JP2015020629A - Suspension device - Google Patents

Abstract

PROBLEM TO BE SOLVED: To provide a suspension device for a vehicle mounted with an in-wheel motor drive unit which can prevent the interference of a lower arm and the in-wheel motor drive unit, and can perform steering.SOLUTION: A suspension device includes: an inside arm (41) which is relatively arranged inside a vehicle width direction; and an outside arm (51) which is relatively arranged outside the vehicle width direction. An inside connecting point (45) at which the inside arm and the outside arm are connected to each other includes: a second oscillation axial line (45X) which substantially extends to a vehicle fore-and-aft direction; and steering regulation means (46, 54) which regulate a relative turn around a virtual axial line which vertically extends. An outside connecting point (57) at which the outside arm and the in-wheel motor drive unit are connected to each other includes: a steering axial line (K) which substantially vertically extends; and oscillation regulation means (17, 55) which regulate a relative turn around the virtual axial line which extends to the vehicle fore-and-aft direction.

Description

  The present invention relates to a suspension device for a wheel suspension device, and in particular, a suspension device for an in-wheel motor drive device that is installed in a wheel and drives the wheel.

  The in-wheel motor drive device is not only less burdensome on the environment because it is electrically driven, but also installed in the wheel of an automobile to drive the wheel, so that it has a larger cabin than an engine automobile. Space can be secured, which is advantageous. Therefore, as a technique for attaching the in-wheel motor drive device to the vehicle body side, a technique as described in Patent Document 1, for example, is conventionally known. The in-wheel motor drive device described in Patent Literature 1 has a seat portion for coupling with a trailing arm of a suspension device at a lower portion thereof.

  In addition, in order to drive a steered wheel with an in-wheel motor drive device, a technique for suspending the in-wheel motor drive device with a high-mount double wishbone suspension device has also been proposed (for example, see Non-Patent Document 1).

JP 2010-1116017 A

Satoshi Murata, "Development of 139-20105175 In-wheel Motor Drive Unit", Academic Lecture Preprint No.28-10, Japan Automobile Engineers Association, 2010

  Since the in-wheel motor drive device described in Patent Document 1 is attached and fixed to the trailing arm, the wheels driven by the in-wheel motor drive device cannot be steered. If it does so, the use of an in-wheel motor drive device will be limited to a non-steered wheel.

  In the high-mount double wishbone suspension device described in Non-Patent Document 1, a ball joint that connects an in-wheel motor drive device and a lower arm to each other is connected to a motor portion that is located on the inner side in the vehicle width direction of the in-wheel motor drive device. Therefore, the vehicle body load and the impact force from the road surface are transmitted to the motor unit, which may adversely affect the motor unit. However, if the ball joint is provided on the outer side in the vehicle width direction of the in-wheel motor drive device, the motor portion protrudes on the inner side in the vehicle width direction than the ball joint. If it does so, when a wheel rebounds and rock | fluctuates below a lower arm, a lower arm will interfere with a motor part.

  An object of the present invention is to provide an arm of a suspension device that can prevent interference between a lower arm and an in-wheel motor drive device during rebound and that can be used for a steered wheel.

  For this purpose, the vehicle suspension device equipped with the in-wheel motor drive device according to the present invention has an in-wheel motor drive device that is disposed relatively outside in the vehicle width direction and a vehicle body side that is disposed relatively inside in the vehicle width direction. A suspension device to be attached to a member, which is disposed relatively on the inner side in the vehicle width direction and is rotatably connected to the vehicle body side member around a first swing axis extending substantially in the vehicle longitudinal direction at the inner end in the vehicle width direction. And an out-side arm that is disposed relatively outside in the vehicle width direction and connects the in-side arm and the in-wheel motor drive device to each other. The in-side connecting portion where the in-side arm and the out-side arm are connected includes a second swing axis that extends in the vehicle front-rear direction and a steering restricting means that restricts relative rotation about the virtual axis extending in the up-down direction. . In addition, the out-side coupling portion where the out-side arm and the in-wheel motor drive device are coupled includes a steering axis extending substantially in the vertical direction and a swing regulating means for regulating relative rotation around the virtual axis extending in the vehicle longitudinal direction. Including.

