JP5848105B2 - Conductive path of electric vehicle - Google Patents

Description

  The present invention relates to a conductive path of an electric vehicle that electrically connects an in-wheel motor drive device and an inverter device.

  In an electric vehicle, there is a power line for at least three phases in a conductive path of the electric vehicle that connects an in-wheel motor drive device arranged under a so-called spring and an inverter device mounted on the vehicle body. There are sensor cables for angle sensors that detect the rotation angle of a motor, and sensor cables that detect the state of an in-wheel motor drive device. These power lines and sensor cables were in a free state without being locked between the in-wheel motor drive device and the inverter device so as to follow the behavior of the suspension (Patent Documents 1 and 2).

In addition, the present applicant has disclosed the handling of the cable of the load sensor in the in-wheel motor driving device (Japanese Patent Application No. 2010-220793).
Patent Document 1 discloses a power line connecting means between a motor disposed on a wheel and an inverter. Patent Document 2 discloses a configuration in which a cable integrated product in which a power line and a sensor cable are integrated is covered with a resin member.

JP 2004-171952 A JP 2011-150991 A

  When the motor cable is fixed and supported only at both ends between the in-wheel motor drive device and the inverter device, the motor cable's own weight lowers the central portion of the motor cable, and in the bent portion, in-wheel due to vehicle road vibration Due to the vertical vibrations of the motor drive device, the shield part of the motor cable may be worn, and the shield wire may be defective.

  An object of the present invention is to provide a conductive path of an electric vehicle that can suppress the bending of the cable and prevent the problem of the cable even when there is vertical vibration of the motor arranged on the wheel.

The conductive path of the electric vehicle according to the present invention includes an in-wheel motor having a motor for driving wheels, a speed reducer for reducing the rotation of the motor, and a wheel bearing rotated by an output member coaxial with the input shaft of the speed reducer. A drive device, a power circuit unit including an inverter that converts DC power of a battery mounted on a vehicle into AC power used for driving the motor, and an inverter device having a motor control unit that controls the power circuit unit. In an electric vehicle in which the inverter device is attached to a vehicle body and the in-wheel motor drive device is supported on the vehicle body via a suspension, the inverter device includes a power cable that connects the motor and the inverter, A sensor for detecting the state of the driving device is provided, and the motor control is performed from this sensor. Includes a sensor cable which extends to, the vehicle body or the suspension, a locking member for locking the longitudinal direction of a part of the power cable and the sensor cable is set vignetting,
Resin members are provided to cover the power cable and the sensor cable,
The resin member, the power cable and of the sensor cable, and wherein the this covering a portion other than the portion that is engaged with the locking member.

In this specification, the power cable and the sensor cable may be simply referred to as “cable”.
According to this configuration, since the vehicle body or the suspension is provided with the locking member that locks a part of the longitudinal direction of the power cable and the sensor cable, even if there is vertical vibration of the motor that drives the wheels by road surface vibration of the vehicle, The bending of the cable can be kept small by the locking member. Thereby, it can suppress that the shield wire of a power cable or a sensor cable is damaged by the bending fatigue by bending operation. Since the locking member locks a part in the longitudinal direction of the cable, the entire cable can follow the behavior of the suspension.

The power cable and the sensor cable, the resin member covering each eclipsed set. In this case, for example, it is possible to prevent foreign matter or the like jumped from the road surface or the like when the vehicle travels from directly hitting the power cable and the sensor cable, thereby protecting the cable.
The resin member may be a corrugated tube. Since the corrugated tube has flexibility, even if the cable is bent, the corrugated tube can follow the cable and bend, and the corrugated tube itself can be protected without being cracked or chipped. Moreover, when applying the corrugated tube in which the slit was formed in a part of the circumferential direction, the said corrugated tube can be easily provided in a cable by extending the said slit temporarily.

For reference Proposed Example, before Kigakaritome member includes a resin member may be one of the power cable and the sensor cable is covered with the resin member are both engaged locks. In this case, the exposed portion of the cable can be reduced, and the effect of protecting the cable can be enhanced.
The resin member covers a portion of the power cable and sensor cable other than the portion locked by the locking member . In this case, after the cable is locked by the locking member, portions other than the portion locked by the locking member of the cable can be easily covered with the resin member. For example, when the resin member has deteriorated over time, only the resin member can be easily replaced while the cable is locked by the locking member.

