JP2019006195A - Vehicle driving device - Google Patents

Abstract

To prevent slack of a parking lock wire in a case of providing a parking lock mechanism for a vehicle motor driving device.SOLUTION: A vehicle driving device 10 comprises: a parking gear 42 provided in a casing 38 forming an outer hull for a vehicle driving device 10 and rotating together with a wheel: a locking member 43 selectively locked to a locking position for engaging with the parking gear and an unlocking position for separating from the parking gear; an operation member 44 that operates the locking member; a link member 46 whose inner end links with the operation member and whose outer end 46r projects outside the casing; coupling means 48 extending along an outer wall surface of the casing and having one end coupling with the outer end of the link member; and a parking lock actuation part 47 provided in the casing and operating the link member via the coupling means by coupling with the other end of the coupling means.SELECTED DRAWING: Figure 1A

Description

  The present invention relates to a vehicle drive device that is provided in a vehicle and drives wheels, and more particularly to a park lock mechanism that disables rotation of wheels.

  An electric vehicle motor drive device is known as a vehicle drive device. A vehicle motor drive device includes an electric motor as a drive source. Specifically, an in-wheel motor drive device that is disposed in an inner space of a wheel and drives the wheel, or an on-wheel motor drive device that is mounted on a vehicle body and drives the wheel. A board-type motor drive device for a vehicle is known. Alternatively, a vehicle drive device including a drive source other than a motor, such as an internal combustion engine or a hydraulic motor, is also known. Japanese Patent Laying-Open No. 2008-151308 (Patent Document 1) describes a technique in which a parking lock mechanism is provided in an in-wheel motor that drives a wheel. The park lock mechanism includes a park gear fixed to a drive shaft of an in-wheel motor, an engagement piece that is swingably supported by a support shaft and has an engagement protrusion that engages with the park gear at one end thereof. When the rotation is disabled, the engagement piece is moved to engage the engagement protrusion with the locking tooth of the park gear, and when the rotation of the drive shaft is allowed, the engagement piece is moved to move the engagement protrusion. It is to release from the park gear.

  In paragraphs 0042 to 0046 of Patent Document 1, as means for operating the left and right parking lock mechanisms, a driving drum is disposed in the center in the width direction, and a pull wire is stretched between each parking lock mechanism and the driving drum. The driving drum is described as operating the park lock mechanism by pulling the pull wire.

  Further, paragraph 0047 of Patent Document 1 describes that the pull wire is supported by a pulley, and if there is slack in the pull wire, the position of the pulley is adjusted to adjust the tension of the pull wire.

JP 2008-151308 A

  However, in the park lock mechanism as described above, a specific structure for adjusting the position of the pulley is not described even though the position of the pulley is adjusted to adjust the tension of the pull wire.

  Even if a specific structure for adjusting the position of the pulley is described, since a movable range of the pulley is required, a large space is required in the structure, and the mounting property on the vehicle may be deteriorated.

  Moreover, when providing an in-wheel motor in a steered wheel, since the in-wheel motor is also steered, the position of a pull wire fluctuates. Then, it is necessary to prevent the pull wire from interfering with the suspension device or the steering device, and the layout is greatly limited, so that installation on the steered wheels is difficult.

  In particular, since the in-wheel motor is arranged in a narrow inner space of the wheel, it is necessary to devise the shape and arrangement of the park lock mechanism so that the park lock mechanism does not interfere with the wheel. In addition, when a parking lock actuating unit or actuator for operating the parking lock mechanism is attached to the surface of the in-wheel motor, it is difficult to attach it because the inner space region is narrow.

  The present invention has been made in view of the above circumstances, and an object of the present invention is to prevent the slack of the parking lock wire when the parking lock mechanism is provided in the vehicle drive device. In this case, the object is to avoid an increase in size, particularly an increase in diameter.

  For this purpose, a vehicle drive device according to the present invention is provided with a drive source for driving a wheel, an output shaft for outputting rotation of the drive source to the wheel, and a drive transmission path from the drive source to the output shaft. A park gear that rotates together with the lock member, a lock member that is provided inside the casing and selectively locked to a lock position that engages with the park gear, and a lock release position that is separated from the park gear, and a lock member that is provided inside the casing and operates the lock member. An operating member, a link member provided so as to pass through a through-hole formed in the casing, an inner end linked to the operating member inside the casing, and an outer end protruding outside the casing, and an outer wall surface of the casing A connecting means whose one end extends is connected to the outer end of the link member, and is connected to the other end of the connecting means provided on the casing and is connected to the link member via the connecting means. And a parking lock operation unit to be operated.

  According to the present invention, since the link member and the park lock actuating portion are provided in the casing of the vehicle drive device and do not move relative to each other, the sag of the connecting means can be prevented. Even if the vehicle drive device steers, the connecting means does not sag. Therefore, even if a wire is used as the connecting means, a conventional pulley for adjusting the tension of the wire and a structure for adjusting the position of the pulley are not required, and the mounting property to the vehicle is improved.

  Further, according to the present invention, since the link member and the park lock operating part are separately disposed, the link member and the park lock operating part are effectively utilized by utilizing the two vacant spaces of the vehicle drive device. It can be provided in a vehicle drive device. Therefore, the vehicle drive device does not increase in size as compared with the vehicle drive device that does not have the park lock operating unit. The connecting means is not particularly limited as long as it is a linear form that mechanically transmits power such as pushing, pulling, and rotation. The connecting means may be a pullable wire such as a combination of an outer tube and an inner wire, or may be a metal rod that does not easily elastically deform, or a plurality of rods in a row. It may be connected so as to be continuous, or a combination of a wire and a rod. The link member linked to the operating member is, for example, a link member that is coupled to the operating member, or is a link member that repeatedly engages and disengages with the operating member, or the operating member and the link member are pivotal or In this mode, they are connected to each other by being passed through the long holes.

  A vehicle drive device is desired to be reduced in size, particularly when it is installed inside a wheel. As one embodiment of the present invention, a casing of a vehicle drive device is disposed in a circular inner space defined by a wheel rim of a wheel, and defines a clearance opened in a radial direction from the rim. The parking lock operating part is disposed adjacent to the clearance, and the link member is disposed at a position away from the parking lock operating part in the circumferential direction with respect to the axis of the wheel. In other words, park lock structures are not grouped together, but are reduced in size by dispersion. According to this embodiment, since the link member and the park lock operating part are separately arranged on the casing outer wall surface, compared with the case where the link member and the park lock operating part are collectively arranged on the casing outer wall surface, The drive device is reduced in diameter.

