JP2017001407A - Suspension structure for in-wheel motor drive device - Google Patents

Abstract

PROBLEM TO BE SOLVED: To provide a technique for causing the wheel rate to be nearly constant, in a suspension device for mounting an in-wheel motor on a vehicle body.SOLUTION: A suspension structure (31) for an in-wheel motor drive device includes: an in-wheel motor drive device (11) having a body portion (12) disposed at the center (O) of rotation of a wheel (21), and a knuckle arm (14) extending upward from the body portion; a suspension member (32) of which one end (34) is connected to an upper end of the knuckle arm, so as to be vertically swingable; a damper (41) for attenuating a swing of the suspension member; and a damper bracket (43) having an upper connection portion (44) rotatably connected to the suspension member, a lower connection portion (46) rotatably connected to the body portion, and a damper connection portion (45) rotatably connected to the damper.SELECTED DRAWING: Figure 1

Description

  The present invention relates to a suspension device for attaching an in-wheel motor drive device to a vehicle body side member.

  In-wheel motors are not only less burdensome on the environment because they are electrically driven, but they are installed in the wheels of automobiles and drive the wheels, so they have a larger cabin space than engine cars. It can be secured and is advantageous. Thus, as suspension devices for attaching an in-wheel motor to a vehicle body side member such as a vehicle body, a vehicle body frame, or a bracket attached to the vehicle body, those disclosed in, for example, Patent Document 1 and Non-Patent Document 1 are conventionally known. The technology described in Patent Document 1 and Non-Patent Document 1 is a high-mount double wishbone suspension device in which an in-wheel motor is attached to a vehicle body. Equipped with an absorber.

  The rotation axis of the wheel extends in the vehicle width direction of the automobile, the in-wheel motor is disposed on the inner side in the vehicle width direction than the wheel, and the shock absorber is disposed on the inner side in the vehicle width direction than the in-wheel motor. The upper end of the shock absorber is connected to the vehicle body, and the lower end of the shock absorber is connected to the upper arm via a link or directly to the lower arm.

International Publication No. 2014/178251

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

  The wheel rates of the suspension devices of Patent Literature 1 and Non-Patent Literature 1 are shown by thin lines in the graph in FIG. In FIG. 7, the horizontal axis indicates the wheel stroke, and the vertical axis indicates the wheel rate. As shown by a thin line in FIG. 7, the general wheel rate of the conventional suspension system is not constant when the wheel stroke is + and −, and changes. The following can be considered as this reason. That is, when an upward force is applied to the wheel from the road surface and the in-wheel motor bounces upward together with the wheel, the shock absorber disposed on the inner side in the vehicle width direction applies a downward reaction force. Since these upward force and downward reaction force are separated in the vehicle width direction, moment force (couple) acts on the wheel and the in-wheel motor. The moment force increases as the upward force and the downward reaction force gradually increase, and it is considered that the moment force affects the shock absorber. It is not preferable that the wheel rate changes rapidly as the wheel stroke increases. In other words, it is desirable that the wheel rate is constant.

  SUMMARY OF THE INVENTION In view of the above circumstances, the present invention aims to provide a technique capable of eliminating the influence of moment force as much as possible and making the wheel rate of the suspension device close to a constant in a suspension device for attaching an in-wheel motor to a vehicle body. To do.

  For this purpose, the suspension structure for an in-wheel motor drive device according to the present invention includes an in-wheel motor drive device having a main body portion arranged at the center of rotation of the wheel and a knuckle arm extending upward from the main body portion, and one end portion of the in-wheel motor drive device. A suspension member connected to the upper end portion of the knuckle arm, the other end portion being rotatably connected to the vehicle body side member, a suspension member swingable in a vertical direction with one end portion as a free end and the other end portion as a base end; A damper having a damper that attenuates swinging, an upper connecting part that is rotatably connected to the suspension member, a lower connecting part that is rotatably connected to the main body part, and a damper connecting part that is rotatably connected to the damper. A bracket.