  The locking member may be composed of a plurality of members. According to this configuration, after the inverter device and the in-wheel motor drive device are provided on the vehicle body, a part of the cable in the longitudinal direction can be easily locked by the locking member composed of a plurality of members. In this case, it is possible to increase the assembly work efficiency as compared with the case where the inverter device and the in-wheel motor drive device are provided on the vehicle body with the cable locked in advance.

  The locking member may include a cushioning material that absorbs an impact acting on the cable to be locked. In this case, even if the cable is bent due to the vertical vibration of the motor, the shock acting on the cable can be absorbed by the cushioning material. This makes it possible to extend the life of the cable.

Wherein between the in-wheel motor drive device and the inverter device, a locking member for locking said kinematic force cable and the sensor cable may be eclipsed set at two or more locations. In this case, it is possible to locally suppress the bending of the cable between the adjacent locking members.
Wherein the sensor, load sensor for detecting a load of the vehicle both, the Lee down wheel oil amount detection sensor detects the amount of lubricating oil in the motor driving apparatus, and a temperature sensor for detecting the temperature of the motor coil of the motor It may include at least one of them. By suppressing the bending of the cable of these sensors with a locking member, it is possible to prevent the shield wire from being broken.

Extraction of the dynamic force cable that put the inverter, the M o than lead portion of the dynamic force cable that put the data, may be kicked set at a higher position in the height direction of the vehicle. For example, the lubricant stored in the in-wheel motor drive device can be prevented from undesirably leaking from the power cable lead-out portion in the motor to the power cable take-out portion in the inverter through this power cable.

The conductive path of the electric vehicle according to the present invention includes an in-wheel motor having a motor for driving wheels, a speed reducer for reducing the rotation of the motor, and a wheel bearing rotated by an output member coaxial with the input shaft of the speed reducer. A drive device, a power circuit unit including an inverter that converts DC power of a battery mounted on a vehicle into AC power used for driving the motor, and an inverter device having a motor control unit that controls the power circuit unit. In an electric vehicle in which the inverter device is attached to a vehicle body and the in-wheel motor drive device is supported on the vehicle body via a suspension, the inverter device includes a power cable that connects the motor and the inverter, A sensor for detecting the state of the driving device is provided, and the motor control is performed from this sensor. It includes a sensor cable which extends to, the vehicle body or a suspension, wherein the locking member for locking the longitudinal part of the power cable and the sensor cable is set vignetting, the power cable and the sensor cable, the resin member covering each provided, the resin member, of the power cable and the sensor cable, order to cover a portion other than the portion that is engaged with the locking member, even if the vertical vibration of the motor arranged on the wheel, the cable Bending can be suppressed to a small extent to prevent problems with the cable.

It is a figure which shows the principal part of the electrically conductive path of the electric vehicle which concerns on 1st Embodiment of this invention. It is sectional drawing of the in-wheel motor drive device of the same electric vehicle. It is an enlarged view of the principal part which expands and shows the conductive path etc. of the electric vehicle of FIG. (A) is a front view of the locking member of the conductive path, and (B) is a side view of the locking member. It is a block diagram of the conceptual composition which shows the electric vehicle with a top view. It is a block diagram of a control system of the electric vehicle. (A) is a front view of the locking member of the conductive path of the electric vehicle which concerns on other embodiment of this invention, (B) is a side view of the locking member. It is a figure which shows the example of the electrically conductive path of the electric vehicle of a reference proposal example . It is a figure which shows the example of the electrically conductive path of the electric vehicle of other embodiment of this invention.

A first embodiment of the present invention will be described with reference to FIGS.
The conductive path according to this embodiment is provided in an electric vehicle. As shown in FIG. 1, the electric vehicle includes an in-wheel motor drive device 58 and an inverter device 72. An inverter device 72 is attached to the vehicle body 51 of the vehicle, and an in-wheel motor drive device 58 is supported on the vehicle body 51 via the suspension 8.
As shown in FIG. 2, the in-wheel motor drive device 58 includes a motor 1 that drives a wheel 52 (FIG. 1), a speed reducer 2 that decelerates the rotation of the motor 1, and an input shaft 3 of the speed reducer 2. A wheel bearing 5 rotated by a coaxial output member 4 and a lubricating oil supply mechanism 40 are provided. The reduction gear 2 is interposed between the wheel bearing 5 and the motor 1, and the hub of the wheel 52, which is a driving wheel supported by the wheel bearing 5, and the motor rotating shaft 6 of the motor 1 are connected coaxially. It is. As shown in FIG. 1, an upper arm 8 a and a lower arm 8 b of a suspension 8 are connected to a speed reducer housing 7 that houses the speed reducer 2. In this specification, the side closer to the outside in the vehicle width direction of the vehicle with the in-wheel motor drive device 58 supported by the vehicle is referred to as the outboard side, and the side closer to the center of the vehicle is referred to as the inboard side. Call.