  When the vehicle motor drive device is disposed in a wheel, the vehicle motor drive device is called an in-wheel motor drive device. Since the inner space of the wheel is narrow, it is desirable that the in-wheel motor drive device be as small as possible. According to the above-described embodiment, even if the in-wheel motor drive device includes the park lock operation unit, the in-wheel motor drive device can be installed in the narrow inner space of the wheel. Further, the park lock mechanism and the park lock operating part do not interfere with the wheels.

  A general vehicle motor drive device including an in-wheel motor drive device is considered to be substantially cylindrical because a cylindrical motor occupies most of the motor. However, in the case of an exceptional vehicle drive device, specifically, for example, a case where a parallel shaft gear reducer is incorporated and a plurality of shafts and gears are included, the arcuate wall, the flat wall, and the concave contour are continuous. Conceivable. Therefore, as one embodiment of the present invention, the casing of the vehicle drive device has a contour shape including a recess recessed toward the axle in a cross section perpendicular to the axle, and at least one of the park lock operating portion and the link member is disposed in the recess. Is done. According to this embodiment, in the vehicle drive device having a complicated contour shape, the park lock operating portion can be arranged in the casing recess, and the overall diameter of the in-wheel motor drive device can be reduced.

  As a preferred embodiment of the present invention, a groove for receiving the connecting means is formed on the outer wall surface of the casing. According to this embodiment, it can be stabilized so that a connection means does not move undesirably. As another embodiment, the connecting means may be adjacent to the casing outer wall without providing a groove on the casing outer wall, or the connecting means may be separated from the casing outer wall.

  It is preferable that a stopper for holding the connecting means is provided on the outer wall surface of the casing. As a further preferred embodiment of the present invention, a pressing member for holding the connecting means in the groove is provided on the outer wall surface of the casing. According to such an embodiment, the connecting means can be held so as not to be detached from the groove.

  As an embodiment of the present invention, a guide member is provided on the outer wall surface of the casing so as to support the connecting means apart from the outer wall surface. According to such an embodiment, the connecting means can be stably held without providing a groove in the casing. The guide member has, for example, a pair of protrusions on both sides, a recess is formed between the protrusions, and the connecting member is held by receiving the connecting means in the recess. Preferably, the guide member has a groove for receiving and supporting the connecting means. As another embodiment, the connecting means may be supported by a member having a thickness such as a spacer.

  The drive source of the vehicle drive device is not particularly limited. As a preferred embodiment of the present invention, the drive source is an electric motor and has a coupling portion for coupling with the wheel, and is disposed coaxially on the inner diameter side or outer diameter side of the hub wheel that is coupled to the output shaft. It further includes a wheel hub bearing portion having a fixed wheel and a plurality of rolling elements interposed in an annular gap between the hub wheel and the fixed wheel. According to this embodiment, the vehicle drive device can be disposed inside the wheel as an in-wheel motor drive device. Further, the parking lock actuating part can be arranged so that the parking lock actuating part does not interfere with the rim of the wheel wheel when the in-wheel motor drive device is arranged in the inner space of the wheel wheel.

  Thus, according to this invention, a connection means does not bend. In addition, even if a parking lock actuating portion is provided in the vehicle drive device, it is possible to avoid an increase in the size and diameter of the entire drive device, which is satisfactory in terms of mountability on the vehicle, and this can be achieved even in the inner space of the steered wheels. The invention can be installed.

It is a schematic diagram which shows the park lock structure which becomes 1st Embodiment of this invention. It is a schematic diagram which shows the park lock structure which becomes 1st Embodiment of this invention. It is an expanded sectional view showing the in-wheel motor drive which comprises the embodiment. It is an enlarged view showing the state which saw the in-wheel motor drive device from the direction shown by III in FIG. 1A. FIG. 4 is an enlarged cross-sectional view illustrating a state in which the in-wheel motor driving device is cut along a plane indicated by IV-IV in FIG. 3 and viewed from the direction of an arrow. It is an expanded sectional view showing the state which cut | disconnected the in-wheel motor drive device in the plane shown by VV in FIG. 1A, and was seen from the direction of the arrow. It is an enlarged view showing the circled circle VI of FIG. 1A. It is a schematic diagram which shows the park lock structure which becomes 2nd Embodiment of this invention. It is a schematic diagram which shows the park lock structure which becomes 2nd Embodiment of this invention.

  Hereinafter, embodiments of the present invention will be described in detail with reference to the drawings. 1A and 1B are schematic views showing a park lock structure according to a first embodiment of the present invention, and also show an in-wheel motor drive device having the park lock structure. 1A and 1B show a state in which the inside of the in-wheel motor driving device is viewed from the outside in the vehicle width direction of the electric vehicle. In FIG. 1A, the left side of the drawing represents the front of the vehicle, the right side of the drawing represents the rear of the vehicle, the upper side of the drawing represents the upper side of the vehicle, and the lower side of the drawing represents the lower side of the vehicle. FIG. 2 is a developed sectional view schematically showing the in-wheel motor drive device. 2 is a developed plane obtained by connecting the plane including the axis M and the axis N shown in FIG. 1A and the plane including the axis N and the axis O in this order. In FIG. 2, the left side in the drawing represents the outside in the vehicle width direction, and the right side in the drawing represents the inside in the vehicle width direction.

  As shown in FIG. 2, the in-wheel motor drive device 10 decelerates the rotation of the wheel hub bearing portion 11 that is coaxially disposed at the center of the wheel (not shown), the motor portion 21 that drives the wheel, and the motor portion 21. The speed reducer 31 that transmits to the wheel hub bearing 11, the park lock mechanism 41 that keeps the wheel unrotatable, the park lock operating section 47 that operates the park lock mechanism 41 as shown in FIG. 1A, and the park lock mechanism 41 and a parking lock actuating section 47 are provided. The motor unit 21 and the speed reduction unit 31 are arranged offset from the axis O of the wheel hub bearing unit 11. The axis O extends in the vehicle width direction and coincides with the axle. Regarding the position in the axis O direction, the wheel hub bearing portion 11 is disposed on one side (outboard side) in the axial direction of the in-wheel motor driving device 10, and the motor portion 21 is on the other side (inboard side) in the axial direction of the in-wheel motor driving device 10. The speed reduction part 31 is arrange | positioned in the axial direction center part of the in-wheel motor drive device 10. FIG.

  The in-wheel motor drive device 10 is a vehicle drive device that drives wheels of an electric vehicle, in particular, a vehicle motor drive device. The in-wheel motor drive device 10 is connected to a vehicle body (not shown). The in-wheel motor drive device 10 can drive an electric vehicle at a speed of 0 to 180 km / h. The in-wheel motor drive device 10 may be disposed on the left and right wheels so as to form a pair of left and right.

