JP2017185909A - In-wheel motor driving apparatus - Google Patents

Abstract

PROBLEM TO BE SOLVED: To provide a technology for an in-wheel motor driving apparatus for a steering wheel, in which folding and extension of power line upon steering is reduced, and to provide an in-wheel motor driving apparatus in which inner space of a vehicle body is not use as a sacrifice.SOLUTION: An in-wheel motor driving apparatus (10) comprises a motor part (21) comprising a power line connecting part (91), and a foldable power line (93) whose one end is connected to the power line connecting part, whose another end extends to a vehicle body (101) outside of a casing of the in-wheel motor driving apparatus, and which supplies electric power from the vehicle body to the motor part, and which is attached on a vehicle body side member in a manner that it may be steered on a steering axis line extending in a vertical direction. Angle between an extending direction of one end part of the power line held by the power line connecting part and a criterion line parallel with an axis line (O) of a wheel hub (12) upon straight traveling is a predetermined value (θ) within a range of 10° or more and 90° or less when seen toward the vertical direction.SELECTED DRAWING: Figure 9

Description

  The present invention relates to a power line that extends from an in-wheel motor drive device to a vehicle body and supplies electric power from the vehicle body to the in-wheel motor drive device.

  2. Description of the Related Art A technique for providing an in-wheel motor inside a wheel of an electric vehicle and driving the wheel with the in-wheel motor is conventionally known. Such an electric vehicle is advantageous in that it is not necessary to mount an engine or a motor on the vehicle body, and the interior space of the vehicle body such as a living room space or a cargo space can be enlarged. An in-wheel motor is connected to the body of the electric vehicle via a suspension device. In addition, an in-wheel motor control unit, a battery, and an inverter are mounted on the vehicle body. Then, an in-wheel motor connected to the unsprung portion (wheel side) of the suspension device and an inverter mounted on the sprung portion (vehicle body side) of the suspension device are connected by a power line. As a power line for supplying electric power from an inverter to an in-wheel motor, conventionally, for example, the one described in Japanese Patent No. 4628136 (Patent Document 1) is known.

  The wheel, the in-wheel motor, the suspension device, and the power line described in the patent document are arranged in the wheel house of the vehicle body. The power line is attached to the upper arm of the suspension device by a clamp member, or attached to the in-wheel motor by a clamp member. The power line described in the patent document extends from the in-wheel motor inward in the vehicle width direction in a space below the shock absorber and above the lower arm, and is wired to the vertical wall of the wheel house of the vehicle body.

Japanese Patent No. 4628136

  By the way, when the in-wheel motor turns, the power line connected to the in-wheel motor is displaced about the turning axis. While the power line is thick and difficult to bend, it is bent and extended each time the in-wheel motor is steered from the straight direction to the left or right direction, or repeatedly bent in the left and right direction at the same place so as to repeat mountain fold and valley fold. Is done. Therefore, if the power line is repeatedly bent and extended over a long period of time at the same location, bending fatigue may accumulate and deteriorate.

  In order to alleviate such bending and stretching, it is conceivable to make the power line long enough. However, if you want to ease the bending and stretching that acts on the power line by lengthening the power line, this time you have to enlarge the wheel house to the inside in the vehicle width direction, etc. The interior space of the vehicle body, such as the cargo space and the cargo space, becomes smaller, and the loading performance of the electric vehicle deteriorates.

  In view of the above situation, the present invention relates to an in-wheel motor drive device for steered wheels, and an object thereof is to provide a technique for reducing bending of a power line at the time of steered. It is another object of the present invention to provide an in-wheel motor drive device that does not sacrifice the internal space of the vehicle body.

  To this end, an in-wheel motor driving device according to the present invention is provided in a wheel hub coupled to a wheel, a motor rotating shaft that is offset from the axis of the wheel hub to drive the wheel hub, an outer casing, and a casing. A motor part having a power line connecting part, a bendable power line having one end connected to the power line connecting part, the other end extending to the vehicle body outside the casing, and supplying electric power from the vehicle body to the motor part. It is attached to a vehicle body side member so that turning is possible centering | focusing on the turning axis line extended in this. The angle formed by the extending direction of one end of the power line held by the power line connecting part and the reference line parallel to the axis of the wheel hub when traveling straight is not less than 10 ° and not more than 90 ° when viewed in the vertical direction. The power line connecting portion holds one end of the power line so as to have a predetermined value included in the range.

  According to the present invention, since the angle of one end portion of the power line is held obliquely with respect to the vehicle width direction and the vehicle front-rear direction, compared to the case where the power line is wired in parallel with the axle when traveling straight, The power line can be lengthened, and the bending of the power line during turning can be reduced. Moreover, it is not necessary to enlarge the wheel house of the vehicle body so as to extend inward in the vehicle width direction, and the internal space of the vehicle body is not sacrificed. In particular, the power line connecting portion is offset from the front of the vehicle and is held so that the power line extends from the power line connecting portion to the rear of the vehicle, thereby securing a wiring space behind the power line connecting portion of the vehicle. be able to. Alternatively, the power line connecting portion is offset from the rear of the vehicle and is held so that the power line extends from the power line connecting portion to the front of the vehicle, thereby securing a wiring space in front of the power line connecting portion. be able to.

  As an embodiment of the present invention, the in-wheel motor drive device includes a plurality of power lines, the motor unit includes a plurality of power line connection parts, each power line is connected to each power line connection part, and viewed in the turning axis direction. At least two power line connecting portions are arranged to overlap each other. According to this embodiment, the difference in the degree of bending between the plurality of power lines is reduced, and there is no concern that a specific power line is fatigued or deteriorated. As another embodiment, at least two power line connecting portions are arranged so as to be separated from each other when viewed in the direction of the turning axis.

  As a preferred embodiment of the present invention, the in-wheel motor drive device can be steered up to the maximum turning angle α ° around the turning axis extending in the up-down direction, and the angle θ as seen in the up-down direction is not less than α ° and not more than 90 °. It is a predetermined value included in the range. According to this embodiment, not only when the in-wheel motor drive device does not steer, but also when the in-wheel motor drive device steers at the maximum turning angle α, one end of the power line with respect to the vehicle width direction of the vehicle body Can be held in an oblique posture. Therefore, the power line can be properly wired in most traveling scenes. In another embodiment, the angle θ is a predetermined value included in the range of 10 ° or more and less than α °.

  As described above, according to the present invention, the in-wheel motor drive device for steered wheels can reduce the bending of the power line during the steer. In addition, the interior space of the vehicle body is not sacrificed. Therefore, the life of the power line is extended and the internal space of the electric vehicle can be increased.

It is a schematic diagram which shows the wiring structure of the in-wheel motor power line which becomes 1st Embodiment of this invention, and represents the state seen from the vehicle width direction inner side. It is a schematic diagram which shows 1st Embodiment, and represents the state seen from the vehicle front. It is a schematic diagram which shows 1st Embodiment, and represents the state seen from vehicle upper direction. It is a schematic diagram which shows an in-wheel motor drive device, and represents the state seen from the vehicle width direction outer side. It is a cross-sectional view which shows an in-wheel motor drive device. It is an expanded sectional view showing an in-wheel motor drive. It is a longitudinal cross-sectional view which shows an in-wheel motor drive device and a suspension apparatus typically. It is a schematic diagram which shows an in-wheel motor drive device and a power line, and represents the state seen from the vehicle back. It is a schematic diagram which shows an in-wheel motor drive device and a power line, and represents the state seen from the vehicle upper direction. It is a schematic diagram which takes out and shows a power line and a sleeve from an in-wheel motor drive device, and represents the state seen from the upper direction in the turning axis line direction. It is a schematic diagram which takes out and shows a power line and a sleeve from an in-wheel motor drive device, and represents the state seen in the vehicle width direction. It is a schematic diagram which shows the wiring structure of the in-wheel motor power line which becomes 2nd Embodiment of this invention, and represents the state seen from the vehicle width direction inner side. It is a schematic diagram which shows 2nd Embodiment, and represents the state seen from the vehicle front. It is a schematic diagram which shows 2nd Embodiment, and represents the state seen from vehicle upper direction. It is a figure which takes out and shows a power line protective cover from 2nd Embodiment. It is a figure which takes out and shows a power line protective cover from 2nd Embodiment. It is a figure which takes out and shows a power line protective cover from 2nd Embodiment. It is a figure which takes out and shows the power line protective cover of a modification. It is a figure which takes out and shows the power line protective cover of a modification. It is a schematic diagram which shows the wiring structure of the in-wheel motor power line used as a comparative example, and represents the state seen from the vehicle front. It is a perspective view which takes out and shows a strut and a clamp member from 2nd Embodiment. It is a perspective view which shows the modification of FIG. It is a perspective view which takes out and shows a clamp member from a 2nd embodiment. It is a disassembled perspective view of a clamp member. It is a schematic diagram which shows the wiring structure of the in-wheel motor power line which becomes 3rd Embodiment of this invention, and represents the state seen from the vehicle width direction inner side. It is a schematic diagram which shows 3rd Embodiment, and represents the state seen from the vehicle front. It is a schematic diagram which shows 3rd Embodiment, and represents the state seen from vehicle upper direction. It is a schematic diagram which shows the wiring structure of the in-wheel motor power line which becomes 4th Embodiment of this invention, and represents the state seen from the vehicle width direction inner side. It is a schematic diagram which shows 4th Embodiment, and represents the state seen from the vehicle front. It is a schematic diagram which shows 4th Embodiment, and represents the state seen from vehicle upper direction. It is a schematic diagram which contrasts and shows the in-wheel motor drive device of 1st Embodiment, and the in-wheel motor drive device of a reference example. It is a schematic diagram which contrasts and shows the in-wheel motor drive device of 1st Embodiment, and the in-wheel motor drive device of a reference example.