  As shown in FIG. 2, the motor 1 includes a radial gap type IPM motor in which a radial gap is provided between a motor stator 10 fixed to a cylindrical motor housing 9 and a motor rotor 11 attached to the motor rotating shaft 6. That is, an embedded magnet type coaxial motor). The motor housing 9 is provided with bearings 12 and 13 spaced apart in the axial direction, and the motor rotating shaft 6 is rotatably supported by the bearings 12 and 13. The motor rotating shaft 6 transmits the driving force of the motor 1 to the speed reducer 2. A flange portion 6a extending radially outward is provided in the vicinity of the middle portion of the motor rotating shaft 6 in the axial direction, and the motor rotor 11 is attached to the flange portion 6a via a rotor fixing member 14.

  The motor 1 is provided with an angle sensor 15 that detects a relative rotation angle between the motor stator 10 and the motor rotor 11. The angle sensor 15 detects and outputs a signal representing a relative rotation angle between the motor stator 10 and the motor rotor 11, and an angle calculation circuit 17 that calculates an angle from a signal output from the angle sensor body 16. And have. The angle sensor main body 16 includes, for example, a detected portion 16a provided on the outer peripheral surface of the motor rotating shaft 6, and a detecting portion 16b provided in the motor housing 9 and disposed close to the detected portion 16a, for example, in the radial direction. And have. The detected portion 16a and the detecting portion 16b may be arranged close to each other in the axial direction. The angle sensor 15 may be a resolver.

  The in-wheel motor driving device 58 is provided with an oil amount detection sensor So that detects the amount of lubricating oil in the in-wheel motor driving device. In this example, an oil amount detection sensor So for detecting the amount of lubricating oil used for lubricating the speed reducer 2 and cooling the motor 1 is provided in the motor housing 9. The oil amount detection sensor So includes, for example, a magnetic, optical, electrode, or ultrasonic liquid level sensor used for liquid level control. In this case, determination means for determining whether or not the value detected by the oil amount detection sensor So is below the lower limit value of the liquid level is provided in the motor control unit described later. The “determined liquid level height” is determined, for example, to such an extent that the motor 1 is applied to the motor rotor 11 when the motor 1 is stopped, specifically, to an extent that the outer peripheral surface of the motor rotor 11 is immersed in the lubricating oil. In place of the configuration in which the oil amount detection sensor So is provided in the motor housing 9, the oil amount detection sensor So may be provided in a lubricating oil reservoir provided in a lower portion of the reduction gear housing 7 to be described later.

  The motor coil 10a of the motor 1 is provided with a temperature detection sensor Sa that detects the temperature of the motor coil 10a. For example, a thermistor is used as the temperature detection sensor Sa. The temperature of the motor coil 10a can be detected by fixing the thermistor to the motor coil 10a. For example, a plurality of threshold values are set for the temperature detected by the temperature detection sensor Sa. Each threshold value is appropriately determined based on the relationship between the temperature and time of the motor coil 10a that causes deterioration of the insulation performance of the motor coil 10a, for example, through experiments and simulations. Whether or not insulation has occurred in the motor coil 10a can be determined by comparing the motor current value with respect to the motor applied voltage applied to the motor 1 with a reference value in which insulation has not occurred. The motor applied voltage is obtained by a voltage sensor (not shown) provided at a later stage of a current sensor 85 (FIG. 6) described later, and the motor current value is obtained by the current sensor 85.