  As shown in FIG. 2, the wheel hub bearing 11 is a rotating inner ring / fixed outer ring, and is arranged coaxially on the outer diameter side of the inner ring 12 and the inner ring 12 as a rotating wheel (hub wheel) coupled to a wheel wheel (not shown). An outer ring 13 as a fixed ring, and a plurality of rolling elements 14 disposed in an annular space between the inner ring 12 and the outer ring 13. The inner ring 12 constitutes an axle.

  On the outer peripheral surface of the outer ring 13, a plurality of outer ring protruding portions 13e and 13f are provided upright at different positions in the circumferential direction. A through hole is formed in each outer ring protrusion 13f protruding in the outer diameter direction. Each through-hole extends in parallel with the axis O, and the bolt 15 is passed from one side in the axis O direction. A shaft portion of each bolt 15 is screwed into a female screw hole formed in the front portion 38 f of the main body casing 38. Thereby, the outer ring 13 is connected and fixed to the front portion 38f. The front portion 38 f is a casing wall portion that covers one end of the speed reduction portion 31 in the axis O direction.

  A suspension bracket 61 is attached and fixed to each outer ring protruding portion 13e protruding in the outer diameter direction from the other side in the axial direction. Specifically, a female screw hole is formed in each outer ring protrusion 13e, a through hole is formed in the suspension bracket 61, and a bolt 17 is fastened to these holes from the other side in the axial direction.

  The suspension bracket 61 is connected to a suspension device (not shown). The suspension bracket 61 is a component of the in-wheel motor drive device 10, but may be a component of the suspension device from the viewpoint of the design of the in-wheel motor drive device and the suspension device. The suspension device includes, for example, an arm and a shock absorber, and realizes that the in-wheel motor drive device 10 bounces and rebounds in the vertical direction with respect to the vehicle body. The suspension device may constitute a turning axis extending in the vertical direction, and the in-wheel motor driving device 10 may realize turning around the turning axis.

  The inner ring 12 is a cylindrical body that is longer than the outer ring 13 and is passed through the center hole of the outer ring 13. A coupling portion 12f is formed at one end portion in the axis O direction of the inner ring 12 protruding from the outer ring 13 to the outside of the in-wheel motor drive device 10. The coupling portion 12f is a flange and constitutes a coupling portion for coupling coaxially with a brake rotor and wheels (not shown). The inner ring 12 is coupled to the wheel at the coupling portion 12f and rotates integrally with the wheel.

  A plurality of rows of rolling elements 14 are arranged in the annular space between the inner ring 12 and the outer ring 13. The outer peripheral surface of the central portion of the inner ring 12 in the direction of the axis O constitutes the inner raceway surface of the plurality of rolling elements 14 arranged in the first row. An inner race 12r is fitted to the outer periphery of the other end of the inner ring 12 in the axis O direction. The outer peripheral surface of the inner race 12r constitutes the inner race of the plurality of rolling elements 14 arranged in the second row. The inner peripheral surface at one end of the outer ring 13 in the direction of the axis O constitutes the outer raceway surface of the rolling elements 14 in the first row. An inner peripheral surface of the other end portion of the outer ring 13 in the axis O direction forms an outer raceway surface of the rolling elements 14 in the second row. A sealing material 16 is further interposed in the annular space between the inner ring 12 and the outer ring 13. The sealing material 16 seals both ends of the annular space to prevent intrusion of dust and foreign matter. The output shaft 37 of the speed reduction unit 31 is inserted into the center hole at the other end in the axis O direction of the inner ring 12 and is spline-fitted.

  The motor unit 21 includes a motor rotating shaft 22, a rotor 23, a stator 24, and a motor casing 25, and is sequentially arranged from the axis M of the motor unit 21 to the outer diameter side in this order. The motor unit 21 is an inner rotor / outer stator type radial gear up motor, but may be another type of electric motor. For example, although not shown, the motor unit 21 may be an axial gearup motor. The motor unit 21 drives the inner ring 12. That is, the motor unit 21 is a drive source that drives the wheels.

  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. As shown in FIG. 1A, the axis M of the motor unit is offset from the axis O in the vehicle front-rear direction, and is specifically arranged in front of the vehicle with respect to the axis O.

  Returning to FIG. 2, both end portions of the motor rotating shaft 22 are rotatably supported by the back surface portion 38 b of the main body casing 38 and the motor casing cover 25 v of the motor portion 21 via the rolling bearings 27 and 28. . The motor casing 25 has a substantially cylindrical shape, and is integrally coupled to the back surface portion 38b of the main body casing 38 at one end in the axis M direction, and the other end in the axis M direction is sealed with a plate-like motor casing cover 25v.

  The speed reduction unit 31 includes an input shaft 32 s that is coaxially coupled to the motor rotation shaft 22 of the motor unit 21, an input gear 32 that is provided coaxially on the outer peripheral surface of the input shaft 32 s, a plurality of intermediate gears 33 and 35, An intermediate shaft 34 coupled to the center of the gears 33, 35, an output shaft 37 coupled coaxially with the inner ring 12 of the wheel hub bearing portion 11, an output gear 36 provided coaxially on the outer peripheral surface of the output shaft 37, and a plurality of these The main body casing 38 accommodates the gears and the rotating shaft. The main body casing 38 is also referred to as a speed reduction part casing because it forms an outline of the speed reduction part 31.

  The input gear 32 is an external helical gear. The input shaft 32s has a hollow structure, and one end in the axial direction of the motor rotation shaft 22 is inserted into the hollow input shaft 32s and is spline-fitted (including serrations, the same applies hereinafter) so that it cannot be rotated relative to the input shaft 32s. The input shaft 32s is rotatably supported by the front portion 38f and the rear portion 38b of the main body casing 38 via rolling bearings 32m and 32n on both ends of the input gear 32.

  The axis N of the intermediate shaft 34 extends parallel to the axis O of the output shaft 37, and both ends of the intermediate shaft 34 are rotatably supported by the front portion 38f and the back portion 38b of the main body casing 38 through bearings 34m and 34n. The A first intermediate gear 33 and a second intermediate gear 35 are provided coaxially with the axis N of the intermediate shaft 34 at the center of the intermediate shaft 34. The first intermediate gear 33 and the second intermediate gear 35 are external helical gears, and the diameter of the first intermediate gear 33 is larger than the diameter of the second intermediate gear 35. The large-diameter first intermediate gear 33 is disposed on the other side in the axis N direction with respect to the second intermediate gear 35 and meshes with the small-diameter input gear 32. The small-diameter second intermediate gear 35 is disposed on one side in the axis N direction from the first intermediate gear 33 and meshes with the large-diameter output gear 36.