  Hereinafter, embodiments of the present invention will be described in detail with reference to the drawings. FIG. 1 is a schematic diagram showing a wiring structure of an in-wheel motor power line according to the first embodiment of the present invention, and shows a state viewed from the inside in the vehicle width direction. FIG. 2 is a schematic view showing the embodiment, and shows a state seen from the front of the vehicle. FIG. 3 is a schematic view showing the embodiment, and shows a state seen from above. In the first embodiment, the wheel wheel W, the in-wheel motor drive device 10, and the suspension device 70 are arranged on the vehicle width direction outer side of the vehicle body 101 (only the vehicle width direction outer side portion of the vehicle body is shown in FIG. 2). Further, the wheel wheel W, the in-wheel motor drive device 10 and the suspension device 70 are arranged symmetrically on both sides of the vehicle body 101 in the vehicle width direction, and constitute an electric vehicle.

  A tire T indicated by a virtual line is fitted to the outer periphery of the wheel W. Wheel wheel W and tire T constitute a wheel. The rim portion Wr of the wheel wheel W defines an inner space area of the wheel. The in-wheel motor drive device 10 is disposed in the inner space area. The in-wheel motor drive device 10 is connected to the wheel wheel W to drive the wheel.

  The suspension device 70 is a strut suspension device, and includes a lower arm 71 extending in the vehicle width direction and a strut 76 disposed above the lower arm 71 and extending in the vertical direction. The strut 76 is disposed on the inner side in the vehicle width direction with respect to the wheel wheel W and the in-wheel motor driving device 10, the lower end of the strut 76 is coupled to the in-wheel motor driving device 10, and the upper end of the strut 76 is above the wheel wheel W. Connected to the vehicle body 101. The strut 76, the upper part of the wheel W, and the upper part of the in-wheel motor drive device 10 are accommodated in a wheel house 102 formed on the outer side in the vehicle width direction of the vehicle body 101.

  The strut 76 is a suspension member that has a built-in shock absorber 77 in the upper end region and can be expanded and contracted in the vertical direction. A coil spring 78, which is schematically shown by phantom lines, is disposed on the outer periphery of the shock absorber 77 to relieve the vertical axial force acting on the strut 76. A pair of coil spring seats 79 b and 79 c that hold the upper end and the lower end of the coil spring 78 are provided at the upper end portion and the central portion of the strut 76. Inside the shock absorber 77 is provided a damper that attenuates the axial force acting on the strut 76.

  The lower arm 71 is a suspension member disposed below the axis O of the in-wheel motor drive device 10, and includes a vehicle width direction outer end 72 and vehicle width direction inner ends 73d and 73f. The lower arm 71 is connected to the in-wheel motor drive device 10 via the ball joint 60 at the outer end 72 in the vehicle width direction. The lower arm 71 is connected to a vehicle body side member (not shown) at the vehicle width direction inner ends 73d and 73f. The lower arm 71 can swing in the vertical direction with the vehicle width direction inner ends 73d and 73f as base ends and the vehicle width direction outer ends 72 as free ends. The vehicle body side member refers to a member that is attached to the vehicle body side as viewed from a member to be described. A straight line connecting the outer end 72 in the vehicle width direction and the upper end 76a of the strut 76 extends in the vertical direction to form a turning axis K. The turning axis K basically extends in the vertical direction, but may be slightly inclined in the vehicle width direction and / or the vehicle longitudinal direction. In the figure, when the vehicle width direction inner ends 73d and 73f are not distinguished, the reference numeral 73 is simply given.

  A tie rod 80 is disposed above the lower arm 71. The tie rod 80 extends in the vehicle width direction, and an outer end in the vehicle width direction of the tie rod 80 is rotatably connected to the in-wheel motor drive device 10. The inner end of the tie rod 80 in the vehicle width direction is connected to a steering device (not shown). The steering device moves the tie rod 80 forward and backward in the vehicle width direction to steer the in-wheel motor drive device 10 and the wheel wheel W about the turning axis K.

  Next, an in-wheel motor drive device will be described.

  FIG. 4 is a schematic diagram showing the in-wheel motor drive device shown in FIGS. 1 to 3 taken out and showing a state seen from the outside in the vehicle width direction. FIG. 5 is a cross-sectional view showing the in-wheel motor drive device, and schematically shows a state seen from the outside in the vehicle width direction. In FIG. 5, each gear inside the speed reduction portion is represented by a tooth tip circle, and individual teeth are omitted. FIG. 6 is a developed sectional view schematically showing the in-wheel motor drive device. 6, the plane including the axis M and the axis Nf, the plane including the axis Nf and the axis Nl, and the plane including the axis Nl and the axis O illustrated in FIG. 5 are connected in this order. It is a development plane. FIG. 7 is a longitudinal sectional view showing the in-wheel motor drive device, which is shown together with the wheel and the suspension device. In order to avoid the complexity of the drawing, the gears inside the speed reduction portion are omitted in FIG.

  As shown in FIG. 6, the in-wheel motor drive device 10 includes a wheel hub bearing portion 11 connected to the center of the wheel wheel W represented by a virtual line, a motor portion 21 that drives the wheel wheel W of the wheel, and a motor portion. Is provided in a wheel house (not shown) of the electric vehicle. The motor unit 21 and the speed reduction unit 31 are not arranged coaxially with the axis O of the wheel hub bearing unit 11 but are arranged offset from the axis O of the wheel hub bearing unit 11 as shown in FIG. The in-wheel motor drive device 10 can drive an electric vehicle at a speed of 0 to 180 km / h on a public road.

  As shown in FIG. 6, the wheel hub bearing portion 11 includes an outer ring 12 as a wheel hub coupled to the wheel wheel W, an inner fixing member 13 passed through a center hole of the outer ring 12, an outer ring 12 and an inner fixing member 13. A plurality of rolling elements 14 disposed in the annular gap are configured to constitute an axle. The inner fixing member 13 includes a non-rotating fixing shaft 15, a pair of inner races 16, a retaining nut 17, and a carrier 18. The fixed shaft 15 has a root portion 15r having a larger diameter than the tip portion 15e. The inner race 16 is fitted to the outer periphery of the fixed shaft 15 between the root portion 15r and the tip portion 15e. The retaining nut 17 is screwed into the tip portion 15e of the fixed shaft 15, and the inner race 16 is fixed between the retaining nut 17 and the root portion 15r.

  The fixed shaft 15 extends along the axis O and penetrates the main body casing 43 that forms the outline of the speed reduction portion 31. The tip 15e of the fixed shaft 15 passes through an opening 43p formed in the front portion 43f of the main body casing 43, and protrudes outward in the vehicle width direction from the front portion 43f. The root portion 15r of the fixed shaft 15 passes through an opening 43q formed in the back surface portion 43b from the inner side in the vehicle width direction than the back surface portion 43b of the main body casing 43. The front portion 43f and the back portion 43b are wall portions facing each other with an interval in the direction of the axis O. A carrier 18 is attached and fixed to the root portion 15r. The carrier 18 is connected to the suspension device 70 and the tie rod 80 outside the main body casing 43.

  The rolling elements 14 are arranged in double rows with a separation in the direction of the axis O. The outer peripheral surface of one inner race 16 in the axis O direction constitutes the inner raceway surface of the rolling elements 14 in the first row, and faces one inner peripheral surface of the outer ring 12 in the axis O direction. The outer peripheral surface of the other inner race 16 in the direction of the axis O constitutes the inner raceway surface of the rolling elements 14 in the second row, and faces the other inner peripheral surface of the outer ring 12 in the direction of the axis O. In the following description, the vehicle width direction outer side (outboard side) is also referred to as one axial direction, and the vehicle width direction inner side (inboard side) is also referred to as the other axial direction. 6 corresponds to the vehicle width direction. The inner peripheral surface of the outer ring 12 constitutes the outer raceway surface of the rolling element 14.

  A flange portion 12f is formed at one end of the outer ring 12 in the axis O direction. The flange portion 12f constitutes a coupling seat portion for coupling coaxially with the brake disc BD and the spoke portion Ws of the wheel / wheel W. The outer ring 12 is coupled to the brake disc BD and the wheel wheel W at the flange portion 12f, and rotates integrally with the wheel wheel W. As a modification not shown, the flange portion 12f may be a protruding portion that protrudes toward the outer diameter side with an interval in the circumferential direction.

  As shown in FIG. 6, the motor unit 21 includes a motor rotating shaft 22, a rotor 23, a stator 24, a motor casing 25, and a motor casing cover 25 v, and is sequentially arranged from the axis M of the motor unit 21 to the outer diameter side in this order. Is done. The motor unit 21 is a radial gap motor of an inner rotor and outer stator type, but may be of other types. For example, although not shown, the motor unit 21 may be an axial gap motor.