  The motor control unit 79 is provided with motor current limiting means Mca (FIG. 6), and the motor current limiting means Mca is set with current limiting conditions for each temperature region divided by each threshold value. Specifically, when the detected temperature of the motor coil 10a is relatively low, the current limiting condition is relaxed, and the current limiting condition is more strongly regulated as the detected temperature becomes higher. In this manner, by finely limiting the current value of the motor 1 according to the temperature of the motor coil 10a, it is possible to prevent the insulation performance of the motor coil 10a from deteriorating.

  As shown in FIG. 1, terminal boxes 18A and 18B are provided on the side surface and inboard side end surface of the motor housing 9, and a plurality of terminals are provided in the terminal boxes 18A and 18B, respectively. As shown in FIG. 3, at one end portion on the inboard side of the terminal box 18A on the side surface of the housing, a lead portion 21a of a power cable 20a for supplying electric power for rotationally driving the motor 1 is provided. In the motor housing, the wiring of each phase (U, V, W) in the motor 1 is connected to each corresponding terminal in the terminal box 18A. A power cable 20a is connected to each of these terminals. These power cables 20a are drawn out of the motor from the lead-out portion 21a of the terminal box 18A and are connected to the inverter 81 in the inverter device 72. The take-out portion 21b of the power cable 20a in the inverter 81 is provided at a position higher in the vehicle height direction than the lead-out portion 21a of the terminal box 18A. The inverter 81 converts a direct current of a battery 69 (FIG. 5) mounted on a vehicle into three-phase alternating current power used for driving the motor 1.

  As shown in FIG. 2, in the motor housing 9, wires extending from the detection unit 16 b in the angle sensor main body 16 are connected to corresponding terminals in the terminal box 18 </ b> B. In the motor housing 9, wires extending from the oil amount detection sensor So and the temperature detection sensor Sa are respectively connected to corresponding terminals in the terminal box 18B. A sensor cable 20b is connected to each terminal. The sensor cable 20b is drawn out of the motor from the lead-out portion 21a of the terminal box 18B and is connected to the motor control portion 79.

  The input shaft 3 of the speed reducer 2 has one axial end extending into the motor rotation shaft 6 and is splined to the motor rotation shaft 6. A bearing 23 is provided in the speed reducer housing 7, and the other axial end of the input shaft 3 is supported by the bearing 23. Therefore, the input shaft 3 and the motor rotating shaft 6 of the speed reducer 2 are supported by the bearings 12, 13, and 23 so as to be rotatable together. Eccentric portions 24 and 25 are provided on the outer peripheral surface of the reduction gear housing 7 near the other axial end of the input shaft 3. These eccentric portions 24 and 25 are provided with a 180 ° phase shift so that the centrifugal force due to the eccentric motion is canceled out from each other.

  The speed reducer 2 may have a reduction ratio of 1/6 or more. The speed reducer 2 is a cycloid speed reducer having curved plates 26 and 27, a plurality of outer pins 28, a motion conversion mechanism 29, and counterweights 30 and 30. The curved plates 26 and 27 are rotatably provided on the eccentric portions 24 and 25, respectively. A plurality of outer pins 28 are supported across the motor housing 9 and the speed reducer housing 7, and these outer pins 28 are in rolling contact with the outer peripheries of the curved plates 26 and 27. The motion conversion mechanism 29 is a mechanism for transmitting the rotational motion of the curved plates 26 and 27 to the output member 4. The motion conversion mechanism 29 includes a plurality of inner pins 31 provided in the output member 4 and through holes 32 provided in the curved plates 26 and 27. The inner pins 31 are arranged at equal intervals in the circumferential direction around the rotation axis of the output member 4. As shown in FIG. 2, counterweights 30 and 30 are provided at axial positions adjacent to the eccentric portions 24 and 25 in the input shaft 3 of the speed reducer 2, respectively.

  The wheel bearing 5 includes an outer member 33 having a double-row raceway surface formed on the inner periphery, an inner member 34 having a raceway surface facing the respective raceway surfaces on the outer periphery, the outer member 33 and the inner member. And the double row rolling elements 35 interposed between the raceway surfaces of the side members 34. The inner member 34 also serves as a hub for mounting the drive wheel. The wheel bearing 5 is a double-row angular ball bearing, and the rolling elements 35 are formed of balls and are held by a cage for each row. The raceway surface has an arc shape in cross section, and each raceway surface is formed such that the contact angle is aligned with the back surface. Further, the outboard side end and the inboard side end of the bearing space between the outer member 33 and the inner member 34 are sealed by seal members 36 and 37, respectively.