  According to the present invention, the damper bracket includes an upper connection portion that is rotatably connected to the swinging suspension member, a lower connection portion that is rotatably connected to the main body portion of the in-wheel motor drive device, and the damper and the rotation. It has a damper connecting portion that is movably connected. As a result, even if the force in the vertical direction is applied to the wheel from the road surface, the wheel moves in the vertical direction together with the in-wheel motor drive device, and the damper expands and contracts, the moment force between the damper and the road surface is received by the damper bracket. The moment force acting on the damper can be reduced. Therefore, even if the suspension member swings, the influence of the moment force on the damper can be reduced and the wheel rate can be made to be constant. Further, the damper is not displaced by a moment force, and a clearance can be secured between the damper and the peripheral parts. The structure of the connecting portion is not particularly limited, and may be, for example, an outer cylinder and a rotating shaft that passes through the outer cylinder, or a universal joint such as a ball joint. The suspension member is a component member of the suspension device and includes a link or an arm. When the suspension device includes a plurality of links and arms, they may be referred to as upper links or upper arms, or lower links or lower arms in order to distinguish them. The vehicle body side member refers to a member that is attached to the vehicle body as viewed from a member to be described, such as a vehicle body, a vehicle body frame, or a bracket attached to the vehicle body.

  The position of the damper connecting portion is not particularly limited. As one embodiment of the present invention, the in-wheel motor driving device is disposed on the inner side in the vehicle width direction of the wheel, the damper bracket is disposed on the upper side of the in-wheel motor driving device, and the upper connecting portion and the lower connecting portion of the damper bracket are The damper connecting portion is disposed relatively outside in the vehicle width direction, and the remaining damper connecting portion is disposed relatively inside in the vehicle width direction. According to this embodiment, a damper can be arrange | positioned inside a vehicle width direction rather than a wheel, and a suspension structure can be put together compactly.

  The damper may be disposed on the inner side in the vehicle width direction with respect to the in-wheel motor drive device, but it is better to be closer to the wheel, and is preferably disposed above the in-wheel motor drive device. As a preferred embodiment of the present invention, the damper is disposed above the main body portion of the in-wheel motor drive device, extends in the vertical direction, and is disposed so as to overlap the main body portion in the vehicle width direction. According to this embodiment, a damper can be arrange | positioned in parallel with a knuckle arm, and an in-wheel motor drive device and a suspension structure can be put together compactly.

  As a further preferred embodiment of the present invention, the connecting portion between the one end portion of the suspension member and the upper end portion of the knuckle arm constitutes a king pin extending in the vertical direction, and the lower connecting portion of the damper bracket is arranged to overlap the king pin. According to this embodiment, the wheel rate of the suspension structure can be made closer and more constant in the steerable in-wheel motor drive device. As another embodiment of the present invention, the in-wheel motor drive device may not be steered.

  The connecting portion between the suspension member one end portion and the knuckle arm upper end portion can be provided at an arbitrary position as viewed from the upper connecting portion of the damper bracket. As a preferred embodiment of the present invention, the connection portion between the one end portion of the suspension member and the upper end portion of the knuckle arm is disposed on the inner side in the vehicle width direction than the upper connection portion of the damper bracket. According to such an embodiment, the damper bracket can be connected to the free end of the suspension member, and a large vertical movement range of the damper bracket that moves up and down together with the in-wheel motor drive device can be secured.

  The length of the knuckle arm extending upward from the main body portion of the in-wheel motor drive device is not particularly limited, but as a preferred embodiment of the present invention, the upper end portion of the knuckle arm is disposed above the wheel. According to this embodiment, it is possible to make the wheel rate close to a constant in the high mount type double wishbone suspension device.

  As described above, according to the present invention, when the suspension member swings up and down, the upward force inputted from the road surface to one side in the axial direction of the in-wheel motor drive device and the damper from the other axial direction of the in-wheel motor drive device. The influence of the moment force caused by the downward reaction force input to the side on the damper can be reduced. Therefore, the wheel rate of the suspension device can be made nearly constant.