  An axis M serving as the rotation center of the motor rotation shaft 22 and the rotor 23 extends in parallel with the axis O of the wheel hub bearing portion 11. That is, the motor unit 21 is disposed offset from the axis O of the wheel hub bearing unit 11. Most of the axial positions of the motor unit 21 excluding the tip of the motor rotating shaft 22 do not overlap with the axial positions of the inner fixing member 13 as shown in FIG. The motor casing 25 has a cylindrical shape, is coupled to the back portion 43b of the main body casing 43 at one end in the axis M direction, and is sealed by a lid-like motor casing cover 25v at the other end in the axis M direction. Both ends of the motor rotating shaft 22 are rotatably supported by the motor casing 25 and the motor casing cover 25v via rolling bearings 27 and 28. The motor unit 21 drives the outer ring 12 and the wheels.

  As shown in FIG. 1, a power line terminal box 25 b is provided on the upper portion of the in-wheel motor drive device 10. The power line terminal box 25b is formed across the upper portion of the motor casing 25 (FIG. 6) and the upper portion of the motor casing cover 25v (FIG. 6), and has a plurality of power line connecting portions 91. The power line terminal box 25b of the present embodiment has three power line connecting portions 91 and receives three-phase AC power. One end of a power line 93 is connected to each power line connecting portion 91. The core wire of the power line 93 is connected to a conductive wire extending from the coil of the stator 24 inside the power line terminal box 25b.

  A signal line terminal box 25c is formed at the center of the motor casing cover 25v. The signal line terminal box 25c is separated from the power line terminal box 25b. The signal line terminal box 25c is arranged so as to intersect the axis M as shown in FIG. The signal line terminal box 25c accommodates the rotation angle sensor 84. The rotation angle sensor 84 is provided at the axial end of the motor rotation shaft 22 and detects the rotation angle of the motor rotation shaft 22. A signal line connection portion 85 is provided in the signal line terminal box 25c. The signal line connecting portion 85 has a wall portion of the signal line terminal box 25c, a through hole penetrating the wall portion, and a female screw hole (not shown) provided in the wall portion adjacent to the through hole. A sleeve 86 and a signal line 87 are passed through the through hole. The sleeve 86 is a cylindrical body, is in close contact with the outer periphery of the signal line 87, protects the signal line 87, and seals the annular gap between the through hole and the signal line 87. On the outer peripheral surface of the sleeve 86, a tongue portion 86t protruding in the sleeve outer diameter direction is formed. Bolts not shown in FIG. 6 are screwed into the female screw holes of the tongue portion 86 t and the signal line connection portion 85, whereby the sleeve 86 is attached and fixed to the signal line connection portion 85.

  The signal line 87 includes a plurality of core wires made of a conductor and a covering portion of an insulator that covers the plurality of core wires so as to be bundled, and can be bent. One end of the signal line 87 is connected to the signal line connection portion 85. Although not shown, the signal line 87 extends from one end to the vehicle body 101 (FIG. 2).

  Each power line connecting portion 91 is also configured in the same manner as the signal line connecting portion 85, and is provided in a wall portion of the power line terminal box 25b, a through hole penetrating the wall portion, and a wall portion adjacent to the through hole. A female screw hole (not shown). One end of the sleeve 92 and the power line 93 is passed through the through hole. The sleeve 92 and the power line 93 extend from the through hole of the power line connecting portion 91 to the vehicle body 101 side. The power line 93 is passed through the sleeve 92 and extends from the sleeve 92 to the vehicle body 101 side. Each sleeve 92 is a cylindrical body and is in close contact with the outer periphery of the power line 93 to protect the power line 93. Each sleeve 92 is inserted into and fixed to the through hole of the power line connecting portion 91 together with one end portion of the power line 93 to hold one end portion of the power line 93, and further, an annular gap between the power line 93 and the through hole is formed. Seal. In order to prevent the sleeve 92 from coming off, a tongue portion 92 t protruding in the sleeve outer diameter direction is formed on the outer peripheral surface of the sleeve 92. Bolts 91b shown in FIG. 1 are screwed into the female screw holes of the tongue portion 92t and the power line connecting portion 91, whereby the sleeve 92 is attached and fixed to the power line connecting portion 91.

  The speed reduction unit 31 includes an input shaft 32, an input gear 33, an intermediate gear 34, an intermediate shaft 35, an intermediate gear 36, an intermediate gear 37, an intermediate shaft 38, an intermediate gear 39, an output gear 40, an output shaft 41, and a main body casing 43. Have. The input shaft 32 is a cylindrical body having a larger diameter than the distal end portion 22 e of the motor rotation shaft 22, and extends along the axis M of the motor portion 21. The distal end portion 22 e is received in the center hole at the other end portion in the axis M direction of the input shaft 32, and the input shaft 32 is coupled coaxially with the motor rotation shaft 22. Both ends of the input shaft 32 are supported by the main body casing 43 via rolling bearings 42a and 42b. The input gear 33 is an external gear having a smaller diameter than the motor unit 21 and is coupled to the input shaft 32 coaxially. Specifically, the input gear 33 is integrally formed on the outer periphery of the central portion of the input shaft 32 in the axis M direction.

  The output shaft 41 is a cylindrical body having a larger diameter than the cylindrical portion of the outer ring 12, and extends along the axis O of the wheel hub bearing portion 11. The other end of the outer ring 12 in the direction of the axis O is received in the center hole of one end of the output shaft 41 in the direction of the axis O, and the output shaft 41 is coupled to the outer ring 12 coaxially. Roller bearings 44 and 46 are arranged on the outer periphery of both ends of the output shaft 41 in the direction of the axis O. One end of the output shaft 41 in the direction of the axis O is supported by a front portion 43 f of the main body casing 43 via a rolling bearing 44. The other end of the output shaft 41 in the direction of the axis O is supported by the back surface portion 43 b of the main body casing 43 via the rolling bearing 46. The output gear 40 is an external gear and is coupled to the output shaft 41 coaxially. Specifically, the output gear 40 is integrally formed on the outer periphery of the other end of the output shaft 41 in the axis O direction.

  The two intermediate shafts 35 and 38 extend in parallel with the input shaft 32 and the output shaft 41. That is, the speed reduction unit 31 is a four-axis parallel shaft gear reducer, and the axis O of the output shaft 41, the axis Nf of the intermediate shaft 35, the axis Nl of the intermediate shaft 38, and the axis M of the input shaft 32 are parallel to each other. In other words, it extends in the vehicle width direction.

  The vehicle longitudinal direction position of each axis will be described. As shown in FIG. 5, the axis M of the input shaft 32 is arranged in front of the vehicle with respect to the axis O of the output shaft 41. The axis Nf of the intermediate shaft 35 is disposed in front of the vehicle with respect to the axis M of the input shaft 32. The axis Nl of the intermediate shaft 38 is arranged in front of the vehicle with respect to the axis O of the output shaft 41 and behind the axis M of the input shaft 32. As a modification (not shown), the axis M of the input shaft 32, the axis Nf of the intermediate shaft 35, the axis Nl of the intermediate shaft 38, and the axis O of the output shaft 41 may be arranged in this order in the vehicle longitudinal direction. This order is also the order in which the driving force is transmitted.

  The vertical position of each axis will be described. The axis M of the input shaft 32 is arranged above the axis O of the output shaft 41. The axis Nf of the intermediate shaft 35 is disposed above the axis M of the input shaft 32. The axis Nl of the intermediate shaft 38 is disposed above the axis Nf of the intermediate shaft 35. The plurality of intermediate shafts 35 and 38 need only be disposed above the input shaft 32 and the output shaft 41, and the intermediate shaft 35 may be disposed above the intermediate shaft 38 as a modification (not shown). Alternatively, as a modification not shown, the output shaft 41 may be disposed above the input shaft 32.

  The intermediate gear 34 and the intermediate gear 36 are external gears, and are coupled coaxially with the central portion in the direction of the axis Nf of the intermediate shaft 35 as shown in FIG. Both ends of the intermediate shaft 35 are supported by the main body casing 43 via rolling bearings 45a and 45b. The intermediate gear 37 and the intermediate gear 39 are external gears, and are coupled coaxially with the central portion of the intermediate shaft 38 in the direction of the axis Nl. Both ends of the intermediate shaft 38 are supported by the main body casing 43 via rolling bearings 48a and 48b.

  The main body casing 43 forms an outer shape of the speed reduction portion 31 and the wheel hub bearing portion 11, is formed in a cylindrical shape, and surrounds the axes O, Nf, Nl, and M as shown in FIG. Moreover, the main body casing 43 is accommodated in the inner space of the wheel wheel W as shown in FIG. The inner space of the wheel W is defined by an inner peripheral surface of the rim portion Wr and a spoke portion Ws that is coupled to one end of the rim portion Wr in the axis O direction. One area in the axial direction of the wheel hub bearing portion 11, the speed reduction portion 31, and the motor portion 21 is accommodated in the inner space region of the wheel wheel W. Further, the other axial region of the motor unit 21 protrudes from the wheel W to the other axial direction. Thus, the wheel wheel W accommodates most of the in-wheel motor drive device 10.

  Referring to FIG. 5, the main body casing 43 has a portion 43 c directly below the axis O and a position away from the axis O of the output gear 40 in the vehicle front-rear direction, specifically below the axis M of the input gear 33 and downward. And a protruding portion. This protruding portion forms an oil tank 47 and is located below the portion 43c directly below.