  The outer member 33 serves as a stationary side race, and has a flange 33 a that is attached to the end of the reducer housing 7 on the outboard side. The flange 33a is provided with bolt insertion holes at a plurality of locations in the circumferential direction, and the speed reducer housing 7 is provided with bolt screw holes made of female screws at positions corresponding to the bolt insertion holes. The outer member 33 is attached to the speed reducer housing 7 by screwing the mounting bolt inserted through the bolt insertion hole into the bolt screwing hole.

  The inner member 34 has a stepped portion formed on the outer peripheral surface on the inboard side in the hollow portion through which the output member 4 is inserted, and an inner ring 38 is fitted and fixed to the stepped portion. A row of raceway surfaces is integrally formed on the outer peripheral surface of the inner member 34, and another row of raceway surfaces is formed on the outer peripheral surface of the inner ring 38. A hub flange 34 a for attaching a wheel is provided at the end of the inner member 34 on the outboard side. A spline hole is formed in the hollow portion of the inner member 34, and the output member 4 is spline fitted into the hollow portion. A male screw is formed at the distal end portion of the output member 4, and the output member 4 and the inner member 34 are connected by screwing a nut 39 to the distal end portion of the output member 4 protruding from the hollow portion.

  The lubricating oil supply mechanism 40 is an axial oil supply mechanism that supplies lubricating oil used for both the lubrication of the speed reducer 2 and the cooling of the motor 1, and includes a lubricating oil passage 41, a motor rotating shaft oil passage 42, It has a reduction gear oil passage 43, a pump 44, and a lubricating oil reservoir 45 for storing lubricating oil. The lubricating oil passage 41 is provided in the motor housing 9. The lubricating oil stored in the lubricating oil storage part 45 is sucked up by the pump 44 and guided to the lubricating oil passage 41 and the speed reducer oil passage 43.

  The motor rotation shaft oil passage 42 is provided along the shaft center in the motor rotation shaft 6. In the motor rotating shaft 6, a plurality of through holes 6b penetrating in the radial direction are provided at axial positions where the rotor fixing member 14 is provided. The rotor fixing member 14 is provided with an oil passage 14a that communicates with the plurality of through holes 6b and extends radially outward. The oil passage 14 a communicates with an annular gap δ 1 between the rotor fixing member 14 and the inner peripheral surface of the motor rotor 11. The lubricating oil is sequentially led to the annular gap δ1 via the lubricating oil passage 41, the motor rotation shaft oil passage 42, the through hole 6b, and the oil passage 14a, and is used for cooling the motor 1. The lubricating oil used for cooling is discharged from the slit between the flange 14b of the rotor fixing member 14 and the end surface of the motor rotor 11, moved downward by centrifugal force and gravity, and stored in the lubricating oil reservoir 45. The

The speed reducer oil passage 43 is provided in the speed reducer 2 and communicates with the lubricating oil flow path 41 and the lubricating oil reservoir 45 to supply the lubricating oil to the speed reducer 2. The lubricating oil that lubricates the inside of the speed reducer moves radially outward and downward due to centrifugal force and gravity, and is returned to the lubricating oil reservoir 45.
The pump 44 is provided in the middle of the lubricating oil channel 41 and forcibly circulates the lubricating oil. The pump 44 has, for example, an inner rotor (not shown) that rotates by the rotation of the output member 4, an outer rotor that rotates following the rotation of the inner rotor, a pump chamber, a suction port, and a discharge port. It is a cycloid pump. When the inner rotor is rotated by the rotation of the inner member 34, the outer rotor is driven to rotate. At this time, the inner rotor and the outer rotor rotate about different rotation centers, so that the volume of the pump chamber changes continuously. As a result, the lubricating oil flowing from the suction port is pumped from the discharge port to the lubricating oil passage 41.

  The lubricating oil reservoir 45 includes a speed reducer side reservoir 45a and a motor side reservoir 45b. The reduction gear side storage portion 45 a is provided in the lower portion of the reduction gear housing 7, and the motor side storage portion 45 b is provided in the lower portion of the motor housing 9. A through hole 46 is formed in the lower portion of the motor housing 9 to communicate the speed reducer side reservoir 45a and the motor side reservoir 45b. With this through hole 46, the oil level height of the lubricating oil stored in the speed reducer side storage portion 45a and the oil level height of the lubricating oil stored in the motor side storage portion 45b are the same.