1 is a front view schematically showing a suspension structure for an in-wheel motor drive device according to an embodiment of the present invention. It is a top view which shows the same embodiment typically. It is a perspective view which shows the same embodiment typically. It is sectional drawing which takes out and shows the connection location of an arm member and a vehicle body side member from the embodiment. It is a front view which shows typically a mode that the embodiment bounced upwards. It is a front view which shows the force which acts on a damper bracket in FIG. It is a graph which shows the wheel rate of a suspension apparatus.

  Hereinafter, embodiments of the present invention will be described in detail with reference to the drawings. FIG. 1 is a front view schematically showing a suspension structure for an in-wheel motor drive device according to an embodiment of the present invention, and shows a state viewed in the vehicle front-rear direction. FIG. 2 is a plan view schematically showing the embodiment. FIG. 3 is a perspective view schematically showing the embodiment.

  First, the in-wheel motor drive device 11 will be described. The in-wheel motor drive device 11 includes a motor portion, a speed reduction portion, and a wheel hub bearing portion, which form a main body portion 12. The main body 12 is a cylindrical body extending in the vehicle width direction of the electric vehicle, and the wheel hub 13 of the wheel hub bearing portion protrudes from the outer end surface in the vehicle width direction. The wheel hub 13 extends along the axis O of the main body 12.

  The motor part of the in-wheel motor drive device 11 incorporates a rotating electrical machine in the main body part 12 and drives the wheel hub 13 or regenerates electric power by utilizing the rotation of the wheel hub 13. The speed reduction part of the in-wheel motor drive device 11 incorporates a speed reduction mechanism such as a cycloid speed reducer in the main body part 12 to reduce the rotation of the motor part and transmit it to the wheel hub 13. A wheel 21 is attached and fixed to the wheel hub 13.

  The wheel 21 includes a metal road wheel 22 and a rubber tire 23 attached and fixed to the outer periphery of the road wheel 22. The axis O becomes the center of rotation of the wheel 21. The in-wheel motor drive device 11 is disposed inside the wheel 21 in the vehicle width direction. The outer region in the vehicle width direction of the in-wheel motor drive device 11 is accommodated in the inner space region of the road wheel 22, and the inner region in the vehicle width direction of the in-wheel motor drive device 11 protrudes from the inner space region of the road wheel 22. A knuckle arm 14 is integrally formed on the upper portion of the main body 12. The root of the knuckle arm 14 is disposed in the outer region in the vehicle width direction of the in-wheel motor drive device 11. The knuckle arm 14 once extends inward in the vehicle width direction from the base, and extends upward beyond the wheel 21 from there. Further, the knuckle arm 14 is bent and extends outward in the vehicle width direction. In this way, the knuckle arm 14 bypasses the rubber tire 23 and reaches above the wheel 21. The axis O is the rotation axis of the wheel 21 and extends in the vehicle width direction.

  Next, a suspension device for attaching the in-wheel motor drive device 11 to the vehicle body 101 will be described.

  A suspension device 31 shown in FIGS. 1 and 2 is a kind of a high mount type double wishbone suspension device, and is connected to an upper arm 32 connected to the upper end portion of the knuckle arm 14 and a lower portion of the in-wheel motor drive device 11. The lower arm 33 and a damper 41 that attenuates the bound amount and the rebound amount of the in-wheel motor drive device 11 are provided. The suspension device 31 is accommodated in the wheel housing 102 together with the in-wheel motor drive device 11 and the wheel 21. The wheel housing 102 is formed on both sides of the vehicle body 101 in the vehicle width direction. The electric vehicle including the present embodiment can travel on a public road at a high speed, like an engine automobile.