  Referring to FIG. 7, the lower end portion 18 b of the carrier 18 and the vehicle width direction outer end 72 of the lower arm 71 are arranged directly below the directly lower portion 43 c, and the vehicle width direction outer end 72 and the lower end portion 18 b of the lower arm 71 are The ball joints 60 are connected to each other through a ball joint 60. As shown in FIG. 5, the oil tank 47 is partitioned by a substantially vertical rear side wall 43t and an inclined front side wall 43u as viewed in the direction of the axis O, and has a triangular shape that narrows downward. The rear side wall 43t faces the ball joint 60 (FIG. 7) in the vehicle front-rear direction with a space therebetween. The front side wall portion 43u faces the front and lower portions of the rim portion Wr (FIG. 7).

  The ball joint 60 includes a ball stud 61 and a socket 62 as shown in FIG. The ball stud 61 extends in the vertical direction, and has a ball portion 61b formed at the upper end and a stud portion 61s formed at the lower end. The socket 62 is provided in the inner side fixing member 13, and accommodates the ball | bowl part 61b so that sliding is possible. The stud portion 61s penetrates the outer end 72 in the vehicle width direction of the lower arm 71 in the vertical direction. A male screw is formed on the outer periphery of the lower end of the stud portion 61 s, and the stud portion 61 s is attached and fixed to the lower arm 71 by screwing a nut 72 n from below. As shown in FIG. 1, the ball joint 60 is located above the lower end of the oil tank 47. The ball joint 60 and the oil tank 47 are disposed in the inner space of the wheel W, the ball joint 60 is disposed immediately below the axis O, and the oil tank 47 is disposed away from the ball joint 60 in the vehicle front-rear direction. Moreover, the ball joint 60 is arrange | positioned rather than the back surface part 43b on the vehicle width direction outer side, as shown in FIG. The turning axis K passes through the ball center of the ball portion 61 b and extends in the vertical direction, and intersects the fixed shaft 15 and the ground contact surface R of the tire T. The upper end portion of the carrier 18 is attached and fixed to the lower end of the strut 76.

  The main body casing 43 has a cylindrical shape, and as shown in FIG. 6, the input shaft 32, the input gear 33, the intermediate gear 34, the intermediate shaft 35, the intermediate gear 36, the intermediate gear 37, the intermediate shaft 38, the intermediate gear 39, and the output gear. 40, the output shaft 41, and the center part of the wheel hub bearing 11 in the direction of the axis O are accommodated. Lubricating oil is enclosed in the main body casing 43, and the speed reducing portion 31 is lubricated. The input gear 33, the intermediate gear 34, the intermediate gear 36, the intermediate gear 37, the intermediate gear 39, and the output gear 40 are helical gears.

  As shown in FIG. 5, the main body casing 43 is a substantially flat front portion covering the cylindrical portion including the directly lower portion 43c and the oil tank 47 and the one axial side of the cylindrical portion of the speed reducing portion 31 as shown in FIG. 43f and the substantially flat back surface part 43b which covers the other axial side of the cylindrical part of the deceleration part 31. The back surface portion 43 b is coupled to the motor casing 25. Further, the back surface portion 43 b is coupled to the fixed shaft 15.

  An opening 43p through which the outer ring 12 passes is formed in the front portion 43f. The opening 43p is provided with a sealing material 43s for sealing an annular gap with the outer ring 12. For this reason, the outer ring 12 serving as a rotating body is accommodated in the main body casing 43 except for one end portion in the axis O direction. A seal member 43v is disposed on the inner peripheral surface of the other end portion of the outer ring 12 in the axis O direction. The sealing material 43v seals the annular gap between the outer ring 12 and the back surface portion 43b.

  The small-diameter input gear 33 and the large-diameter intermediate gear 34 are arranged on the other side in the axial direction of the speed reduction unit 31 (on the motor unit 21 side) and mesh with each other. The small-diameter intermediate gear 36 and the large-diameter intermediate gear 37 are arranged on one side (flange portion 12f side) in the axial direction of the speed reduction portion 31 and mesh with each other. The small-diameter intermediate gear 39 and the large-diameter output gear 40 are arranged on the other side in the axial direction of the speed reduction portion 31 and mesh with each other. In this way, the input gear 33, the plurality of intermediate gears 34, 36, 37, 39 and the output gear 40 mesh with each other, and the input gear 33 passes through the plurality of intermediate gears 34, 36, 37, 39 to the output gear 40. To reach the drive transmission path. The rotation of the input shaft 32 is decelerated by the intermediate shaft 35, the rotation of the intermediate shaft 35 is decelerated by the intermediate shaft 38, and the rotation of the intermediate shaft 38 is decelerated by the output shaft 41. Is done. Thereby, the deceleration part 31 ensures a sufficient reduction ratio. Among the plurality of intermediate gears, the intermediate gear 34 is a first intermediate gear positioned on the input side of the drive transmission path. Among the plurality of intermediate gears, the intermediate gear 39 is a final intermediate gear located on the output side of the drive transmission path.

  As shown in FIG. 5, the output shaft 41, the intermediate shaft 38, and the input shaft 32 are arranged at intervals in the vehicle front-rear direction in this order. Further, the intermediate shaft 35 and the intermediate shaft 38 are disposed above the input shaft 32 and the output shaft 41. According to the first embodiment, the intermediate shaft can be disposed above the outer ring 12 serving as a wheel hub, and a space for arranging the oil tank 47 can be secured below the outer ring 12, or the ball joint 60 can be disposed directly below the outer ring 12. It is possible to secure a space for receiving (FIG. 7). Therefore, the turning axis K extending in the vertical direction can be provided so as to intersect with the wheel hub bearing portion 11, and the wheel wheel W and the in-wheel motor drive device 10 can be suitably turned around the turning axis K.

  Next, the wiring structure of the in-wheel motor power line will be described.

  8 and 9 are schematic views showing the in-wheel motor drive device and the power lines. FIG. 8 shows a state seen from the rear of the vehicle, and FIG. 9 shows a state seen from above the vehicle. In the first embodiment, three power lines 93 extend from the in-wheel motor drive device 10 to the vehicle body 101. The three power lines 93 supply three-phase AC power from the vehicle body 101 to the motor unit 21. Each power line 93 is composed of a core wire made of a conductor and a covering portion of an insulator covering the entire circumference of the core wire, and can be bent. One end of the power line 93 is held by each power line connecting portion 91 and the sleeve 92 so that the other end side is in an oblique posture toward the rear of the vehicle and inward in the vehicle width direction. Specifically, one end portion of the power line 93 is held obliquely so as to extend at an angle θ ° with a reference line parallel to the axle (axis O) in the straight traveling direction that is not steered. The angle θ is a fixed value included in the range of the maximum turning angle α ° to 90 ° of the in-wheel motor drive device 10. When θ = 90 °, one end of each power line 93 extends in parallel with the vehicle longitudinal direction. The other end of the power line 93 is connected to the inverter 103 mounted on the vehicle body 101.

  One end of each power line 93 is aligned with a gap in the direction of the turning axis K as shown in FIG. 8, and is arranged so as to overlap in the direction of the turning axis K as shown in FIG. In addition, as shown in FIG. 9, the one end part of each power line 93 is arrange | positioned so that all the power line connection parts 91 may overlap.

  Each power line 93 includes three regions extending continuously between one end and the other end of the power line 93. Of these three regions, the region connected to the in-wheel motor drive device 10 is referred to as an in-wheel motor drive device-side region 93d, and the region connected to the vehicle body 101 is referred to as a vehicle-body region 93f. A region between the driving device side region 93d and the vehicle body side region 93f is referred to as an intermediate region 93e.

  The in-wheel motor drive device side region 93d extends in the vertical direction, is connected to the in-wheel motor drive device 10 side above the in-wheel motor drive device side region 93d, and is intermediate below the in-wheel motor drive device side region 93d. Connect to region 93e. The vehicle body side region 93f extends in the vertical direction, is connected to the intermediate region 93e below the vehicle body side region 93f, and is connected to the vehicle body 101 side above the vehicle body side region 93f. The intermediate region 93e extends in a curved manner with both sides of the intermediate region 93e as an upper side and an intermediate part of the intermediate region 93e as a lower side.

  One end portion of each power line 93 connected to each power line connecting portion 91 extends in the horizontal direction toward the in-wheel motor drive device side region 93d, but soon changes its direction downward to drive in-wheel motor drive. It is connected to the upper side of the device side region 93d. The in-wheel motor drive device side region 93d is not gripped by the clamp member.

  As shown in FIG. 2, the plurality of power lines 93 are bundled to the clamp member 94 on the other end side with respect to the vehicle body side region 93f and are held so as to extend in the vertical direction. For this reason, the vehicle body side region 93f extends in the vertical direction below the clamp member 94 without being gripped by the clamp member. The clamp member 94 is attached and fixed to the vehicle body 101 via the bracket 95. By disposing the bracket 95 on the inner side in the vehicle width direction than the wheel house 102, the vehicle body side region 93f can be wired on the inner side in the vehicle width direction than the wheel house 102. The power line 93 can be routed so as to bypass the wheel house 102, and the wheel house 102 can be made smaller by bringing the wall surface of the wheel house 102 closer to the in-wheel motor drive device 10.

  As shown in FIG. 2, the vertical position of the clamp member 94 overlaps with at least one vertical position of the three power line connecting portions 91. For this reason, all the power lines 93 are held by the in-wheel motor drive device 10 and the vehicle body 101 in a state of being curved in a U shape that bulges downward.