  According to the present invention, the arm of the suspension device is composed of two members, an in-side arm on the inner side in the vehicle width direction and an out-side arm on the outer side in the vehicle width direction. An in-wheel motor drive device, an out-side arm, an in-side arm, and a vehicle body-side member are sequentially arranged from the outside in the vehicle width direction toward the inside. Since the in-side connecting portion has the swing axis and the steering restricting means, the in-wheel motor drive device swings up and down with respect to the in-side arm together with the out-side arm with the in-side connecting portion as the swing center. can do. Therefore, the out-side arm does not move in the vertical direction with respect to the in-wheel motor drive device, and is prevented from interfering with the in-wheel motor drive device. In addition, when the out side arm of the present invention is connected to the lower part of the in-wheel motor drive device, the out-side arm and the in-side arm are preferably used as the lower arm of the suspension device, and the in-wheel motor drive device during rebound Although interference with the lower arm is eliminated, the present invention is not limited to this. For example, the out side arm and the in side arm may be used as the upper arm of the suspension device by connecting the out side arm of the present invention to the upper part of the in-wheel motor drive device.

  The first swing axis that enables the in-side arm to swing in the vertical direction is not particularly limited. Moreover, the 2nd rocking | swiveling axis line which enables the up-down direction rocking | fluctuation of an out side arm, and the turning axis line which enables turning of an in-wheel motor drive device are not specifically limited, either. As one embodiment of the present invention, the second swing axis and / or the turning axis is composed of a cylindrical body and a shaft body that is inserted through the cylindrical body without a substantial gap. According to this embodiment, since the shaft body is inserted into the cylindrical body, only relative rotation around the axis line can be realized. Therefore, in the in-side arm, only vertical swinging can be realized, and motion other than swinging, that is, turning can be restricted. Further, in the out-side arm, only turning can be realized, and movements other than turning, for example, swinging in the vertical direction can be restricted. The shaft body may be a cylindrical body. As another embodiment, the second swing axis and the turning axis may be constituted by a ball joint or other universal joint.

  The steering restriction means at the in-side connection location may be a combination of the above-described cylindrical body and shaft body. As another embodiment, the steering restriction means has both ends on the in-side arm and the out-side arm, respectively. It is the link member connected so that relative rotation is possible. According to this embodiment, the link member restricts the turning of the in-side arm. For example, the ring member of the steering restricting unit is installed between the front part of the in-side arm and the front part of the out-side arm. Alternatively, the ring member is installed between the rear part of the in-side arm and the rear part of the out-side arm.

  Although the swing restricting means at the out-side connecting portion is not particularly limited, as another embodiment, the swing restricting means at the out-side connecting portion can be rotated relative to the out-side arm and the in-wheel motor drive device at both ends. It is the link member connected. According to this embodiment, the link member regulates the swing of the in-wheel motor drive device. The ring member of the swing restricting means is constructed between, for example, the upper part of the out-side arm and the upper part of the in-wheel motor drive device. Or a ring member is constructed between the lower part of an out side arm, and the lower part of an in-wheel motor drive device.

  Although the dimensions of the in-side arm and the out-side arm are not particularly limited, as a preferred embodiment, the dimension of the in-side arm from the inner end in the vehicle width direction to the in-side connection location is from the in-side connection location to the out-side connection location. It is longer than the dimension of the out side arm. According to this embodiment, the in-side arm that swings in the vertical direction with the vehicle width direction inner end as the base end and the vehicle width direction outer end as the free end is longer than the out side arm that becomes the free end side, Even in a housing with space constraints, a sufficient amount of bounce and rebound can be secured in the vertical direction.

  Although the function and operation of the in-wheel motor drive device are not particularly limited, as an embodiment, the in-wheel motor drive device connected to the out-side arm is an in-wheel motor drive device. According to this embodiment, interference between the in-wheel motor drive device and the arm can be prevented. Therefore, an in-wheel motor drive device having a large axial dimension and radial dimension can be suitably attached to the vehicle body.