  The upper arm 32 is a suspension member including two arm members 32f and 32r as shown in FIG. The arm member 32f is disposed on the vehicle front side, the arm member 32r is disposed on the vehicle rear side, and these extend in the vehicle width direction. One end of the arm member 32f on the outer side in the vehicle width direction and one end of the arm member 32r on the outer side in the vehicle width direction are integrally coupled via the connecting shaft 32s. A connecting shaft 32 s provided at one end of the upper arm 32 extends in the vehicle front-rear direction and has a first ball joint 34 at the center. The ball joint 34 rotatably connects one end portion of the upper arm 32 and the upper end portion of the knuckle arm 14. The one end of the upper arm 32 refers to an end on the outer side (outboard side) in the vehicle width direction of the upper arm 32 extending in the vehicle width direction. The other end of the upper arm 32 refers to an end on the inner side (inboard side) in the vehicle width direction of the upper arm 32 extending in the vehicle width direction.

  The distance between the front arm member 32f and the rear arm member 32r increases from one end to the other end. The other end of the arm member 32f on the inner side in the vehicle width direction is rotatably connected to the vehicle body 101. FIG. 4 is a cross-sectional view showing a connection portion between the arm member 32f and the vehicle body 101, and shows a state in which a cross section taken along IV-IV in FIG. A plurality of pairs of brackets 103 are formed on the vehicle body 101 in pairs. A cylindrical member 38 is disposed between the pair of brackets 103. A support shaft 104 is installed on the pair of brackets 103. The support shaft 104 extends through the tubular member 38 in the vehicle front-rear direction. The cylindrical member 38 is integrally formed with the other end of the arm member 32f. A cylindrical rubber bush 39 is interposed in the annular space between the cylindrical member 38 and the support shaft 104. The other end of the arm member 32r is the same as the other end of the arm member 32f. Thus, the upper arm 32 is connected to the vehicle body 101 so as to be swingable in the vertical direction with one end on the outer side in the vehicle width direction as a free end and the other end on the inner side in the vehicle width direction as a base end.

  The lower arm 33 is a suspension member disposed below the upper arm 32. The lower arm 33 is connected to the lower part of the in-wheel motor drive device 11 via the second ball joint 35 as shown in FIG. The lower arm 33 is curved so as to extend inward in the vehicle width direction from one end and swell downward. As a result, the lower arm 33 is positioned further below the lower portion of the in-wheel motor drive device 11, and a clearance C is secured between the lower arm 33 and the lower portion of the in-wheel motor drive device 11. In FIG. 2, the lower arm is omitted in order to avoid complicated drawing.

  The shape of the lower arm 33 is not particularly limited, and may be, for example, H-shaped, V-shaped, or Y-shaped when viewed in the vertical direction. The connecting structure of the lower arm on the inner side in the vehicle width direction of the lower arm 33 and the vehicle body 101 is the same as that of the other end of the upper arm 32 described above with reference to FIG. Thus, the lower arm 33 is connected to the vehicle body 101 so as to be swingable in the vertical direction with one end of the lower arm as a free end and the other end of the lower arm as a base end.

  A straight line connecting the first ball joint 34 disposed above the wheel 21 and the second ball joint 35 disposed in the inner space of the wheel 21 and disposed below the in-wheel motor drive device 11 is: The kingpin K is configured. The in-wheel motor drive device 11 is steered around the kingpin K together with the wheels 21. 1 and 2 represent a straight traveling state in which the in-wheel motor drive device 11 is not steered to the left or right.

  The damper 41 is disposed above the main body 12, and the position of the damper 41 in the axis O direction overlaps the position of the main body 12 in the axis O direction. The damper 41 extends in the vertical direction, and has a nested structure having an outer cylinder arranged on the upper side and a shaft arranged on the lower side and going in and out of the outer cylinder, and can be expanded and contracted in the vertical direction. The outer cylinder of the damper 41 passes through the coil spring 42. The upper end of the coil spring 42 is attached to the vehicle body 101 together with the upper end of the damper 41, and the lower end of the coil spring 42 is attached to the shaft of the damper 41 through a tray. The damper 41 and the coil spring 42 constitute a shock absorber 40 of the suspension device 31. The upper end of the damper 41 supports the vehicle body 101. The lower end of the damper 41 is connected to the upper arm 32 and the in-wheel motor drive device 11 via the damper bracket 43.