  As shown in FIG. 1, the power line terminal box 25 b and the three power line connection portions 91 are disposed in front of the vehicle with respect to the axis O, and each power line connection portion 91 is directed toward the rear of the vehicle. Accordingly, the in-wheel motor drive device side region 93d can be wired in the vicinity of the turning axis K. Or as a modification which is not illustrated, power line terminal box 25b and three power line connection parts 91 may be arranged behind vehicles from axis line O, and each power line connection part 91 may be directed ahead of vehicles.

  Further, in a straight traveling state in which the wheel W is not steered, the three power line connecting portions 91 are disposed in front of the vehicle with respect to the axis O, and the clamp member 94 is disposed in the rear of the vehicle with respect to the axis O. Accordingly, the in-wheel motor drive device side region 93d can be wired in the vicinity of the turning axis K. Or as a modification which is not illustrated, three power line connection parts 91 may be arranged in the vehicle rear rather than axis O, and clamp member 94 may be arranged in the vehicle ahead of axis O. In any case, the vehicle front-rear direction position of the in-wheel motor drive device side region 93d may be arranged so as to overlap the vehicle front-rear direction position of the vehicle body side region 93f in a straight traveling state.

  The in-wheel motor drive device side region 93d is relatively disposed on the outer side in the vehicle width direction, and the vehicle body side region 93f is disposed on the inner side in the vehicle width direction. For this reason, the intermediate region 93e extends in the vehicle width direction. The intermediate region 93e is suspended on both sides by the in-wheel motor drive device side region 93d and the vehicle body side region 93f, and is not gripped by the clamp member and floats in the air.

  Next, the power line connection part of 1st Embodiment is demonstrated.

  FIG. 10 is a schematic view showing the power line and the sleeve taken out from the in-wheel motor drive device, and shows a state of looking down in the direction of the turning axis K from above. In order to avoid complication of the drawing, in FIG. 10, only one power line connecting portion 91 is represented by a virtual line, and the others are omitted. Each sleeve 92 has the same dimensions and the same shape, and is arranged so that a part thereof overlaps when viewed in the direction of the turning axis K. The overlapping portion L of each sleeve 92 is common to all three sleeves 92. Alternatively, although not shown, each sleeve 92 may be arranged so as to overlap the other sleeves 92 as a whole.

  FIG. 11 is a schematic diagram showing the power line and the sleeve taken out from the in-wheel motor drive device, showing a state seen in the vehicle width direction, and corresponds to FIG. In order to avoid complication of the drawing, in FIG. 11, only one power line connecting portion 91 is represented by a solid line, and the other is represented by a virtual line. According to this embodiment, as shown in FIGS. 10 and 11, the distance from the turning axis K to each sleeve 92 is made substantially the same. Therefore, the stress at the time of turning which acts on each power line 93 can be made substantially the same.

  By the way, according to the first embodiment, each power line 93 includes an in-wheel motor drive device side region 93d, an intermediate region 93e, and a vehicle body side region 93f that extend continuously between one end and the other end. The in-wheel motor drive device side region 93d extends in the vertical direction, and is connected to the in-wheel motor drive device 10 side on the upper side and connected to the intermediate region 93e on the lower side. The vehicle body side region 93f extends in the vertical direction, and is connected to the intermediate region 93e on the lower side and connected to the vehicle body 101 side on the upper side. The intermediate region 93e extends in a curved manner with both sides as the upper side and the intermediate portion as the lower side. Thereby, when the in-wheel motor drive device 10 is steered, each power line 93 is hardly displaced, the curvature of the intermediate region 93e is hardly changed, and the in-wheel motor drive device side region 93d is only twisted. Therefore, each power line 93 is not repeatedly bent and stretched, and bending fatigue does not accumulate in the power line 93. Even if the strut 76 expands and contracts and the in-wheel motor drive device 10 bounces and rebounds in the vertical direction, the degree of curvature of the intermediate region 93e is only slightly changed, and the power line 93 is not repeatedly bent and extended.

  Further, according to the first embodiment, the vehicle body side region 93f extends in the vertical direction and is connected to the vehicle body 101 side on the upper side, so that the power line 93 can be routed around the wheel house 102. Therefore, there is no need to drill a through hole in the wheel house 102 and pass a power line through the through hole, and the rigidity and strength of the wheel house 102 are not reduced. In addition, the wall surface of the wheel house 102 can be moved more outward in the vehicle width direction than before and can be brought closer to the in-wheel motor drive device 10. Therefore, the wheel house 102 can be made smaller than before and the interior space can be made larger than before.

  Further, according to the first embodiment, one end portion of each power line 93 extending from the power line connecting portion 91 is arranged so that at least a part thereof overlaps when viewed in the turning axis K direction. One end of 93 can be disposed at substantially the same distance from the turning axis K. Therefore, the stress at the time of turning does not concentrate on the specific power line 93, and the life of each power line 93 can be made uniform.

  Further, according to the first embodiment, since at least one of the in-wheel motor drive device side region 93d, the intermediate region 93e, and the vehicle body side region 93f is not gripped at all, each region is freely bent or twisted. be able to. Therefore, the stress at the time of turning does not concentrate on the specific part of each area | region, and the lifetime of the power line 93 can be lengthened.

  Further, according to the first embodiment, the power line 93 is held by the clamp member 94 provided on the vehicle body 101 on the other side (vehicle body 101 side) than the vehicle body side region 93f. Can be directed to extend.

  Further, according to the first embodiment, since the intermediate region 93e extends in the vehicle width direction, the in-wheel motor drive device side region 93d on one end side and the vehicle body side region 93f on the other end side are separated in the vehicle width direction. Can be arranged.

  According to the first embodiment, one end of the power line 93 extending from the power line connecting portion 91 is passed through the sleeve 92. Each sleeve 92 is inserted and fixed in the through hole of the power line connecting portion 91 together with one end portion of the power line 93 to hold one end portion of the power line 93 and further seal the annular gap between the power line 93 and the through hole. Stop. For this reason, the water tightness inside the power line terminal box 25b can be ensured. And since each sleeve 92 is arrange | positioned so that at least one part may overlap seeing to the steering axis K direction, the one end part of all the power lines 93 can be arrange | positioned from the steering axis K at substantially the same distance. . Therefore, the stress at the time of turning does not concentrate on the specific power line 93, and the life of each power line 93 can be extended.

  Further, according to the first embodiment, the strut 76 includes the coil spring 78 and the pair of coil spring seats 79b and 79c, and can be expanded and contracted in the direction of the turning axis K. Further, when viewed in the direction of the turning axis K, one end portion of the power line 93 connected to the power line connecting portion 91 is disposed so as to overlap the lower coil spring seat 79c on the lower side. Specifically, as shown in FIG. 7, one end portion 93a of the power line is accommodated in a projection region 79d of a lower coil spring seat 79c extending in parallel with the turning axis K. Thereby, when viewed in the direction of the turning axis K, one end of each power line 93 connected to the power line connecting portion 91 overlaps the lower coil spring seat 79c. One end portion 93a of the power line 93 is disposed in the vicinity of the turning axis K, the in-wheel motor drive device side region 93d is also disposed in the vicinity of the turning axis K, and the in-wheel when the in-wheel motor drive device 10 is steered. The twist degree of the motor drive device side region 93d can be reduced. As the in-wheel motor drive device side region 93d is closer to the turning axis K, the degree of torsion during turning of the in-wheel motor drive device 10 can be further reduced.

  Next, a second embodiment of the present invention will be described. FIG. 12 is a schematic view showing a wiring structure of an in-wheel motor power line according to the second embodiment of the present invention, and shows a state viewed from the inner side in the vehicle width direction. FIG. 13 is a schematic diagram showing the second embodiment, and shows a state seen from the front of the vehicle. FIG. 14 is a schematic diagram showing the second embodiment, and shows a state viewed from above the vehicle. About 2nd Embodiment, about the structure which is common in embodiment mentioned above, the same code | symbol is attached | subjected and description is abbreviate | omitted, and a different structure is demonstrated below. In the first embodiment, the power line 93 is connected to the power line connecting portion 91 at one end, and extends downward from the one end to constitute the in-wheel motor drive device side region 93d. On the other hand, in the second embodiment, as shown in FIGS. 12 and 13, the power line 93 is extended upward from the power line connecting portion 91, and the lower coil spring seat 79 c is bent in the opposite direction and wired so as to extend downward. .

  Each power line 93 further includes a wheel vicinity region 93b between one end of the power line 93 on the power line connecting portion 91 side and the in-wheel motor drive device side region 93d. The wheel vicinity region 93b extends in the vertical direction and is wired near the upper portion of the tire T, and is connected to the power line connecting portion 91 side on the lower side and connected to the in-wheel motor drive device side region 93d on the upper side.

  A connection portion 93c between the wheel vicinity region 93b and the in-wheel motor drive device side region 93d is hung around the strut 76 and is adjacent to the lower coil spring seat 79c. For this reason, the connection part 93 c is bent without difficulty with a curvature larger than the radius of the strut 76.

  The clearance between the power line 93 and the wheel is the shortest at the connection point 93c. For this reason, the cover 97 is interposed between the trad of the tire T and the connection portion 93c. The cover 97 is attached and fixed to the outer peripheral surface of the strut 76, and supports the connection portion 93c from below.