  Thus, according to the present invention, the arm of the suspension device can be configured as a split-type arm, and can be constituted by two members, the in-side arm and the out-side arm. And it can avoid that an in-wheel motor drive device interferes with the arm of a suspension apparatus during bounce and rebound in the up-and-down direction. Therefore, even a vehicle body side member having a large axial dimension and radial dimension, such as an in-wheel motor drive device, can be attached to the vehicle body so as to be steerable and swingable in the vertical direction. Moreover, sufficient ground clearance and turning angle can be ensured, and the steered wheels included in the vehicle body side member can be steered in a desired direction.

It is a top view which shows the suspension apparatus which becomes one Embodiment of this invention. It is a front view which shows the suspension apparatus of the embodiment. It is a front view which shows the state bounced upwards. It is a front view which shows the state rebounded below. It is a top view which shows the suspension apparatus which becomes other embodiment of this invention. It is a schematic sectional drawing which shows the deceleration part of an in-wheel motor drive device.

  Hereinafter, embodiments of the present invention will be described in detail with reference to the drawings. FIG. 1 is a front view showing a suspension device according to an embodiment of the present invention, and shows a state viewed from the front of a vehicle. FIG. 2 is a plan view showing the suspension device of the embodiment, showing a state seen from above. FIG. 3 is a front view showing a state in which the suspension device of the embodiment bounces upward. FIG. 4 is a front view showing a state where the suspension device of the embodiment has rebounded downward. In FIGS. 1 and 2, it should be understood that the in-wheel motor drive device does not bounce / rebound either upward or downward, but is in a normal height position. The normal height position refers to a height position when the load loaded on the vehicle body is not more than a predetermined upper limit value with the vehicle stopped. 1 to 4, the left side of the drawing represents the outside in the vehicle width direction, and the right side of the drawing represents the inside in the vehicle width direction.

  First, the in-wheel motor drive device 11 will be described. The in-wheel motor drive device 11 includes a motor unit 11A, a reduction unit 11B, and a hub unit 11C that are sequentially arranged in series in the axial direction of the in-wheel motor drive device 11. The motor part 11A, the reduction part 11B, and the hub part 11C are sequentially arranged in series in the axis O direction of the hub part 11C that is a rotation support member, and are arranged coaxially. The in-wheel motor drive device 11 drives the steered wheels 101 arranged on the outer side in the vehicle width direction of the vehicle, and is provided in the inner space region S of the road wheel 102 of the steered wheels 101. When the turning angle of the steered wheels 101 is 0 °, the axis O of the in-wheel motor drive device 11 extends in parallel with the vehicle width direction as shown in FIG. As a result, the vehicle travels straight. Moreover, the in-wheel motor drive device 11 is steered with the steered wheels 101 as described later. The steered wheel 101 is a known wheel including a metal road wheel 102 and an annular rubber tire provided on the outer periphery of the road wheel 102.

  The motor unit 11A has a casing with a relatively large outer diameter on the inner side in the vehicle width direction, and the speed reducing unit 11B has a casing with a relatively small outer diameter on the outer side in the vehicle width direction. These casings are non-rotating members that form the outline of the in-wheel motor driving device, whereas the hub portion 11C is fixed to the hub wheel 11W that is a rotating member and the casing of the speed reducing portion 11B, so that the hub wheel 11W can rotate freely. A hub wheel 11W including an outer ring member (not shown) to be supported and projecting outward in the vehicle width direction is connected and fixed to a road wheel 102 of a steered wheel indicated by an imaginary line with a plurality of bolts 103. The casings of the motor unit 11A and the speed reduction unit 11B are formed by aluminum casting.

  The motor unit 11A incorporates a rotor and a stator in the casing and rotationally drives the hub unit 11C, or performs power regeneration using the rotation of the hub unit 11C during braking or the like. The speed reduction part 11B incorporates a speed reduction mechanism such as a cycloid speed reducer in the casing, and reduces the rotation of the motor part 11A and transmits it to the hub part 11C.