  FIG. 3 is an enlarged view of a main part showing the conductive path and the like of the electric vehicle of FIG. 1 in an enlarged manner. 4A is a front view of the locking member 22 of the conductive path, and FIG. 4B is a side view of the locking member 22. As shown in FIG. 3, the vehicle body 51 and the suspension 8 are provided with a locking member 22 that locks a part of the power cable 20a and the sensor cable 20b in the longitudinal direction. A plurality of (in this example, two for each in-wheel motor drive device 58) are locked at a lower portion of the vehicle body 51 in the vicinity of where the inverter 81 is mounted at a predetermined interval along the vehicle width direction. The member 22 is installed, and the locking member 22 is installed on the arm portion 8 c of the suspension 8. The arm portion 8c is a plate-like member that protrudes downward from the lower portion of the vehicle body 51 in the height direction of the vehicle, and the lower arm 8b can swing freely via a link member 8d at the lower end of the arm portion 8c. It is connected. The locking member 22 is connected to, for example, a longitudinal intermediate portion of the arm portion 8c via a bolt or the like not shown.

  As shown in FIG. 4A, the locking member 22 includes a plurality of members. The locking member 22 is connected to the vehicle body 51 or the suspension 8, and is fixed to the locking member main body 22a to form the insertion holes ha of the cables 20a and 20b together with the locking member main body 22a. And a cover member 22b. As shown in FIG. 4B, the locking member main body 22a is formed in, for example, a substantially rectangular plate shape. As shown in FIG. 4A, semi-circular arc-shaped portions haa forming half of the circumferential direction of each insertion hole ha are formed at predetermined intervals on one end edge of the locking member main body 22a. A semicircular arc-shaped portion hab that forms the remaining half of the circumferential direction of each insertion hole ha is formed at predetermined intervals on one end edge of the cover member 22b facing the one end edge of the locking member main body 22a. Yes. The cover member 22b is fixed to the locking member main body 22a via, for example, a bolt (not shown). In the fixed state of the cover member 22b, the locking member 22 is formed by combining a pair of semicircular arc-shaped portions haa and hab to form insertion holes ha for the cables 20a and 20b. Extending portions 22aa and 22aa extending on both sides in the longitudinal direction are provided at the other end edge portion of the locking member main body 22a, and for example, bolt insertion holes are provided in the extending portions 22aa and 22aa, respectively. The locking member main body 22a is connected to the vehicle body 51 or the suspension 8 by a bolt inserted into each bolt insertion hole.

  As shown in FIG. 3, the resin member Tb which covers the power cable 20a and the sensor cable 20b, respectively, is provided. The resin member Tb is, for example, a corrugated tube having a flexible hollow cylindrical shape and having a slit SL formed in a part of the circumferential direction. In this case, the resin member Tb can be easily attached to and detached from the cables 20a and 20b by temporarily expanding the slit SL to increase the diameter of the hollow hole of the resin member Tb.

  The resin member Tb covers the power cable 20a and the sensor cable 20b other than the portion locked by the locking member 22. That is, the resin member Tb includes a plurality of resin members Tb provided along the longitudinal direction of the cables 20a and 20b, and one resin member Tb is provided on the suspension 8 from the lead-out portion 21a of the terminal boxes 18A and 18B. The locking member 22 extends to the vicinity of the lower surface of the insertion hole ha. Another resin member Tb adjacent to the resin member Tb is located on the outboard side surface of the insertion hole ha in the locking member 22 on the outboard side provided in the vehicle body 51 from the vicinity of the upper surface of the insertion hole ha in the locking member 22. Extends to the vicinity. Another resin member Tb adjacent to the resin member Tb is inserted into the locking member 22 on the inboard side provided in the vehicle body 51 from the vicinity of the side surface on the inboard side of the insertion hole ha in the locking member 22 on the outboard side. The hole ha extends to the vicinity of the side surface on the outboard side. Since each of the plurality of resin members 22 is formed with the slit SL described above, the resin member Tb is attached to the cables 20a and 20b by temporarily expanding the slit SL and expanding the hollow hole of the resin member Tn. Removable at each location.