  The axis N of the intermediate shaft 34 is disposed above the axis O and the axis M as shown in FIG. 1A. Further, the axis N of the intermediate shaft 34 is disposed in front of the vehicle with respect to the axis O and behind the vehicle with respect to the axis M. The speed reduction unit 31 is a three-axis parallel shaft gear reducer having axes O, N, and M extending in parallel with each other.

  Returning to FIG. 2, the output gear 36 is an external helical gear and is provided coaxially at the center of the output shaft 37. The output shaft 37 extends along the axis O. One end of the output shaft 37 in the direction of the axis O is inserted into the center hole of the inner ring 12 and is fitted so as not to be relatively rotatable. Such fitting is spline fitting or serration fitting. The other end of the output shaft 37 in the direction of the axis O is rotatably supported by the back surface portion 38b of the main body casing 38 via a rolling bearing 37n.

  An annular recess 36 c is formed on one end surface of the output gear 36 in the axis O direction. The annular recess 36c is centered on the axis O. An annular convex portion 38g that is received in the annular concave portion 36c is formed in the front portion 38f of the main body casing 38. A rolling bearing 37m is provided between the inner diameter side portion of the annular recess 36c and the inner diameter side portion of the annular projection 38g. As a result, the central portion in the direction of the axis O of the output shaft 37 is rotatably supported by the front portion 38f of the main body casing 38 via the rolling bearing 37m.

  The reduction gear 31 rotates the input shaft 32s by meshing the small-diameter drive gear and the large-diameter driven gear, that is, meshing the input gear 32 and the first intermediate gear 33, and meshing the second intermediate gear 35 and the output gear 36. Is decelerated and transmitted to the output shaft 37.

  The main body casing 38 includes a cylindrical portion, and plate-shaped front portion 38f and back portion 38b that cover both ends of the cylindrical portion. The cylindrical portion covers the internal parts of the speed reducing portion 31 so as to surround the axes O, N, and M extending in parallel with each other. The plate-shaped front portion 38f covers the internal parts of the speed reducing portion 31 from one side in the axial direction. The plate-like back surface portion 38b covers the internal parts of the speed reducing portion 31 from the other side in the axial direction. The back surface portion 38 b of the main body casing 38 is a partition wall that is coupled to the motor casing 25 and partitions the internal space of the speed reduction portion 31 and the internal space of the motor portion 21. The motor casing 25 is supported by the main body casing 38 and protrudes from the main body casing 38 to the other side in the axial direction.

  The main body casing 38 defines an internal space of the speed reducing portion 31 and accommodates all the rotating elements (rotating shafts and gears) of the speed reducing portion 31 in the internal space. As shown in FIG. 1, the lower part of the main body casing 38 is an oil storage part 39. The oil reservoir 39 is disposed below the input gear 32. Oil that lubricates the motor unit 21 and the speed reduction unit 31 is stored in the oil storage unit 39 that occupies the lower part of the internal space of the main body casing 38.

  Returning to FIG. 2, the input shaft 32 s, the intermediate shaft 34, and the output shaft 37 are both supported by the above-described rolling bearing. Regarding the axial positions of the parallel axes M and N, the axial positions of the rolling bearings 32m and 34m on one side in the axial direction overlap each other. More preferably, as shown in FIG. 2, the axial positions of the rolling bearings 32m and 34m coincide. Preferably, the axial positions of the rolling bearings 32m and 34m and the axial position of the wheel hub bearing portion 11 overlap each other. Regarding the axial positions of the axial lines M and O parallel to each other, the axial positions of the rolling bearings 32n and 37n on the other axial side overlap each other. More preferably, as shown in FIG. 2, the axial positions of the rolling bearings 32n and 37n coincide. The rolling bearings 32m, 34m, 37m, 32n, 34n, and 37n are radial bearings. In the present embodiment, it is preferable that the rolling bearings 32m and 34m and the rolling bearings 32n and 37n coincide with each other in the axial direction. However, the arrangement of the rolling bearings can be appropriately changed depending on the design of the vehicle drive device. .

  The second intermediate gear 35 and the output gear 36 are arranged on one side in the axial direction, and the axial positions of these gears overlap each other. More preferably, the axial positions of these gears coincide. The input gear 32 and the first intermediate gear 33 are disposed on the other side in the axial direction, and the axial positions of these gears overlap each other. More preferably, the axial positions of these gears coincide. Thereby, the axial direction dimension of the deceleration part 31 can be made small. In the present embodiment, it is preferable that the second intermediate gear 35, the output gear 36, the input gear 32, and the first intermediate gear 33 have the same position in the axial direction, but the arrangement of the gears is the design of the vehicle drive device. Can be changed as appropriate.

  The inner diameter portion of the output gear 36 is recessed in the direction of the axis O by the annular recess 36 c, and the plate thickness dimension of the inner diameter portion of the output gear 36 is made smaller than the tooth width formed at the outer edge of the output gear 36. The annular recess 36c accommodates the rolling bearing 37m. Thus, with respect to the position in the axis O direction, the output gear 36 and the rolling bearing 37m can be arranged so as to overlap each other, so that the dimension in the axis direction of the in-wheel motor drive device 10 can be reduced.

  The park lock mechanism 41 includes a park gear 42 as a counterpart member to be locked, a park pole 43 as a lock member, a park cam 44 as an operation member, a rotation shaft 46 as a link member, and a base 49. The park gear 42 is coaxially attached and fixed to the outer periphery of the input shaft 32s. As shown in FIG. 1A, the park gear 42 includes a recess 42a that forms a tooth bottom surface of the gear and tooth surfaces facing each other. In addition to the embodiment shown in FIG. 2, as a modification (not shown), the park gear 42 may be coaxially attached and fixed to the outer periphery of the motor rotating shaft 22.

  The base 49 is a substantially flat plate-like member having an outer surface and an inner surface, and is an opening that is fixedly attached to the outer surface of the main casing 38 by a connecting element 51 (FIG. 2) such as a screw and penetrates the wall of the main casing 38. 38p is sealed. That is, the base 49 is a part of the speed reduction unit casing. The opening direction (also the penetration direction) of the opening 38p is substantially parallel to the axis M. The base 49 becomes a part of the speed reduction part casing. As a modification (not shown), the opening 38p may not be provided, and the base 49 may be a part of the main body casing 38.