  Here, the case where a cycloid reducer is adopted as the speed reduction part 11B will be briefly described. As shown in FIG. 6, the speed reduction part 11B includes a disc-shaped eccentric member 25 provided eccentric to the output shaft of the motor part 11A. The curved plate 26 attached to the eccentric member 25 so as to be concentric, a rolling bearing 29 provided between the outer periphery of the eccentric member 25 and the inner peripheral surface of the central hole 30b of the curved plate 26, and a speed reduction portion It has a plurality of outer pins 27 attached to the casing of 11B and a motion conversion mechanism that takes out the rotation of the curved plate 26 and outputs it to the hub wheel 11W.

  The outer peripheral edge of the curved plate 26 described above is formed in a wave shape and engages with a plurality of outer pins 27 attached to the casing of the speed reducing portion 11B. The outer pins 27 are arranged at equal intervals in the circumferential direction around the rotation axis O, and are one more than the number of wavy peaks formed on the outer peripheral edge of the curved plate 26. When the revolution member makes one revolution around the rotation axis O, the revolution member slightly rotates.

  The motion conversion mechanism takes out the rotation of the curved plate 26 and outputs only the rotation to the hub wheel 11W, and includes a plurality of through holes 30a formed in the curved plate 26 at intervals in the circumferential direction, The inner pin 28 has an outer diameter smaller than the inner diameter of the through hole 30a and passes through each through hole 30a, and a flange portion (not shown) that commonly supports one end of each inner pin 28. The flange portion is coaxially attached and fixed to the hub wheel 11W. The output shaft of the motor unit 11A and the hub wheel 11W extend along the axis O, but the eccentric member 25 and the curved plate 26 are arranged eccentric from the axis O.

  The inner pin 28 is disposed in an annular gap between the inner pin collar 28c, the shaft portion 28a passing through the inner pin collar 28c, and the inner peripheral surface of the inner pin collar 28c and the outer peripheral surface of the shaft portion 28a. Needle 28b. Thus, the inner pin 28 includes a rolling bearing and is in rolling contact with the inner wall surface of the through hole 30a.

  The lower portions of the motor unit 11A and the speed reduction unit 11B have an oil tank 11R that protrudes further to the outer diameter side than the casing of the motor unit 11A and the speed reduction unit 11B and stores oil.

  The speed reduction portion 11 </ b> B positioned relatively outside in the vehicle width direction and the hub portion 11 </ b> C positioned further outside in the vehicle width direction are disposed in the inner space S of the cylindrical road wheel 102. On the other hand, the motor portion 11A located relatively inward in the vehicle width direction partially protrudes from the inner space region S of the road wheel 102 toward the inner side in the vehicle width direction. A cylindrical lower connecting seat portion 17 protruding from the casing to the outer diameter side is provided at the lower portion of the speed reduction portion 11B. A lower end of the lower connecting seat portion 17 is open, and a cylindrical protrusion 55 described later is inserted therein. In the present embodiment, the lower connecting seat portion 17 is disposed substantially directly below the axis O.

  An upper and lower arm part 13 extending so as to draw an arc upward from the casing is integrally provided on the upper part of the speed reducing part 11B. Specifically, the upper and lower arm portions 13 are integrally coupled to the casing covering the outer end surface in the axial direction of the speed reducing portion 11B at the base portion, and extend from the root portion to the upper side of the motor portion 11A inward in the vehicle width direction. Then, the direction of the motor 11A is changed to extend upward to avoid interference with the steered wheels 101. A ball joint seat 14 is provided at the upper end of the upper and lower arm 13. As described above, the upper and lower arm portions 13 extend in the vertical direction from the inner space S of the load wheel 102 so as to avoid the peripheral edge of the load wheel 102. And the upper end part of the upper and lower arm part 13 including the ball joint seat part 14 is located above the steered wheel 101, particularly just above the axis O. When the central axis of the lower connecting seat portion 17 is virtually extended, the ball joint seat portion 14 is passed. This virtual straight line constitutes a turning axis (kingpin) K that becomes the turning center of the turning wheel 101. The in-wheel motor drive device 11 can be steered around the steered axis K together with the steered wheels 101.