  FIG. 5 is a block diagram of a conceptual configuration showing the electric vehicle according to the embodiment in a plan view. This electric vehicle is a four-wheeled vehicle in which the wheels 52 that are the left and right rear wheels of the vehicle body 51 are driving wheels, and the wheels 53 that are the left and right front wheels are steering wheels of driven wheels. Each of the wheels 52 and 53 serving as the driving wheel and the driven wheel has a tire and is supported by the vehicle body 51 via the wheel bearing 5. In FIG. 5, the wheel bearing 5 is abbreviated as “H / B” as a hub bearing. The left and right wheels 52, 52 serving as driving wheels are driven by independent traveling motors 1, 1, respectively. The rotation of the motor 1 is transmitted to the wheel 52 via the speed reducer 2 and the wheel bearing 5. The motor 1, the speed reducer 2, and the wheel bearing 5 constitute an in-wheel motor drive device 58 that is one assembly part, and the in-wheel motor drive device 58 is partially or entirely inside the wheel 52. Placed in. The wheels 52 and 53 are provided with electric brakes 59 and 60, respectively.

  The wheels 53, 53, which are steering wheels serving as left and right front wheels, can be steered via a steering mechanism 61 and are steered by a steering mechanism 62. The steering mechanism 61 is a mechanism that changes the angle of the left and right knuckle arms 11b that hold the wheel bearings 5 by moving the tie rod 61a left and right. The EPS (electric power steering) motor 63 converts rotation and linear motion. It can be moved left and right via a mechanism (not shown). The steering mechanism 62 detects a steering angle of a steering wheel 64 that is not mechanically connected to the tie rod 61a by a steering angle sensor 65, and supplies a drive command to the EPS motor 63 by a turning command that is the detected steering angle. It is an expression.

The control system will be described.
The vehicle body 51 includes an ECU 71 that is an electric control unit that controls the entire automobile, an inverter device 72 that controls the traveling motor 1 in accordance with a command from the ECU 71, and a brake controller 73. The ECU 71 includes a computer, a program executed on the computer, various electronic circuits, and the like.

  The ECU 71 is roughly divided into a drive control unit 71a and a general control unit 71b when classified roughly by function. The drive control unit 71a gives the left and right wheel travel motors 1 and 1 the acceleration command output from the accelerator operation unit 66, the deceleration command output from the brake operation unit 67, and the turn command output from the steering angle sensor 65. The given acceleration / deceleration command is generated and output to the inverter device 72. In addition to the above, the drive control unit 71a outputs the acceleration / deceleration command to be output, information on the tire rotation speed obtained from the rotation sensor 74 provided on the wheel bearings 5 and 5 for the wheels 52 and 53, You may have the function to correct | amend using the information of each sensor. The accelerator operation unit 66 includes an accelerator pedal and a sensor 66a that detects the amount of depression and outputs the acceleration command. The brake operation unit 67 includes a brake pedal and a sensor 67a that detects the amount of depression and outputs the deceleration command.

  The general control unit 71b of the ECU 71 processes a function of outputting a deceleration command output from the brake operation unit 67 to the brake controller 73, a function of controlling various auxiliary machine systems 75, and an input command from the console operation panel 76. A function, a function of displaying on the display device 77, and the like. The display device 77 can display an image of a liquid crystal display device or the like. The auxiliary machine system 75 is, for example, an air conditioner, a light, a wiper, a GPS, an air bag, etc., and is shown here as a representative block.

  The brake controller 73 is means for giving a braking command to the brakes 59 and 60 of the wheels 52 and 53 in accordance with the deceleration command output from the ECU 71. The braking command output from the ECU 71 includes a command generated by means for improving the safety of the ECU 71 in addition to the command generated by the deceleration command output from the brake operation unit 67. In addition, the brake controller 73 includes an antilock brake system. The brake controller 73 is configured by an electronic circuit, a microcomputer, or the like.

The inverter device 72 is comprised of a power circuit part 78 provided for each motor 1, and Motakon trolls unit 79 for controlling the power circuit unit 78. Motakon trolls unit 79 be provided in common to each power circuit unit 78, it may be provided separately, even when provided in common, the power circuit unit 78 can be controlled independently, for example, so that the motor torques are different from each other. Motakon trolls unit 79 has a function of outputting the information of the detected values and the control values for the in-wheel motor drive device 58 or the like having this Motakon trolls unit 79 (referred to as "IWM system information") to the ECU.