  The damper bracket 43 is disposed on the upper side of the in-wheel motor drive device 11, specifically, on the upper side of the main body 12. As a specific shape, the damper bracket 43 includes an upper arm portion 43a disposed on the upper side, a lower arm portion 43c disposed on the lower side, and an intermediate arm portion 43b that couples these arm portions. The upper arm portion 43a and the lower arm portion 43c extend in the vehicle width direction. The intermediate arm portion 43b extends in the vertical direction, the upper end of the intermediate arm portion 43b is integrally coupled to the inner end in the vehicle width direction of the upper arm portion 43a, and the lower end of the intermediate arm portion 43b is the inner side in the vehicle width direction of the lower arm portion 43c. Combined with the end. The upper arm portion 43 a is disposed above the ball joint 34. The intermediate arm portion 43 b is disposed on the inner side in the vehicle width direction than the knuckle arm 14 and on the outer side in the vehicle width direction when viewed from the end surface 12 s of the main body portion 12. The lower arm portion 43 c is disposed at substantially the same height as the root of the knuckle arm 14.

  The outer end in the vehicle width direction of the upper arm portion 43a is rotatably connected to one end of the upper arm 32 via a rotation shaft 44 extending in the vehicle width front-rear direction (upper connection portion). Specifically, the rotation shaft 44 is passed through an outer cylinder formed at one end of the upper arm 32, and a cylindrical rubber bush is interposed in an annular gap between the outer cylinder and the rotation shaft 44. The connection state of the rotation shaft 44, the outer cylinder, and the rubber bush is the same as that of the other end of the upper arm 32 described above with reference to FIGS.

  A connecting portion between the intermediate arm portion 43b and the lower arm portion 43c is rotatably connected to the lower end of the damper 41 via a rotating shaft 45 extending in the vehicle width front-rear direction (damper connecting portion). Specifically, the rotation shaft 45 is passed through an outer cylinder formed at the lower end of the damper 41, and a cylindrical rubber bush is interposed in the annular gap between the outer cylinder and the rotation shaft 45. The connection state of the pivot shaft 45, the outer cylinder, and the rubber bush is the same as that of the other end of the upper arm 32 described above with reference to FIG.

  The outer end in the vehicle width direction of the lower arm portion 43c is rotatably connected to the upper portion of the main body portion 12 via the connecting portion 46 (lower connecting portion). The connecting portion 46 is disposed adjacent to the root of the knuckle arm 14 and overlaps the kingpin K. The connecting portion 46 may be a ball joint, or may be a rotating shaft extending in the vertical direction. With respect to the positional relationship between the pivot shaft 44 and the connecting shaft 46, the pivot shaft 44 is positioned above the damper bracket 43 and the pivot shaft 46 is positioned below the damper bracket 43. For this reason, the rotation shaft 44 is also referred to as an upper connection portion, and the connection shaft 46 is also referred to as a lower connection portion. Further, the rotation shaft 45 is also referred to as a damper connecting portion because it is connected to the damper 41 so as to be rotatable. As shown in FIG. 1, the rotation shaft 44 (upper connection portion) and the connection shaft 46 (lower connection portion) are relatively disposed on the outer side in the vehicle width direction. On the other hand, the rotating shaft 45 (damper connecting portion) is relatively disposed on the inner side in the vehicle width direction.

  Next, functions of this embodiment will be described.

  In the normal state shown in FIG. 1, the wheel 21 contacts the road surface 111 that is the reference height. The wheel load of the wheel 21 supported by the road surface 111 transmits the shock absorber 40, the damper bracket 43, and the in-wheel motor drive device 11 from the vehicle body 101.