  Next, a suspension device for suspending the in-wheel motor drive device 11 will be described.

  The suspension device according to the present embodiment is a double wishbone suspension device, and includes an upper arm 31 connected to the upper portion of the in-wheel motor drive device 11 and a lower arm connected to the lower portion of the in-wheel motor drive device 11 (connected to each other). The in-side arm 41 and the out-side arm 51) and a damper (not shown) that attenuates the bound amount and the rebound amount of the in-wheel motor drive device 11. Of these, the lower arm is composed of two members, an in-side arm 41 and an out-side arm 51.

  The upper arm 31 can swing in the vertical direction with the vehicle width direction inner end 33 as a base end and the vehicle width direction outer end 32 as a free end. A ball portion of a ball joint is provided at the outer end 32 in the vehicle width direction of the upper arm 31. The outer spherical surface of the ball portion is surrounded by the inner spherical surface of the ball joint seat portion 14. Thus, the vehicle width direction outer side end 32 of the upper arm 31 is rotatably connected to the upper end portion of the upper and lower arm portion 13 via the ball joint. An inner end 33 in the vehicle width direction of the upper arm 31 has a swing axis extending in the vehicle front-rear direction, and is connected to a vehicle body side member (not shown). Accordingly, the upper arm 31 can swing around the swing axis of the inner end 33 in the vehicle width direction. Further, since the ball joint including the ball joint seat portion 14 can be rotated in a universal direction, not only can the angle between the upper arm 31 and the upper and lower arm portions 13 be changed, but also a steered wheel that extends in a substantially vertical direction. It can serve as the axis K.

  The ball joint including the ball joint seat portion 14 is located above the road wheel 102, and the upper arm 31 has a higher vertical position than the upper arm of the low-mount double wishbone suspension device. Is a high-mount double wishbone suspension system. It should be understood that the vehicle body side member is a member on the vehicle body side as viewed from the member described.

  As shown in FIG. 1, the in-side arm 41 is disposed relatively inward in the vehicle width direction and basically extends in the vehicle width direction. And it branches in the middle and extends inward in the vehicle width direction, and has two vehicle width direction inner ends 42 and 43. The vehicle width direction inner ends 42 and 43 include a first swing axis extending substantially in the vehicle longitudinal direction, and the in-side arm 41 is connected to a vehicle body side member (not shown) such as a vehicle body frame via the vehicle width direction inner ends 42 and 43. Connected to Accordingly, the in-side arm 41 swings in the vertical direction with the front-side vehicle width direction inner end 42 and the rear-side vehicle width direction inner end 43 as the base ends and the in-side arm 41 as the free end in the vehicle width direction outer end 44. Made possible.

  The vehicle width direction outer side end 44 that can swing in the vertical direction includes a second swing axis 45 </ b> X extending in the vehicle front-rear direction, and is rotatably connected to the vehicle width direction inner end 52 of the out side arm 51. The second swing axis 45 </ b> X of the present embodiment surrounds the outer circumferential surface of the shaft body 46 by being fixed to the hollow cylindrical shaft body 46 fixed to the vehicle width direction outer end 44 and the vehicle width direction inner end 52. This coincides with the central axis of the cylindrical body 54. Thus, the in-side connecting portion 45 where the in-side arm 41 and the out-side arm 51 are connected includes the second swing axis 45X extending substantially in the vehicle front-rear direction, and is located on the outer side in the vehicle width direction with respect to the inner space region S. And located below the motor unit 11A (see FIG. 1). The in-side arm 41 and the out-side arm 51 are formed by ordinary iron casting or aluminum forging. The shaft body 46 is formed of iron, and rubber or the like may be wound around the periphery if necessary.