  The wheel vicinity region 93 b and the in-wheel motor drive device side region 93 d extend along the strut 76 and are gripped by a clamp member 96 attached and fixed to the outer peripheral surface of the strut 76. For this reason, the wheel vicinity region 93b and the in-wheel motor drive device side region 93d are not bent away from the strut 76 at least in a portion from the clamp member 96 to the connection portion 93c. The clamp member 96 bundles a plurality of power lines 93 and wires them on the inner side surface in the vehicle width direction of the strut 76, and does not restrain the twist of each power line 93. For this reason, also in 2nd Embodiment, the in-wheel motor drive side area | region 93d of each power line 93 can be twisted separately. The in-wheel motor drive device side region 93d is wired on the lower side of the clamp member 96 and on the outer side in the vehicle width direction than the wheel vicinity region 93b, and extends downward beyond the wheel vicinity region 93b.

  By the way, according to 2nd Embodiment, each power line 93 further includes the wheel vicinity area | region 93b between the end of the power line 93 connected to the power line connection part 91, and the in-wheel motor drive device side area | region 93d. The wheel vicinity region 93b extends in the vertical direction, and is connected to the power line connecting portion 91 side on the lower side and connected to the in-wheel motor drive device side region 93d on the upper side. Thereby, compared with 1st Embodiment, 93 d of in-wheel motor drive device side area | regions can be lengthened, and when the in-wheel motor drive device 10 steers, per unit length of 93 d of in-wheel motor drive device side area | regions Can be relaxed.

  Further, according to the second embodiment, since the wheel vicinity region 93b is gripped by the clamp member 96 provided in the suspension device 70, the wheel vicinity region 93b can be held so as to extend in the vertical direction.

  Next, a power line protective cover provided in the second embodiment will be described.

  The upper portion of the wheel vicinity region 93b and the upper portion of the in-wheel motor drive device side region 93d that are connected to each other at the connection point 93c are arranged along the lower surface of the lower spring seat 79c. Such a portion is referred to as a spring seat vicinity portion 93s in the following description. As shown in FIG. 13, the spring seat vicinity portion 93 s is arranged at a location closest to the outer peripheral surface of the wheel (specifically, the tire T) in the power line 93. That is, the spring seat vicinity portion 93s is disposed between the outer peripheral surface of the tire T of the wheel positioned below and the lower spring seat 79c positioned above.

  When the power line 93 is viewed from the inside in the vehicle width direction, as shown in FIG. 12, the power line 93 extends from the inside in the vehicle width direction to the outside and is turned around the strut 76 so as to return to the inside again. The portion 93 s near the spring seat corresponds to a portion turned around the strut 76. In other words, the spring seat vicinity portion 93s corresponds to a portion bent back in the direction of 180 °.

  The cover 97 is disposed between the outer peripheral surface of the tire T and the spring seat vicinity portion 93s, and covers the spring seat vicinity portion 93s from below. Even if foreign matters such as pebbles are splashed up by the outer peripheral surface of the tire T and fly at high speed to the spring seat vicinity portion 93s of the power line 93, the spring seat vicinity portion 93s is protected from the foreign matter by the cover 97. The

  As shown in FIG. 13, the strut 76 is disposed on the inner side in the vehicle width direction than the tire T of the wheel. And the lower end area | region of the strut 76 has the vehicle width direction outer side surface 76f which faces a wheel, and the vehicle width direction inner side surface 76g located in the opposite side to the vehicle width direction outer side surface 76f. The wheel vicinity region 93b and the in-wheel motor drive device side region 93d are wired along the vehicle width direction inner side surface 76g. A shielding wall 98 is erected at the boundary between the vehicle width direction outer side surface 76f and the vehicle width direction inner side surface 76g. The shielding wall 98 is attached and fixed to the strut 76 between the upper cover 97 and the lower clamp member 96. The shielding wall 98 protrudes from the strut 76 in the vehicle front-rear direction and covers the wheel vicinity region 93b and the in-wheel motor drive device side region 93d. For this reason, the wheel vicinity region 93b and the in-wheel motor drive device side region 93d are hidden from the tire T on the outer side in the vehicle width direction.

  FIG. 15A is a view showing the cover 97 taken out from the second embodiment, and shows a state seen from above. FIG. 15B is a view showing the cover 97 taken out from the second embodiment, and shows a state seen from the inner side in the vehicle width direction. FIG. 16A is a view showing the cover 97 taken out, showing a state seen in the vehicle front-rear direction and corresponding to FIG. The cover 97 has a plate-like portion 97f, a gripping portion 97g, and a peripheral wall portion 97k. As shown in FIG. 15A, the plate-like portion 97f and the grip portion 97g are integrally coupled. As shown in FIG. 15B, the plate-like portion 97f and the peripheral wall portion 97k are integrally coupled. As shown in FIG. 13, the grip portion 97 g is disposed between the lower shielding wall 98 and the upper lower spring seat 79 c and is fixedly attached to the strut 76. As shown in FIGS. 13 and 16A, the plate-like portion 97f extends obliquely outward and upward in the vehicle width direction from the grip portion 97g, and the surface of the plate-like portion 97f is inclined.

  The plate-like portion 97f of the cover 97 has a semicircular shape corresponding to half of the lower spring seat 79c, and has an arcuate edge and a straight edge. A peripheral wall portion 97k is erected on the arc-shaped edge. The plate-like portion 97f is provided so as to overlap the lower surface of the lower spring seat 79c and covers at least the outer half in the vehicle width direction of the lower spring seat 79c. The peripheral wall portion 97k protrudes upward from the upper surface of the plate-like portion 97f and comes into contact with the outer peripheral edge of the lower spring seat 79c. As a result, the lower spring seat 79c, the peripheral wall portion 97k, and the plate-like portion 97f, which are three-side walls, define a space for accommodating the spring seat vicinity portion 93s of the power line 93.

  The peripheral wall portion 97k shown in FIG. 16A is arranged so as to snuggle up to the outer peripheral edge of the lower spring seat 79c. Or in the cover 97 of the modification shown to FIG. 16B, the nail | claw 97i is provided in the surrounding wall part 97k. The claw 97i protrudes from the upper surface of the plate-like portion 97f. And it latches in the hole (not shown) formed in the edge of the lower spring seat 79c.

  A gripping portion 97g is provided on the linear edge of the plate-like portion 97f of the cover 97. The grip portion 97g is formed in a C shape, and is attached and fixed to the strut 76 so that at least the outer surface 76f in the vehicle width direction of the strut 76 is held in a C shape above the clamp member 96.

  The plurality of power lines 93 are wired along the upper surface of the cover 97 between the lower cover 97 and the upper lower spring seat 79c. The upper surface of the cover 97 is a flat or curved surface as shown in FIG.

  If it adds here, it replaces with embodiment shown in FIG. 15, and the unevenness | corrugation which controls the movement of the power line 93 may be formed in the upper surface of the cover 97. FIG. FIG. 17 shows a modification of the cover 97. On the upper surface of the cover 97 of the modified example, a plurality of grooves 97j that are curved and extend around the grip portion 97g are formed. Each groove 97j accepts a portion 93s near the spring seat of each power line 93 along the upper surface of the cover 97.

  By the way, according to 2nd Embodiment, the wheel which consists of the wheel wheel W and the tire T, the in-wheel motor drive device 10 which is arrange | positioned inside the wheel wheel W and drives the wheel wheel W, and the upper end is extended to an up-down direction at one end. And a strut 76 as a suspension member, the other end of which is connected to the vehicle body 101 on the outer diameter side of the wheel and the other end is connected to the in-wheel motor drive device 10, and the other end is provided on the strut 76 from the outer peripheral surface of the wheel. A lower spring seat 79c that is disposed at an interval and supports the end of the spring 78, and a power line that extends from the in-wheel motor driving device 10 to the vehicle body 101 via the lower spring seat 79c and the outer peripheral surface of the wheel. 93 and the power line 93 between the lower spring seat 79c and the outer peripheral surface of the wheel. And a cover 97 for covering the ring sheet portion near 93s. Thus, the cover 97 is provided between the lower wheel (tire T) outer peripheral surface and the upper spring seat vicinity portion 93 s to protect the spring seat vicinity portion 93 s of the power line 93. Accordingly, even if the outer peripheral surface of the wheel rolls up foreign matters such as pebbles and the foreign matters fly at high speed toward the spring seat vicinity portion 93s, the foreign matter does not collide with the spring seat vicinity portion 93s.

  For comparison, FIG. 18 shows a wiring structure of an in-wheel motor power line as a comparative example. The comparative example of FIG. 18 represents the state seen from the vehicle front. In the comparative example, no cover is provided between the outer peripheral surface of the lower wheel (tire T) and the upper spring seat vicinity 93s. For this reason, the spring seat vicinity portion 93s faces the wheel outer peripheral surface, that is, the tire T. In the comparative example, the outer peripheral surface of the tire T rolls up foreign matter such as pebbles, and the foreign matter may collide with the spring seat vicinity portion 93s, and the power line may be damaged.

  Returning the description to the second embodiment, the struts 76 are arranged on the inner side in the vehicle width direction than the wheels. The lower end region of the strut 76 has a vehicle width direction outer side surface 76f as one side surface facing the wheel, and a vehicle width direction inner side surface 76g as another side surface located on the opposite side of the vehicle width direction outer side surface 76f. . Of the power line 93, a wheel vicinity region 93 b from one end connected to the in-wheel motor drive device 10 to the spring seat vicinity portion 93 s is wired along the vehicle lateral direction inner side surface 76 g of the strut 76. Thereby, the strut 76 can be interposed between a wheel and the wheel vicinity area | region 93b, and the foreign material which flies from a wheel can make it difficult to collide with the wheel vicinity area | region 93b.