  The park pole 43 is a lever member whose other end swings with one end as a fulcrum, and is disposed adjacent to the park gear 42. In contrast to FIG. 1A and FIG. 1B, the park pole 43 swings between a lock position (FIG. 1B) meshing with the park gear 42 and a lock release position (FIG. 1A) away from the park gear 42. The park pole 43 is pivotally supported by a pivot 45 at one end. The pivot 45 is erected on the inner wall surface of the base 49 and extends parallel to the axis M. The inner wall surface of the base portion 49 faces the internal space of the speed reduction portion 31. A support member 52 is attached to the distal end of the pivot 45 on the side far from the base 49. The support member 52 supports the tip of the pivot 45.

  The park pole 43 has a front surface facing the park gear 42 and a back surface 43d (FIG. 1B) opposite to the park gear 42 between one end and the other end. On the front surface of the park pole 43, a convex portion 43a that engages with the concave portion 42a of the park gear 42 is formed. The convex portion 43 a is formed at the other end of the park pole 43.

  A separation member 50 is provided on the park pole 43. The separating member 50 is, for example, a torsion spring, and is wound around the pivot 45 and applies a biasing force in a direction to return to the unlocking position to the park pole 43.

  As shown in FIG. 1B, when the park pole 43 is brought into the locked position and the projection 43a of the park pole 43 engages the recess 42a of the park gear 42, the rotation of the park gear 42 is locked and the input shaft 32s cannot rotate. The drive transmission path from the motor rotation shaft 22 to the inner ring 12 via the speed reduction unit 31 is held unrotatable, and a park lock state in which the wheels do not rotate is realized.

  On the contrary, as shown in FIG. 1A, when the park pole 43 is set to the unlocked position and the convex portion 43a of the park pole 43 is not engaged with the concave portion 42a of the park gear 42, the rotation of the park gear 42 is allowed and the input shaft 32s is Rotation is possible. That is, the drive transmission path from the motor rotation shaft 22 through the speed reduction portion 31 to the inner ring 12 is allowed to rotate, and the wheels can be rotated.

  A park cam 44 and a rotating shaft 46 are provided on the side opposite to the park gear 42 as viewed from the park pole 43 (on the back side of the park pole). The rotation shaft 46 is a support member that supports the park cam 44, is coupled to the park cam 44 at one end, and is rotatably supported by the base 49 at the other end. One end of the rotation shaft 46 is rotatably supported by the support member 52. Although not shown, the support member 52 is fixed to the base 49 at a position that does not overlap the swing range of the park pole 43 and the rotation range of the park cam 44 described later.

  As shown in FIG. 1A, the park cam 44 is a plate-like member having a rotation center, and is coupled to the rotation shaft 46 at the rotation center. However, as shown in FIGS. 1A and 1B, a part of the outer periphery of the park cam 44 is formed so as to bulge in the outer diameter direction from the remaining outer periphery to form a cam portion 44a. When the park cam 44 rotates, the cam portion 44 a presses the back surface 43 d (FIG. 1B) of the park pole 43 or retreats from the back surface of the park pole 43.

  The park cam 44 is provided with an urging member 63. The urging member 63 is an elastic member such as a torsion spring and is wound around the rotation shaft 46, and the park cam 44 is moved to the back surface 43d of the other end of the park pole 43 so that the park cam 44 is in FIGS. 1A and 1B. Energize clockwise in the middle. As shown in FIG. 1A, one end of the urging member 63 is attached and fixed to the flange 46 f of the rotating shaft 46. The other end of the urging member 63 is locked to the cam portion 44a.

  Specifically, the park cam 44 presses the back surface 43d of the park pole 43, and the locking position where the convex portion 43a of the park pole 43 is engaged from the unlocked position (FIG. 1A) where the concave portion 42a of the park gear 42 is not engaged. (FIG. 1B). On the contrary, when the park pole 43 is moved from the locked position to the unlocked position, the park cam 44 is rotated by the rotating shaft 46 so as to retract from the back surface of the park pole 43, and the park pole is driven by the urging force of the separating member 50. 43 is returned to the unlocking position shown in FIG. 1A.

  The other end of the rotation shaft 46 penetrates the base 49 and protrudes to the outside of the in-wheel motor drive device 10. An arm portion 46r is provided at the other end portion. The shaft body of the rotation shaft 46 and the pivot 45 extend parallel to the axis M. However, the arm portion 46 r of the rotation shaft 46 extends so as to be orthogonal to the shaft body of the rotation shaft 46, and applies torque to the shaft body of the rotation shaft 46.

  The shaft body of the rotating shaft 46 is passed through the through hole 49h (FIG. 2) of the base 49. In the annular space between the through hole 49h and the shaft body of the rotating shaft 46, the seal material 64 and the rolling bearing are provided. 65 is provided. The rolling bearing 65 is a radial bearing, for example, and supports the rotating shaft 46 so as to be rotatable. The sealing material 64 is, for example, an annular oil seal, and prevents oil inside the main body casing 38 from seeping out from the through hole 49h to the outside of the main body casing 38. A flange 46 f is provided inside the main body casing 38. The flange 46f is a spring receiver integrally formed with the rotating shaft 46, and one end of an urging member 63 described later is attached and fixed.

  The arm portion 46r is disposed on the front side of the in-wheel motor drive device 10. A pivot 53 is rotatably provided at the tip of the arm portion 46r. The pivot 53 has a rotation axis parallel to the axis of the rotation shaft 46. The pivot 53 is connected to one end of the connecting means 48. The other end of the connecting means 48 is connected to the park lock operating unit 47. The rotation shaft 46 is a link member that is interposed between the park cam 44 inside the in-wheel motor drive device 10 and the connecting means 48 outside the in-wheel motor drive device 10 and associates them.

  The elongated connecting means 48 is wired outside the in-wheel motor drive device 10. Specifically, the connecting means 48 is a wire, and is wired along the outer wall surface of the main body casing 38 so as to hang around the upper part of the in-wheel motor drive device 10. More specifically, the connecting means 48 extends in an arc shape centering on the axis N on the outer diameter side of the intermediate gear 33. The connecting means 48 operates mechanically, and specifically is a wire that can be pushed and pulled. Specifically, the wire is a combination of an inner wire 48w and an outer tube 48t.

  The inner wire 48w is longer than the outer tube 48t, is passed through the outer tube 48t, and both ends of the inner wire 48w protrude from the outer tube 48t. One end of the inner wire 48 w is coupled to the pivot 53, and the other end of the inner wire 48 w is wound around the pulley 47 p of the park lock operation unit 47.