  The out-side arm 51 is disposed relatively outward in the vehicle width direction and extends inward in the vehicle width direction, and connects the in-side arm 41 and the lower portion of the in-wheel motor drive device 11 to each other. The out side arm 51 can swing in the vertical direction with the vehicle width direction inner end 52 including the swing axis 45X as a base end and the vehicle width direction outer end 53 of the out side arm 51 as a free end. Further, the shaft body 46 and the cylindrical body 54 restrict relative rotation about the virtual axis extending in the vertical direction.

  The outer end 53 in the vehicle width direction of the out-side arm 51 includes a turning axis K that extends substantially in the vertical direction. Specifically, a columnar protrusion 55 protruding upward along the turning axis K is connected and fixed to the outer end 53 in the vehicle width direction. The outer peripheral surface of the columnar protrusion 55 is surrounded by the inner peripheral surface formed on the lower connecting seat portion 17. Further, the cylindrical protrusion 55 is prevented from coming off from the lower connecting seat portion 17 by an appropriate means. Thereby, the vehicle width direction outer side end 53 is rotatably connected to the lower part of the in-wheel motor drive device. The vehicle width direction outer end 53 is disposed in the inner space S, but the vehicle width direction inner end 52 is disposed on the vehicle width direction inner side than the road wheel 102.

  The out-side connecting portion 57 where the out-side arm 51 and the in-wheel motor driving device 11 are connected includes a columnar protrusion 55 and a cylindrical lower connecting seat portion 17. As a result, the in-wheel motor drive device 11 is not only capable of turning around the turning axis K, but is also restricted from rotating relative to the virtual axis extending in the vehicle longitudinal direction. Therefore, a predetermined vertical distance can be maintained between the out-side arm 51 and the in-wheel motor drive device 11. In the present embodiment, the vertical interval increases from the vehicle width direction outer end 53 toward the vehicle width direction inner end 52.

  The operation of this embodiment will be described with reference to FIGS.

  As shown in FIG. 3, when the steered wheel 101 connected to the in-wheel motor drive device 11 bounces upward, the in-side arm 41 swings upward, and the in-side arm 41 and The angle between the out-side arms 51 changes. FIG. 3 shows a state where the angle between the in-side arm 41 and the out-side arm 51 extends 180 degrees. However, the angle between the out-side arm 51 and the in-wheel motor drive device 11 does not change because the out-side connecting portion 57 restricts the swinging of the in-wheel motor drive device 11 in the vertical direction. Therefore, even if the in-wheel motor drive device 11 bounces upward, it does not interfere with the out-side arm 51.

  As shown in FIG. 4, even when the steered wheel 101 to which the in-wheel motor drive device 11 is connected rebounds downward, the in-side arm 41 swings downward, and the in-side arm 41 is moved by the action of the in-side connecting portion 45. And the angle between the out side arms 51 changes. FIG. 4 shows a state where the angle between the in-side arm 41 and the out-side arm 51 is 120 degrees. However, the angle between the out-side arm 51 and the in-wheel motor drive device 11 does not change because the out-side connecting portion 57 restricts the swinging of the in-wheel motor drive device 11 in the vertical direction. Therefore, even if the in-wheel motor drive device 11 rebounds downward, it does not interfere with the out-side arm 51. Further, since the in-side connecting portion 45 is disposed below the motor portion 11A, even if the in-wheel motor drive device 11 rebounds downward, it does not interfere with the in-side arm 41.

  Note that the in-wheel motor drive device 11 can be steered about the turning axis K in both cases where the in-wheel motor drive device 11 bounces and rebounds. However, due to the action of the in-side connecting portion 45, the out-side arm 51 does not rotate around an imaginary straight line that passes through the in-side connecting portion 45 and extends in the vertical direction.