  According to the second embodiment, since the shielding wall 98 is erected at the boundary between the vehicle width direction outer side surface 76f and the vehicle width direction inner side surface 76g in the lower end region of the strut 76, the foreign matter flying from the wheels. Can be made more difficult to collide with the wheel vicinity region 93b.

  According to the second embodiment, the cover 97 includes the plate-like portion 97f having a shape corresponding to half of the lower spring seat 79c, and the plate-like portion 97f covers more than half of the lower spring seat 79c. The portion near the spring seat 93s wired between 97f and the lower spring seat 79c can be reliably protected.

  According to the second embodiment, the cover 97 further includes a C-shaped gripping portion 97g formed at the edge of the plate-shaped portion 97f, and the gripping portion 97g is attached and fixed to the strut 76 so as to hold the side surface of the strut 76. The Accordingly, the cover 97 can protect the power line 93 in cooperation with the strut 76.

  According to the second embodiment, the plate-like portion 97f and the lower spring seat 79c are provided with claws and holes, respectively. Since these claws and holes engage with each other as the engaging portion and the engaged portion, the plate-like portion 97f is connected to the lower spring seat 79c. Even if a downward force is applied to the plate-like portion 97f from the power line 93, the plate-like portion 97f is not deformed or the plate-like portion 97f does not approach the outer peripheral surface of the tire T of the wheel.

  Further, according to the modification of FIG. 17, the upper surface of the plate-like portion 97f is formed with a groove 97j that receives the spring seat vicinity portion 93s of the power line 93 along the upper surface of the plate-like portion 97f. Thereby, the three spring seat vicinity portions 93s are respectively received along the same number of grooves 97j, and the spring seat vicinity portions 93s can be held. Further, since the groove 97j extends while being curved with the grip portion 97g as the center, the plurality of spring seat vicinity portions 93s can be aligned concentrically with the grip portion 97g as the center.

  Next, a power line clamp member provided in the second embodiment will be described.

  The clamp member 96 is disposed closer to the inner side in the vehicle width direction of the strut 76 as shown in FIG. 13, and holds a plurality of power lines extending in the vertical direction as shown in FIG. Specifically, the clamp member 96 holds three wheel vicinity regions 93b and three in-wheel motor drive device side regions 93d. A shock absorber 77 provided in the upper end region of the strut 76 is a combination of a damper and a spring 78. The damper is installed in the upper end region of the strut 76.

  FIG. 19 is a perspective view showing the strut and the clamp member taken out from the second embodiment. The clamp member 96 has a plurality of through holes 96h penetrating the clamp member 96 in the vertical direction, and a power line 93 is passed through each through hole 96h. Thereby, each power line 93 is hold | maintained so that it may extend in an up-down direction. The damper includes an upper rod 77b and a lower cylindrical shaft portion 77c. The shaft portion 77c slidably receives the rod 77b. When the in-wheel motor drive device 10 coupled to the lower end of the strut 76 bounces and rebounds in the vertical direction and the shaft portion 77c reciprocates with respect to the rod 77b, the damper attenuates the reciprocating motion of the shaft portion 77c by its own viscoelasticity. Let

  A lower spring seat 79c and a clamp member 96 are provided on the side surface of the shaft portion 77c. A damper bracket 76d is provided at the lower end portion of the shaft portion 77c, that is, the lower end portion 76c of the strut 76. The damper bracket 76d is fixed to the lower end of the shaft portion 77c and produces an effect below the shaft portion 77c. The damper bracket 76d has a plate-like in-wheel motor connecting portion 76e protruding in the outer diameter direction of the shaft portion 77c. A through hole 76f is formed in the in-wheel motor connecting portion 76e. A bolt (not shown) passes through the through hole 76f, and a shaft portion of the bolt is screwed into a female screw hole (not shown) formed in the in-wheel motor drive device 10, whereby the damper bracket 76d is attached to the in-wheel motor drive device 10. Fixed.

  The clamp member 96 is disposed above the damper bracket 76d. The lower spring seat 79 c is disposed above the clamp member 96.

  FIG. 21 is a perspective view showing the clamp member taken out from the second embodiment. FIG. 22 is an exploded perspective view of the clamp member and corresponds to FIG. The clamp member 96 includes a pair of base members 96c and 96d, a block 96e, and a wall member 96f.

  One base member 96c is formed by bending a steel strip, and a ball joint connecting portion 96s is formed at one end. A hole 96o for receiving a ball stud is formed in the ball joint connecting portion 96s. The ball joint connecting portion 96s will be described in detail together with a stabilizer described later. Between both ends of the base member 96c, a semi-cylindrical recess 96v that receives the shaft portion 77c at the lower end of the damper is formed. In addition, a plurality of through holes 96u are formed in both end portions 96x of the base member 96c located on both sides of the semi-cylindrical recess 96v.

  The other base member 96d is basically a rectangular parallelepiped block in which a semicylindrical recess 96v is formed on one side surface of the rectangular parallelepiped. The other side surface of the rectangular parallelepiped is formed flat. On one side surface of the base member 96d, a plurality of female screw holes (not shown) are formed in both end portions 96w located with the semi-cylindrical recess 96v interposed therebetween. The base member 96d is made of resin or light metal including aluminum.

  While receiving the shaft portion 77c at the lower end of the damper in the semi-cylindrical recess 96v of one base member 96c, the shaft portion 77c at the lower end of the damper is also received in the semi-cylindrical recess 96v of the other base member 96d. Both end portions 96x and the other end portions 96w of the other base member 96d are abutted, bolts 96b are passed through the respective through holes 96u of the both end portions 96x, and the shaft portions of the bolts 96b are screwed into the female screw holes of both end portions 96w. The pair of base members 96c and 96d are attached and fixed to the shaft portion 77c at the lower end of the damper.

  The block 96e is an elastic member made of rubber or sponge and has a plurality of through holes 96h. Six through holes 96h are provided, and are arranged in parallel to each other with an interval from one end to the other end of the block 96e. A notch 96i is provided from one side of the block 96e to each through hole 96h. A pair of flange portions 96l and 96l are formed in the vicinity of both end openings 96k of the through hole 96h. The pair of flanges 96l extend in parallel to each other from one end to the other end of the block 96e. For this reason, a wide groove 96m is formed between the flange portions 96l and 96l. The wide groove 96m continues along the one end face 96z of the block 96e, the other side face of the block 96e, and the other end face of the block 96e.

  The wall member 96f is formed by bending a steel strip. The pair of end wall portions 96p, 96p facing each other in the horizontal direction and the edge of one end wall portion 96p to the edge of the other end wall portion 96p are horizontal. An intermediate wall extending in the direction; The wall member 96f has a shape corresponding to the above-described wide groove 96m. A round hole 96a and a long hole 96r are formed through each end wall portion 96p. On the other hand, female screw holes 96y and claws 96t are formed on both end surfaces of the other base member 96d described above. The arrangement of the female screw hole 96y and the claw 96t corresponds to the arrangement of the round hole 96a and the long hole 96r of the wall member 96f.

  Each notch 96i of the block 96e described above is pushed and widened, and a power line 93 is passed through each through hole 96h. When the block 96e returns to its original shape, each notch 96i is closed. In a state where the plurality of power lines 93 are gripped by the common block 96e, one side surface of the block 96e is brought into contact with the other flat side surface of the base member 96d, and the wall member 96f is applied to the wide groove 96m on the other side surface of the block 96e. The long hole 96r of the wall member 96f engages with the claw 96t of the base member 96d, and the round hole 96a of the wall member 96f matches the female screw hole 96y of the base member 96d. Then, the bolt 96g is passed through each round hole 96a of the wall member 96f, and the shaft portion of the bolt 96g is screwed into the female screw hole 96y of the base member 96d, whereby the wall member 96f is attached and fixed to the base member 96d. Then, the block 96e is held by the wall member 96f and restrained so as not to drop off from the base member 96d, and the clamp member 96 shown in FIG. 21 is assembled. At the same time, one clamp member 96 holds a plurality of power lines 93. As shown in FIG. 12, the plurality of power lines 93 extend in the vertical direction and are connected to the in-wheel motor drive device 10 side at the lower side and the wheel vicinity region 93b connected to the vehicle body 101 side at the upper side, and the upper side extending in the vertical direction In the in-wheel motor drive device 10 side, the in-wheel motor drive device side region 93d is connected to the vehicle body 101 side below. The clamp member 96 is an assembly member common to the plurality of power lines 93 and collectively holds the plurality of wheel vicinity regions 93b and the plurality of in-wheel motor drive device side regions 93d.

  The arrangement of the clamp member 96 will be further described. As shown in FIG. 12, the clamp member 96 is arranged so as to overlap the rim portion Wr of the wheel wheel W in the direction of the axis O, that is, in the axle direction. Further, the clamp member is disposed so as to overlap with the turning axis K.

  Although the arrangement | positioning location of the clamp member 96 is as shown in FIG. 19 as demonstrated so far, it is not restricted to this. A clamp member 96 may be provided on the damper bracket 76d as in the modification shown in FIG. In the modification, the base member 96c may be integrally coupled to the damper bracket 76d, or the base member 96c may be attached and fixed to the damper bracket 76d as another member.