  FIG. 3 is an enlarged view showing a state in which the in-wheel motor drive device 10 is viewed from the direction indicated by III in FIG. 1A. The main body casing 38 includes an arc wall 38c that covers the intermediate gear 33 from the outer diameter side. A groove 38k extending in the circumferential direction is formed on the outer wall surface of the arc wall 38c. The long connecting means 48 is received in the groove 38k extending in an arc shape. When the main body casing 38 is a casting, the groove 38k may be formed by a mold. The inner wire 48w of the connecting means 48 is flexible and can match the extended shape of the groove 38k. The outer tube 48t of the connecting means 48 may be similarly flexible, or may be formed of a material that does not elastically deform, such as a pipe.

  FIG. 4 is an enlarged cross-sectional view illustrating a state in which the in-wheel motor drive device 10 is cut along the plane indicated by IV-IV in FIG. 3 and viewed from the direction of the arrow. The depth of the groove 38k is substantially the same as the diameter of the outer tube 48t. For this reason, the circular cross section of the connecting means 48 is completely accommodated in the groove 38k, or most of the cross section of the connecting means 48 is accommodated in the groove 38k.

  As shown in FIG. 1A, a pressing member 55 is attached and fixed to the outer wall surface of the arc wall 38c of the main body casing 38 by a connecting element 54 such as a screw. The pressing member 55 is a plate piece, covers the groove 38k from the outside of the groove 38k, and presses the connecting means 48. Thereby, the connecting means 48 is held so as not to be detached from the groove 38k.

  FIG. 5 is an enlarged cross-sectional view illustrating a state in which the in-wheel motor drive device is cut along a plane indicated by VV in FIG. 1A and viewed from the direction of the arrow. The holding member 55 is wider than the groove 38k and crosses the groove 38k. The connecting element 54 is disposed on both sides of the groove 38k. Each connecting element 54 passes through a through-hole formed in the pressing member 55 and is screwed into a bottomed female screw hole formed in the outer wall surface of the main body casing 38. As a modification not shown, instead of the pressing member 55, a cover extending along the connecting means 48 may be attached and fixed to the outer wall surface of the main body casing 38, and the connecting means 48 may be covered with such a cover.

  FIG. 1A shows a cut surface obtained by cutting the main body casing 38 along a plane perpendicular to the axis O. FIG. The main body casing 38 includes a substantially flat front wall 38j facing the front of the vehicle, an arcuate wall 38c bulging upward, a recess 38d formed therebetween, and an arc bulging rearward of the vehicle. The wall 38e and the recessed part 38r formed between these circular arc walls 38c and 38e are included. The front wall 38j on the front side of the vehicle is relatively far from the axis O. The recess 38r and the arc wall 38e on the rear side of the vehicle are relatively close to the axis O. The arc walls 38c and 38e are part of a cylinder.

  In the state where the in-wheel motor drive device 10 is disposed in the inner space of the wheel, a clearance (gap) opened in the radial direction is defined between the rim of the wheel and the arc walls 38c and 38e. Similarly, a clearance opened in the radial direction is defined between the rim and the recesses 38d and 38r. Similarly, a radially open clearance is defined between the rim and the front wall 38j. The rim is a circle arranged coaxially with the axis O. For this reason, the clearance between the rim and the recesses 38d and 38r is relatively large, and the clearance between the rim and the arc wall 38c and the clearance between the rim and the front wall 38j are relatively small.

  The park lock operating portion 47 is disposed in the recess 38r to ensure a clearance with the rim. The arm portion 46r is attached so that only the tip portion protrudes from the front wall 38j to the outer diameter side, and the amount of protrusion is reduced as much as possible.

  It is preferable that the in-wheel motor drive device 10 has a small diameter around the axis O that is the central axis of the axle. As shown in FIG. 1A, in the present embodiment, the park lock operating portion 47 is provided in the recess 38r so as to be disposed at a position relatively close to the axis O. As described above, in the present embodiment, the arm portion 46r and the park lock operating portion 47 are arranged at different positions in the circumferential direction around the axis O, thereby avoiding an increase in the diameter of the in-wheel motor drive device 10.

  The long connecting means 48 is wired in a region on one end side with a gap from the front wall 38j, and is wired in a groove 38k along the outer wall surface of the arc wall 38c in the other region on the other end side. The connecting means 48 is wired along the outer periphery of the main body casing 38 of the in-wheel motor drive device 10.

  FIG. 6 is an enlarged view showing a circle VI in FIG. 1A. A guide member 56 is provided in the recess 38d. The guide member 56 supports the connecting means 48 wired away from the recess 38d. The connecting means extends in the vehicle front-rear direction behind the guide member 56, extends in the up-down direction forward of the vehicle than the guide member 56, and bends and extends in an arc shape so as to change the direction around the guide member 56.

  A guide member 57 is provided on the upper portion of the front wall 38j. The guide member 57 supports the connecting means 48 so as to be separated from the front wall 38j. Thus, the guide members 56 and 57 are spacers having a predetermined thickness, and ensure a gap between the connecting means 48 and the main body casing 38. The guide members 56 and 57 hold the wiring of the connecting means 48 on the casing outer wall surface that does not have the groove 38k.

  As a modification (not shown), the guide members 56 and 57 have a substantially flat back surface and a surface including a pair of protrusions. The guide members 56 and 57 are bonded to the outer wall surface of the main body casing 38 on the back surface. A recess is formed between the pair of protrusions on the surfaces of the guide members 56 and 57. Such a recess receives the connecting means 48. The connecting means 48 does not come off beyond the protrusions of the guide members 56 and 57, and is stably held by the guide members 56 and 57.

  As shown in FIG. 1A, a clamp member 59 is provided below the guide member 57 on the outer wall surface of the front wall 38 j of the main body casing 38. The clamp member 59 is plate-shaped on both wings, and has a groove for receiving the outer tube 48t at the center. Both wings of the clamp member 59 are fixedly attached to the front wall 38j by connecting elements 58 such as screws. The clamp member 59 securely holds one end of the outer tube 48t. Thereby, even if the inner wire 48w is pushed and pulled, the outer tube 48t is not displaced in the longitudinal direction. The clamp member 59 holds the connecting means 48 along the front wall 38j so as to extend in the vertical direction. The clamp member 59 supports the connecting means 48 so as to be separated from the front wall 38j.

  The park lock operating unit 47 includes a pulley 47p and an actuator, and the pulley 47p is rotated by the actuator. When the pulley 47p rotates in the winding direction to wind up the inner wire 48w, the inner wire 48w slides in the outer tube 48t, and the arm portion 46r is pulled up as shown in FIG. 1B. On the contrary, when the pulley 47p rotates in the unwinding direction to unwind the inner wire 48w, the inner wire 48w slides in the outer tube 48t and pushes down the arm portion 46r as shown in FIG. 1A. The axis P that becomes the rotation center of the pulley 49p is substantially parallel to the pivot 53, the pivot 46, and the pivot 45. The actuator of the park lock operation unit 47 may be an electric motor, or may be another mechanical structure.