  According to the present embodiment, the lower arm of the suspension device is a split-type lower arm composed of two members, the in-side arm 41 and the out-side arm 51, and the in-side arm 41 swings in the vertical direction, so that the vehicle longitudinal direction As a result, the angle between the in-wheel motor drive device 11 and the out-side arm 51 is kept constant. That is, even if the in-wheel motor drive device 11 bounces and rebounds in the vertical direction, the vertical interval between the in-wheel motor drive device 11 and the out-side arm 51 is kept substantially constant. Thereby, it can avoid that the in-wheel motor drive device 11 interferes with the lower arm of a suspension apparatus during a bounce and rebound in the up-down direction. Therefore, even a vehicle body side member having a large axial dimension and radial dimension such as the in-wheel motor drive device 11 can be attached to the vehicle body so as to be steerable and swingable in the vertical direction. Moreover, sufficient ground clearance and turning angle can be secured, and the steered wheels 101 included in the vehicle body side member can be steered in a desired direction.

  Further, according to the present embodiment, even when the in-wheel motor drive device 11 bounces and rebounds in the vertical direction, the vertical distance between the out-side arm 51 and the rim portion of the load wheel 102 is maintained substantially constant. Accordingly, it is possible to avoid the out-side arm 51 from interfering with the rim portion of the road wheel 102 while the in-wheel motor drive device 11 bounces and rebounds in the vertical direction.

  Further, according to the present embodiment, since the in-side connecting portion 45 is disposed on the inner side in the vehicle width direction than the road wheel 102, the in-wheel motor drive device 11 and the in-side motor 41 are There is no interference with the rim portion of the road wheel 102.

  Further, according to the present embodiment, the dimension of the in-side arm 41 from the first swing axis of the inner end 42 in the vehicle width direction to the second swing axis 45X of the in-side connection location 45 is the same as that of the in-side connection location 45. 2 It is longer than the dimension of the out side arm 51 from the swing axis 45X to the turning axis K of the out side connecting portion 57. Thereby, a sufficient swing angle around the inner end 42 in the vehicle width direction can be ensured, and a bound amount and a rebound amount of the in-wheel motor drive device 11 can be sufficiently ensured.

  Next, another embodiment of the present invention will be described. FIG. 5 is a plan view showing another embodiment of the present invention. Regarding the other embodiments, the same components as those described above are denoted by the same reference numerals, description thereof is omitted, and different configurations will be described below. In another embodiment, the in-side connection portion 45 is configured by a ball joint instead of the combination of the shaft body 46 and the cylindrical body 54 described above. The ball joint includes a ball joint seat 47 that is a spherical recess formed at the outer end 44 in the vehicle width direction and a ball portion 56 that is fixed to the inner end 52 in the vehicle width direction. The spherical concave portion of the ball joint seat 47 surrounds the outer spherical surface of the ball portion 56. As a result, the ball portion 56 bends in a universal direction inseparable from the ball joint seat portion 47, and includes the second swing axis 45X described above.

  However, the in-side connecting portion 45 includes a link member 61 as a means for restricting the relative rotation of the ball portion 56 around the virtual axis extending through the ball portion 56 and extending in the vertical direction. The link member is a rod body extending substantially in the vehicle width direction, and the vehicle width direction inner end 62 of the link member 61 is connected to the rear portion of the in-side arm 41 so as to be relatively rotatable. The outer end 63 in the vehicle width direction of the link member 61 is connected to the rear portion of the out-side arm 51 so as to be relatively rotatable. The vehicle width direction inner end 62 and the vehicle width direction outer end 63 may be connected to a mating member via a ball joint. Note that a rubber member (not shown) is provided at a connection portion between the link member 61 and the in-side arm 41 or a connection portion between the link member 61 and the out-side arm 51, and allows some twisting of the connection portion.

  As described above, the link member 61 may be provided between the in-side arm 41 and the out-side arm 51 and may be disposed at other positions in addition to the illustrated form.

  According to another embodiment, the out-side arm 51 extends vertically with respect to the in-side arm 41 around the second swing axis 45 </ b> X that passes through the ball part 56 and the ball joint seat 47 and extends in the vehicle front-rear direction. It can swing. Moreover, even if the out-side arm 51 swings in the vertical direction and the angle with respect to the in-side arm 41 is changed, the connecting portion between the link member 61 and the in-side arm 41 or the connection between the link member 61 and the out-side arm 51 is changed. Since the parts are twisted, the triangular deformation composed of the link member 61, the in-side arm 41, and the out-side arm 51 is allowed.

