notch is formed, and a reinforcing member that reinforces the vicinity of the opening of the notch,
A power line drawn from the power line terminal through the notch, and
A first attachment portion for attaching the power line drawn from the power line terminal to the motor support member;
A power line position regulating member that regulates the position in the vertical direction and the vehicle width direction of the power line from the first mounting portion;
Second mounting for mounting a power line whose position in the vertical direction and in the front-rear direction is determined according to the position in the vertical direction and in the front-rear direction of the first mounting portion and whose position is regulated by the power line position regulating member to the vehicle body And
Wiring structure for in-wheel motor equipped with The in-wheel motor wiring structure according to claim 1, wherein the power line position regulating member is disposed between an upper suspension arm or an attachment portion of the upper suspension arm and a steering rod or an attachment portion of the steering rod. The vertical position of the second mounting portion is within the range of the vertical position of each of the first mounting portions when the vehicle is in an empty state and when the vehicle is in a capacity state,
The position in the front-rear direction of the second attachment portion is within the range of the position in the front-rear direction of each first attachment portion when the steering is turned to the left-right locked state. In-wheel motor wiring structure.