  The park lock operation unit 47 is a cable (not shown) and is connected to a park lock operation unit mounted on the vehicle body. The park lock operation unit has a shift lever, for example, and when the driver operates the park lock operation unit, the park lock operation unit 47 pushes and pulls the inner wire 48w. The cable may be a wire that transmits power, or may be a conductive wire that transmits an electrical signal.

  In the park lock mechanism 41, one end portions of the park gear 42, the park pole 43, the park cam 44, the pivot shaft 45, and the pivot shaft 46 are accommodated in the main body casing 38. That is, the park lock mechanism 41 of this embodiment is a built-in type. However, the other end portion of the rotation shaft 46, which is a part related to the actuator, the arm portion 46r, the connecting means 48, and the park lock operating portion 47 are installed outside the in-wheel motor drive device 10.

  The park gear 42, the park pole 43, the park cam 44, and the base 49 are arranged adjacent to the upper space of the oil reservoir 39, as shown in FIG. 1A. Further, the vertical positions of the park gear 42, the park pole 43, the park cam 44, and the base 49 overlap with the vertical position of the input gear 32. Further, the park gear 42, the park pole 43, the park cam 44, and the base portion 49 are disposed below the intermediate gear 35. Further, the park pole 43, the park cam 44, and the base 49 are arranged in front of the vehicle with respect to the park gear 42 and the input gear 32, or arranged in the rear of the vehicle as a modification (not shown) so that the vehicle longitudinal direction positions do not overlap each other. Is done.

  As shown in FIG. 2, the axial positions of the park gear 42, the park pole 43, and the park cam 44 overlap with the axial position of the intermediate gear 35. Specifically, the axial direction dimensions of the park gear 42, the park pole 43, and the park cam 44 are smaller than the tooth width of the intermediate gear 35 and fall within the tooth width dimension of the intermediate gear 35.

  The remaining parts group excluding the park gear 42 in the park lock mechanism 41 of the present embodiment is supported by a common base 49, and these are collectively referred to as a base unit 41 '. When the in-wheel motor drive device 10 is assembled at the factory, the base unit 41 ′ on the base 49 side may be assembled to the in-wheel motor drive device 10 separately from the assembly on the main body side of the in-wheel motor drive device 10. A park pole 43, a park cam 44, a pivot 45, a pivot shaft 46, a separation member 50, and a biasing member 63 are attached to the inner surface of the base portion 49. An arm portion 46 r is attached to the outer surface of the base portion 49. Then, as shown in FIG. 1A, the unitized base unit 41 ′ may be fitted into the opening 38 p of the main body casing 38 and screwed with the connecting element 51 (FIG. 2) from the outside of the main body casing 38. As shown in FIG. 1A, the base 49 has a shape corresponding to the opening 38p. Specifically, the base 49 is formed larger than the opening 38p, and the central region excluding the edge from the base 49 has the same shape as the opening 38p. The base unit 41 ′ can be separated from the main body casing 38 by loosening the connecting element 51 that fixes the edge of the base 49 to the main body casing 38. Parts of the park lock mechanism 41 indicated by reference numerals 43 to 46 and 52 are attached to the base 49 so as to be within the range of the opening 38p.

  Next, the overall operation including the park lock mechanism 41, the park lock operating section 47, and the long linear connecting means 48 will be described.

  When the rotation of the wheel is disabled, the park lock operating part 47 winds up the inner wire 48w and pushes up the arm part 46r as shown in FIG. 1B. Then, the park cam 44 rotates in the clockwise direction, and the cam portion 44 a presses the back surface 43 d of the park pole 43. As a result, the park pole 43 swings in the direction approaching the park gear 42 to be in the locked position, and the convex portion 43a of the park pole 43 is fitted into and engaged with the concave portion 42a of the park gear 42. Thus, the locked state of the wheel is completed.

  When allowing the rotation of the wheel, the park lock actuating portion 47 unwinds the inner wire 48w and pushes down the arm portion 46r as shown in FIG. 1A. Then, the park cam 44 rotates counterclockwise, and the cam portion 44a moves away from the park pole 43. The park pole 43 is swung in the direction away from the park gear 42 by the separating member 50 and is set to the unlocked position. Thus, the convex portion 43a of the park pole 43 retracts from the concave portion 42a of the park gear 42, and the wheel is allowed to rotate.

  Thus, the connecting means 48 is a linear member that mechanically transmits power such as pushing and pulling. The connecting means 48 may be a single member or an assembly member in which a plurality of members are connected in series.

  By the way, the park lock structure of this embodiment is a structure which is provided in the in-wheel motor drive device 10 which drives a wheel, and makes rotation of a wheel impossible, Comprising: The main body casing 38 which makes the outline of the in-wheel motor drive device 10 of A park gear 42 that is provided inside and rotates together with the wheels, a lock position (FIG. 1B) that is provided inside the main body casing 38 and engages with the park gear 42, and a lock release position (FIG. 1A) that is separated from the park gear 42 are selected. A park pole 43 provided inside the main body casing 38 to operate the park pole 43, and a park cam 44 provided inside the main body casing 38 so as to penetrate the through hole 49h. The rotating shaft 46 that is linked and the outer end arm portion 46r projects to the outside of the main body casing 38, and the book A connecting means 48 extending along the outer wall surface of the casing 38 and having one end connected to the arm portion 46r of the rotating shaft 46, and connected to the other end of the connecting means 48 provided on the main body casing 38, is rotated via the connecting means 48. And a park lock operating section 47 for operating the moving shaft 46. Accordingly, the park lock operating portion 47 and the rotation shaft 46 as the link member are provided in the main body casing 38 of the in-wheel motor drive device 10 and do not move relative to each other. Therefore, even if a flexible wire (inner wire 48w) is used as the connecting means 48, the sag of the wire can be prevented. Moreover, even if the in-wheel motor drive device 10 steers, the inner wire 48w does not sag. Therefore, the conventional pulley for adjusting the tension of the inner wire and the structure for adjusting the position of the pulley become unnecessary, and the mountability of the park lock mechanism 41 to the vehicle is improved.

  Further, according to the present embodiment, since the park lock operating portion 47 and the rotation shaft 46 as the link member are separately disposed separately, a large space for receiving both the park lock mechanism 41 and the park lock operating portion 47 is provided. Need not be secured. And in the in-wheel motor drive device 10, the freedom degree of arrangement layout of the park lock mechanism 41 and the freedom degree of arrangement layout of the park lock operation part 47 are improved. Accordingly, it is possible to avoid interference between the park lock operating section 47 and the wheels and interference between the park lock operating section 47 and other components. The same applies to the park lock mechanism 41.