  According to another embodiment, since the link member 61 is provided, the relative rotation of the out-side arm 51 around the virtual axis passing through the in-side connecting portion 45 and extending in the vertical direction can be restricted. Therefore, even if the in-side arm 41 and the out-side arm 51 are connected via the ball joint, the out-side arm 51 is not steered by the ball joint.

  Although not shown in the drawings, as a modification, a ball joint is provided on the outer end 53 in the vehicle width direction instead of the columnar protrusion 55, and a link member is installed between the in-wheel motor drive device 11 and the out-side arm 51. May be. Both ends of the link member are connected to the out-side arm 51 and the speed reduction portion 11B of the in-wheel motor drive device 11 so as to be relatively rotatable, similarly to the link member 61 described above. Even in this modified example, only the in-wheel motor drive device 11 can be steered at the out-side connecting portion 57, and the in-wheel motor driving device 11 around the virtual axis extending in the vehicle front-rear direction through the out-side connecting portion 57. Can be restricted.

  Although the embodiments of the present invention have been described with reference to the drawings, the present invention is not limited to the illustrated embodiments. Various modifications and variations can be made to the illustrated embodiment within the same range or equivalent range as the present invention.

  The suspension device according to the present invention is advantageously used in electric vehicles and hybrid vehicles.

DESCRIPTION OF SYMBOLS 11 In-wheel motor drive device, 11A Motor part, 11B Deceleration part, 11C Hub part, 11R Oil tank, 13 Upper and lower arm part, 14 Ball joint seat part, 17 Lower connection seat part, 31 Upper arm, 41 Inner arm, 45 Inn side connection location, 45X second swing axis, 46 shaft body, 47 ball joint seat, 51 out side arm, 54 cylindrical body, 55 cylindrical protrusion 56 ball portion, 57 out side connection location, 61 link member, 101 steered wheel, 102 road wheel, K steered axis, S inner space area.

Claims (5)

A suspension device for attaching an in-wheel motor drive device to a vehicle body side member arranged inside the vehicle width direction,
An in-side arm that is disposed on the inner side in the vehicle width direction and is pivotally connected to the vehicle body side member around a first swing axis that extends substantially in the vehicle front-rear direction at the inner end in the vehicle width direction;
An outer arm that is disposed on the outer side in the vehicle width direction and connects the in-side arm and the in-wheel motor driving device to each other;
The in-side connecting portion where the in-side arm and the out-side arm are connected includes a second swing axis that extends in the vehicle front-rear direction and a steering restricting means that restricts relative rotation about the virtual axis extending in the up-down direction. Including
The out-side coupling portion where the out-side arm and the in-wheel motor drive device are coupled includes a steering axis extending in the up-down direction and a swing regulating means for regulating relative rotation around the virtual axis extending in the vehicle front-rear direction. A suspension device for vehicles equipped with an in-wheel motor drive device.   2. The in-wheel motor drive device mounted according to claim 1, wherein the second swing axis and / or the turning axis is configured by a cylindrical body and a shaft body that is inserted through the cylindrical body without a substantial gap. Vehicle suspension device.   The suspension for a vehicle equipped with an in-wheel motor drive device according to claim 1 or 2, wherein the steering restricting means is a link member whose both ends are connected to the in-side arm and the out-side arm so as to be relatively rotatable. apparatus.   The rocking | fluctuation control means of the said out side connection location is a link member by which both ends are each connected with the said out side arm and an in-wheel motor drive device so that relative rotation is possible, respectively. A suspension device for vehicles equipped with an in-wheel motor drive device. The dimension of the in side arm from the vehicle width direction inner side end to the in side connecting part is longer than the dimension of the out side arm from the in side connecting part to the out side connecting part. The suspension device for vehicles mounted with the in-wheel motor drive device in any one.

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