  Next, a third embodiment of the present invention will be described. FIG. 23 is a schematic view showing a wiring structure of an in-wheel motor power line according to the third embodiment of the present invention, and shows a state viewed from the inner side in the vehicle width direction. FIG. 24 is a schematic diagram showing the third embodiment, and shows a state seen from the front of the vehicle. FIG. 25 is a schematic diagram showing the third embodiment, and shows a state seen from above the vehicle. In the third embodiment, the same components as those in the above-described embodiment are denoted by the same reference numerals, description thereof is omitted, and different configurations are described below. In the second embodiment described above, the signal line terminal box 25 is provided so as to protrude inward in the vehicle width direction from the motor casing cover 25v. In contrast, in the third embodiment, the signal line terminal box 25 is provided in the motor unit 21 so as not to protrude. And, on the surface of the motor casing cover 25v constituting the end surface of the motor unit 21 and the inner end surface in the vehicle width direction of the in-wheel motor drive device 10, heat radiation fins 25f are provided over substantially the entire surface. The heat radiation fins 25f are also formed on the power line terminal box 25b.

  The heat radiating fins 25f extend straight in the vehicle front-rear direction and are erected in a large number with a space in the vertical direction. While the electric vehicle is traveling, the traveling wind flows smoothly between the plurality of heat radiation fins 25f, 25f parallel to each other. Therefore, the cooling efficiency of the motor unit 21 is improved.

  Next, a fourth embodiment of the present invention will be described. FIG. 26 is a schematic diagram showing a wiring structure of an in-wheel motor power line according to the fourth embodiment of the present invention, and shows a state viewed from the inner side in the vehicle width direction. FIG. 27 is a schematic view showing the fourth embodiment, and shows a state seen from the front of the vehicle. FIG. 28 is a schematic diagram showing the fourth embodiment, showing a state seen from above the vehicle. In the fourth embodiment, the same components as those in the above-described embodiment are denoted by the same reference numerals, description thereof is omitted, and different configurations are described below. In the fourth embodiment, a stabilizer and a pair of stabilizer links are provided so as to overlap with the second embodiment described above.

  The in-wheel motor drive device 10, the suspension member 70, the damper built-in strut 76, the power line 93, the clamp member 96, and the stabilizer link 108 of the fourth embodiment are respectively provided on both sides of the vehicle body 101 in the vehicle width direction. It is provided and makes a pair. These pairs are arranged symmetrically with respect to a reference plane of the electric vehicle that passes through the center of the vehicle body 101 in the vehicle width direction and extends in the vehicle longitudinal direction and the vertical direction. The pair of stabilizer links 108 extend in the vertical direction.

  The stabilizer 104 extends in the vehicle width direction, and both end portions 105 change directions and extend forward of the vehicle. One end 106 of the stabilizer 104 is connected to the lower end 109 of one stabilizer link 108 via a ball joint 107. Similarly, the other end of the stabilizer 104 is connected to the lower end 109 of the other stabilizer link 108 via a ball joint. Specifically, a socket that accommodates the ball portion of the ball joint 107 is formed at the lower end 109, and a ball stud of the ball joint 107 is attached and fixed to one end 106 of the stabilizer 104.

  The upper end 110 of each stabilizer link 108 is connected to the clamp member 96 via the ball joint 111. Specifically, a socket that accommodates the ball portion of the ball joint 111 is formed in the upper end 110 so that the ball portion 111 can freely move, and the ball stud of the ball joint 111 is fixedly attached to the hole 96o of the ball joint connecting portion 96s of the clamp member 96.

  When the wheel on the one side in the vehicle width direction exceeds the road surface step and the wheel on the other side in the vehicle width direction rolls on the stepless road surface and the electric vehicle tilts left and right in the vehicle width direction (rolling), the stabilizers 104 and 1 The pair of stabilizer links 108 transmits the expansion and contraction of the strut 76 on one side in the vehicle width direction to the strut 76 on the other side in the vehicle width direction. As a result, the road surface step on one side in the vehicle width direction is received by the struts 76 on both sides in the vehicle width direction to reduce rolling.

  Next, the power line connecting portion of the first embodiment described above will be supplementarily described in comparison with the reference examples shown in FIGS. Note that the same structure can be applied to the second, third, and fourth embodiments of the power connection unit structure of the first embodiment described in FIGS. 29 and 30.

  FIG. 29 is a schematic diagram showing the in-wheel motor drive device of the first embodiment in comparison with the in-wheel motor drive device of the reference example. The upper drawing shows a state of the reference example as viewed from above, and the lower drawing is a diagram. Corresponds to 9. FIG. 30 is a schematic diagram showing the in-wheel motor drive device of the first embodiment in comparison with the in-wheel motor drive device of the reference example. The upper drawing shows the state of the reference example viewed from the rear of the vehicle, and the lower drawing is The state which saw 1st Embodiment from the vehicle back is represented. FIG. 29 and FIG. 30 show a straight traveling state, and the axis O corresponding to the axle is parallel to the vehicle width direction.

  In the first embodiment of the lower drawing, the extending direction of the power line 93 is held at an angle θ (10 ° ≦ θ ≦ 90 °) by the power line connecting portion 91 with the axis O during straight travel as the reference line. Thereby, the distance Dc from the power line 93 to the vertical wall of the wheel house 102 can be ensured.

  On the other hand, in the reference example of the upper drawing, the extending direction of the power line 93 is held in parallel with the reference line (θ = 0 °) with the axis O at the straight traveling as the reference line. Thereby, the distance Db from the power line 93 to the vertical wall of the wheel house 102 can be ensured.

  When the first embodiment and the reference example are compared, Db <Dc. That is, compared with the reference example, in the first embodiment, the space of the wheel house 102 can be given a margin.

  According to the first embodiment shown in the lower side of FIG. 29 and the lower side of FIG. 30, the vertical wall of the wheel house 102 is made relatively closer compared to the reference example shown in the upper side of FIG. 29 and the upper side of FIG. 102 can be reduced. Therefore, the remaining space inside the vehicle body 101 can be increased. Further, according to the first embodiment, since one end of the power line 93 is obliquely wired with respect to the vehicle width direction and the vehicle front-rear direction, the power line is compared to the reference example in which the power line 93 is horizontally wired 93 can be secured long, and a margin can be provided for bending and stretching the power line 93. In particular, the power line connecting portion 93 is offset from the axis O to the front of the vehicle and is held so that the power line 93 extends from the power line connecting portion 91 to the rear of the vehicle. Can be secured.

  If the angle θ in the extending direction of one end of the power line 93 is less than 10 °, it is difficult to secure the power line 93 longer than the conventional one. If the angle θ exceeds 90 °, one end of the power line 93 may interfere with the main body casing 43 (FIG. 6) of the in-wheel motor drive device 10.

  In the first embodiment shown in the lower side of FIG. 29 and the lower side of FIG. 30, the angle θ is preferably maintained at α ≦ θ ≦ 90 °. α is the maximum turning angle of the in-wheel motor drive device 10. As a result, not only when the in-wheel motor drive device 10 is not steered or when the electric vehicle is traveling straight, but also when the in-wheel motor drive device 10 is steered at the maximum turning angle α or when the electric vehicle is turning, One end of the power line 93 can be held in an oblique posture with respect to the vehicle width direction of the vehicle body 101. Therefore, the power line 93 can be properly wired in most traveling scenes.

  In the first embodiment, one end portion of the power line 93 extends obliquely toward the rear of the vehicle when the in-wheel motor drive device 10 is not steered. It should be understood that the above-described maximum turning angle α means the maximum turning angle when the in-wheel motor drive device 10 turns backward. As a modification (not shown), when one end of the power line 93 extends obliquely toward the front of the vehicle, the maximum turning angle α is the maximum turning when the in-wheel motor drive device 10 turns forward. It should be understood to mean a corner.

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

10 in-wheel motor drive, 11 wheel hub bearing,
12 outer ring (wheel hub), 21 motor section,
25 motor casing, 25v motor casing cover,
25b power line terminal box, 31 reduction part, 43 body casing,
91 power line connection, 92 sleeve, 93 power line,
101 body, 102 wheel house, O axis.

Claims (3)

A wheel hub combined with the wheel;
A motor rotating shaft that is arranged offset from the axis of the wheel hub to drive the wheel hub, a casing that forms an outer shell, and a motor unit having a power line connecting portion provided in the casing;
One end is connected to the power line connecting portion, the other end extends to the vehicle body outside the casing, and includes a bendable power line that supplies power from the vehicle body to the motor unit,
It is attached to the vehicle body side member so that it can be steered around the turning axis extending in the vertical direction,
An angle θ formed by the extending direction of one end of the power line held by the power line connecting portion and a reference line parallel to the axis of the wheel hub when traveling straight is 10 ° or more and 90 ° when viewed in the vertical direction. The in-wheel motor drive device, wherein the power line connecting portion holds one end portion of the power line so as to have a predetermined value included in the following range. A plurality of the power lines are provided,
The motor part has a plurality of the power line connecting parts,
Each power line is connected to each power line connecting portion,
The in-wheel motor drive device according to claim 1, wherein at least two power line connecting portions are arranged so as to overlap each other when viewed in the steered axis direction. Steering is possible up to the maximum turning angle α ° around the turning axis extending in the vertical direction.
3. The in-wheel motor drive device according to claim 1, wherein the angle θ as viewed in the vertical direction is a predetermined value included in a range of α ° to 90 °.

Images