  Further, the main body casing 38 of the present embodiment is disposed in a circular inner space defined by the rim of the wheel, and defines a clearance opened in the radial direction between the rim and the park lock operating portion 47. Arranged adjacent to this clearance, the rotation shaft 46 is disposed at a position away from the park lock operating portion 47 in the circumferential direction with respect to the axis O. Thereby, the rotating shaft 46 and the park lock operating part 47 are separately arranged on the outer periphery of the in-wheel motor drive device 10 such as the front part and the rear part of the in-wheel motor drive apparatus 10. Therefore, compared with the case where the rotation shaft 46 and the park lock operation unit 47 are collectively arranged on the outer periphery of the in-wheel motor drive device 10, the diameter of the in-wheel motor drive device 10 is reduced so that a narrow inner space of the wheel can be obtained. Can be accommodated.

  Further, as shown in FIG. 1A, the main body casing 38 of the present embodiment has a contour shape including a recess 38r that is recessed toward the axis O in a cross section perpendicular to the axis O, and the park lock operating portion 47 is disposed in the recess 38r. The As a result, in the in-wheel motor driving device 10 having a complicated contour shape, the park lock operating portion 47 can be disposed in the recess 38r of the main body casing 38, and the overall diameter of the in-wheel motor driving device 10 can be reduced. it can.

  Further, according to the main body casing 38 of the present embodiment, the groove 38k for receiving the connecting means 48 is formed on the outer wall surface of the arc wall 38c. As a result, the connecting means 48 can be stabilized so as not to move undesirably.

  According to the present embodiment, the pressing member 55 that holds the connecting means 48 in the groove 38k is provided on the outer wall surface of the arc wall 38c. Accordingly, the connecting means 48 can be held so as not to be detached from the groove 38k.

  Further, according to the present embodiment, the guide members 56 and 57 for supporting the connecting means 48 separately from the outer wall surface are provided on the outer wall surface of the recess 38d and the outer wall surface of the front wall 38j, respectively. As a result, the connecting means 48 can be stably held in the recess 38d and the front wall 38j that are not provided with grooves.

  Next, a second embodiment of the present invention will be described. 7A and 7B are longitudinal sectional views showing a second embodiment of the present invention. FIG. 7A shows the unlocked state, and FIG. 7B shows the locked state. 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 second embodiment, one end of the inner wire 48w protruding from the outer tube 48t is replaced with a rod 60.

  The rod 60 extends in the vertical direction, and a pivot 53 is rotatably provided at one lower end, and a pivot 62 is rotatably provided at the other upper end. The rod 60 is connected to the tip of the arm portion 46r and one end of the inner wire 48w through pivots 53 and 62 at both ends so as to be relatively movable. The rod 60 is made of a material that does not elastically deform, such as metal. The rod 60 extends straight and is disposed along a substantially flat front wall 38j.

  According to the second embodiment, the connecting means 48 includes the inner wire 48w and the hard rod 60 that is not elastically deformed, and one end of the inner wire 48w and the other end of the rod 60 are connected and elongated. The second embodiment is a modification of the first embodiment, and only a part of the connecting means 48 is different, and other structures are common.

  The present invention is not limited to an in-wheel motor drive device, and may be applied to a motor-on-board type vehicle drive device.

  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 park lock structure according to the present invention is advantageously used in electric vehicles and hybrid vehicles.

10 In-wheel motor drive device (vehicle motor drive device),
11 wheel hub bearing part, 21 motor part (drive source),
25 motor casing, 25v motor casing cover,
31 reduction part, 33 1st intermediate gear, 38 body casing,
38b rear part, 38c, 38e arc wall,
38d, 38r recess, 38f front part,
38k groove, 39 oil reservoir, 41 park lock mechanism,
41 'base unit, 42 park gear, 42a recess,
43 Park pole (lock member), 43a convex part, 43d back surface,
44 park cam (operation member), 44a cam part,
46 rotation shaft (link member), 46f flange, 46r arm part,
47 Park Lock Actuator, 47p Pulley,
48 connection means, 48t outer tube,
48w inner wire (wire), 49 base,
50 separating member, 52 supporting member, 55 holding member,
56, 57 guide member, 59 clamp member,
60 Rod, M, N, O, P axis.

Claims (7)

A drive source for driving the wheels;
An output shaft for outputting rotation of the drive source to the wheel;
A park gear that is provided in a drive transmission path from the drive source to the output shaft and rotates with the wheel;
A lock member that is provided inside a casing that houses the drive transmission path and the park gear, and that is selectively set to a lock position that engages with the park gear and a lock release position that separates from the park gear;
An operating member provided inside the casing for operating the locking member;
A link member provided so as to penetrate a through-hole formed in the casing, an inner end linked to the operation member inside the casing, and an outer end protruding to the outside of the casing;
A connecting means extending along an outer wall surface of the casing and having one end connected to the outer end of the link member;
A vehicle drive device comprising: a parking lock operating portion provided on the casing, connected to the other end of the connecting means, and operating the link member via the connecting means. The casing is disposed in a circular inner space defined by a wheel rim of the wheel to define a radial clearance with the rim;
The parking lock actuating part is disposed adjacent to the clearance;
2. The vehicle drive device according to claim 1, wherein the link member is disposed at a position away from the park lock operation unit in a circumferential direction with respect to an axis of the wheel.   3. The casing according to claim 2, wherein the casing has a contour shape including a recessed portion that is recessed toward the axle in a cross section perpendicular to the axle, and at least one of the park lock operating portion and the link member is disposed in the recessed portion. Vehicle drive system.   The vehicle drive device according to claim 3, wherein a groove for receiving the connecting means is formed on an outer wall surface of the casing.   The vehicle drive device according to claim 4, wherein a pressing member that holds the connecting means in the groove is provided on an outer wall surface of the casing.   The vehicle drive device according to any one of claims 1 to 5, wherein a guide member is provided on an outer wall surface of the casing so as to support the connecting means apart from the outer wall surface. The drive source is a motor;
A hub wheel having a coupling portion for coupling to the wheel and coupled to the output shaft, a fixed wheel coaxially disposed on an inner diameter side or an outer diameter side of the hub wheel, and an annular shape of the hub wheel and the fixed wheel The vehicle drive device according to any one of claims 1 to 6, further comprising a wheel hub bearing portion having a plurality of rolling elements interposed in the gap.

Images