  In addition to the wheel load, when an upward force F is applied to the wheel 21 as shown in FIG. 5, the wheel 21 bounces upward from the road surface 111 having a reference height. Specifically, the in-wheel motor drive device 11 moves upward together with the wheels 21, the upper arm 32 and the lower arm 33 swing upward, and the shock absorber 40 is reduced. The shock absorber 40 applies a downward reaction force Fr to the damper bracket 43. The magnitude of the downward reaction force Fr is the same as the upward force F.

FIG. 6 schematically shows the force acting on the damper bracket 43 in the state of FIG. In FIG. 6, F ₁ + F ₂ = F. Upward forces F ₁ and F ₂ are applied to _one end of the damper bracket 43 (rotating shaft 44 and connecting portion 46), and a downward reaction force is applied to the other end (rotating shaft 45) of the damper bracket 43. Since Fr is applied, moment forces V ₁ and V ₂ act on the damper bracket 43.

However, the horizontal moment forces V ₁ and V ₂ are mainly canceled by the damper bracket 43 and hardly transmitted to the other end (rotating shaft 45) of the damper bracket 43. Therefore, the moment force relating to the bounce and rebound of the wheel 21 does not affect the damper 41 connected to the rotation shaft 45. The wheel rate of the suspension device 31 is as shown by a graph indicated by a thick line in FIG. In FIG. 7, the horizontal axis represents the wheel stroke (mm), and the right side + represents upward bounce and the left side − represents downward rebound. In FIG. 7, the vertical axis represents the wheel rate (N / mm). In the normal state shown in FIG. 1, the wheel stroke is 0, and the wheel rate is α as shown in FIG. α is individually selected according to the normal wheel load. According to the present embodiment, when the wheel stroke is-, the wheel rate is approximately α regardless of the degree of-. When the wheel stroke is +, the wheel rate is approximately α regardless of the degree of +. Thus, according to the present embodiment, the wheel rate can be made closer to a constant value as compared with the prior art. For reference, the conventional wheel rate is shown by a thin line in FIG.

  The suspension structure of the present embodiment includes an in-wheel motor drive device 11 having a main body portion 12 disposed at the center of rotation of a wheel 21 and a knuckle arm 14 extending upward from the main body portion 12, and one end portion of the knuckle arm 14. The upper arm 32 is connected to the upper end portion, the other end portion is rotatably connected to the vehicle body 101, the upper arm 32 is swingable in the vertical direction with one end portion as a free end and the other end portion as a base end, and the upper arm 32 swings. A damper 41 that attenuates the upper arm 32, an upper pivot shaft 44 that is pivotably coupled to the upper arm 32, a lower coupling portion 46 that is pivotally coupled to the main body 12, and a damper 41 that is pivotally coupled. And a damper bracket 43 having a rotation shaft 45. Thereby, even if the suspension device 31 swings in the vertical direction, the moment force at the time of swinging is canceled by the damper bracket 43 and is not transmitted to the damper 41. Therefore, the wheel rate can be made constant as shown by the thick line in FIG.

  Further, according to the present embodiment, the in-wheel motor drive device 11 is disposed on the inner side in the vehicle width direction of the wheel 21, and the damper bracket 43 is disposed on the upper side of the in-wheel motor drive device 11. 44 and the connecting portion 46 are relatively disposed on the outer side in the vehicle width direction, and the remaining rotating shaft 45 is relatively disposed on the inner side in the vehicle width direction. Thereby, a damper can be arrange | positioned inside a vehicle width direction rather than a wheel, and a suspension structure can be put together compactly.

  Further, according to the present embodiment, the damper 41 is disposed above the main body 12 of the in-wheel motor drive device 11 and extends in the vertical direction, and is disposed so as to overlap the main body 12 in the vehicle width direction. The damper 41 can be arranged in parallel with the knuckle arm 14, and the in-wheel motor drive device 11 and the suspension device 31 can be combined in a compact manner.

  Further, according to the present embodiment, the connecting portion (the first ball joint 34) of the one end portion of the upper arm 32 and the upper end portion of the knuckle arm 14 constitutes the king pin K extending in the vertical direction. The lower connecting portion 46 of the damper bracket 43 is disposed so as to overlap the kingpin K. Thereby, in the in-wheel motor drive device 11 which can be steered, the wheel rate of the suspension device 31 can be made closer to a straight line as shown by a thick line in FIG.

  Further, according to the present embodiment, the connecting portion (the first ball joint 34) between the one end portion of the upper arm 32 and the upper end portion of the knuckle arm 14 is inward in the vehicle width direction with respect to the rotating shaft 44 on the upper side of the damper bracket 43. Placed in. Accordingly, the damper bracket 43 can be connected to the free end of the upper arm 32, and a large range of vertical movement of the damper bracket 43 that moves up and down together with the in-wheel motor drive device 11 can be secured.

  Further, according to the present embodiment, the upper end portion of the knuckle arm 14 is disposed above the wheel 21, so that the wheel rate can be made close to a constant in the high mount type double wishbone suspension device 31.

  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 structure for an in-wheel motor drive device according to the present invention is advantageously used in electric vehicles and hybrid vehicles.

11 in-wheel motor drive device, 12 main body,
12s end face, 13 wheel hub, 14 knuckle arm,
21 wheels, 22 road wheels, 23 rubber tires,
31 suspension device, 32 upper arm (suspension member),
32f, 32r arm member, 32s connecting shaft,
33 Lower arm, 34, 35 Ball joint,
38 cylindrical member, 39 rubber bush,
40 shock absorbers, 41 dampers,
42 coil spring, 43 damper bracket,
43a upper arm, 43b middle arm, 43c lower arm,
44 Rotating shaft (upper connecting portion), 45 Rotating shaft (damper connecting portion)
46 connecting part (lower connecting part), 101 vehicle body, 102 wheel housing,
103 bracket, 104 support shaft, 111 reference road surface C clearance, K king pin.

Claims (6)

An in-wheel motor drive device having a main body disposed at the center of rotation of the wheel and a knuckle arm extending upward from the main body;
One end is connected to the upper end portion of the knuckle arm, the other end is rotatably connected to the vehicle body side member, and swings up and down with the one end as a free end and the other end as a base. Possible suspension members;
A damper that attenuates swinging of the suspension member;
An upper connecting portion that is rotatably connected to the suspension member, a lower connecting portion that is rotatably connected to the main body portion, and a damper bracket having a damper connecting portion that is rotatably connected to the damper. Suspension structure for in-wheel motor drive. The in-wheel motor drive device is disposed on the inner side in the vehicle width direction of the wheel,
The damper bracket is disposed on the upper side of the in-wheel motor drive device,
The said upper connection part and the said lower connection part are arrange | positioned relatively the vehicle width direction outer side among the said damper brackets, The said remaining damper connection part is arrange | positioned relatively the vehicle width direction inner side. Suspension structure for in-wheel motor drive.   The in-wheel motor drive according to claim 2, wherein the damper is disposed above the main body portion of the in-wheel motor drive device, extends in the vertical direction, and overlaps the main body portion in the vehicle width direction. Suspension structure for equipment. The connecting portion of the one end portion of the suspension member and the upper end portion of the knuckle arm constitutes a king pin extending in the vertical direction,
The suspension structure for an in-wheel motor drive device according to claim 2, wherein the lower connecting portion of the damper bracket is disposed so as to overlap the king pin.   The connection part of the said one end part of the said suspension member and the said upper end part of the said arm part is arrange | positioned in the vehicle width direction inner side rather than the said upper side connection part of the said damper bracket. Suspension structure for in-wheel motor drive.   The suspension structure for an in-wheel motor drive device according to any one of claims 1 to 5, wherein an upper end portion of the knuckle arm is disposed above the wheel.

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