  FIG. 6 is a block diagram of the control system of this electric vehicle. As shown in the figure, the power circuit unit 78 includes an inverter 81 that converts the DC power of the battery 69 into three-phase AC power that is used to drive the motor 1, and a PWM driver 82 that controls the inverter 81. The The motor 1 is composed of a three-phase synchronous motor or the like. The inverter 81 includes a plurality of semiconductor switching elements (not shown), and the PWM driver 82 performs pulse width modulation on the input current command and gives an on / off command to each of the semiconductor switching elements.

Motakon trolls unit 79 comprises a computer and a program executed thereto, and the electronic circuit, and a motor drive control unit 83 as a control unit serving as the basic. The motor drive control unit 83 is a unit that converts the current command into a current command in accordance with an acceleration / deceleration command by a torque command or the like given from the ECU 71 that is a host control unit, and gives the current command to the PWM driver 82 of the power circuit unit 78. The motor drive control unit 83 obtains a motor current value flowing from the inverter 81 to the motor 1 from the current sensor 85 and performs current feedback control. Further, the motor drive control unit 83 obtains the rotation angle of the motor rotor 11 (FIG. 2) from the angle sensor 15 and performs vector control.

In this embodiment, the determination means 47A and 47B are provided in the motor control unit 79 having the above configuration in the inverter device. The determination means 47A is a means for determining whether or not the value detected by the oil amount detection sensor is below the lower limit value of the liquid level. When the determination unit 47A determines that the detected value is lower than the lower limit value, the determination unit 47A outputs the abnormality value to the abnormality report unit 91.
The determination unit 47B is a unit that determines whether or not the temperature detected by the temperature detection sensor Sa exceeds a threshold value. The value detected by the temperature detection sensor Sa is amplified by the amplifier Ap in the motor control unit 79, and this amplified value is determined by the determination means 47B. When the determination unit 47B determines that the detected temperature exceeds the threshold value, the determination unit 47B outputs it to the abnormality report unit 91. The abnormality report means 91 reports an abnormality to the ECU 71, and the abnormality display means 92 of the ECU 71 displays an abnormality on the display device 77 in the driver's seat according to the abnormality report. Therefore, the driver can immediately recognize the abnormality, and can take appropriate measures more quickly by the driver, such as stopping or slowing down the vehicle or traveling to a repair shop.

The effect will be described.
According to the conductive path of this electric vehicle, since the locking member 22 that locks a part of the longitudinal direction of the power cable 20a and the sensor cable 20b is provided on the vehicle body 51 and the suspension 8, the wheels 52 are driven by the road surface vibration of the vehicle. Even when there is vertical vibration of the motor 1 to be bent, the bending of the cables 20a, 20b can be suppressed by the locking member 22. Thereby, it can suppress that the shield wire of power cable 20a or sensor cable 20b is damaged by bending fatigue by bending operation. Since the locking member 22 locks part of the cables 20a and 20b in the longitudinal direction, the entire cable can follow the behavior of the suspension 8.

Since the resin member Tb that covers each of the power cable 20a and the sensor cable 20b is provided, for example, a foreign matter jumped up from a road surface or the like when the vehicle travels can be prevented from directly hitting the power cable 20a and the sensor cable 20b. , 20b can be protected. Since the corrugated tube, which is the resin member Tb, has flexibility, even if the cables 20a and 20b are bent, the cable 20a and 20b bends following the cable and protects the cables 20a and 20b without causing cracks, chips, etc. in the corrugated tube itself. can do.
The resin member Tb covers the power cable 20a and the sensor cable 20b other than the portion locked by the locking member 22, so that the cables 20a and 20b are locked by the locking member 22 and then the cables 20a and 20b. The portion other than the portion locked by the locking member 22 can be easily covered with the resin member Tb. For example, when the resin member Tb has deteriorated over time, only the resin member Tb can be easily replaced while the cables 20a and 20b are locked by the locking member 22.

  Since the locking member 22 includes the locking member main body 22a and the cover member 22b, after the inverter device 72 and the in-wheel motor driving device 58 are provided in the vehicle body 51, a part of the cables 20a and 20b in the longitudinal direction is provided. It can be easily locked by being inserted into the insertion hole ha so as to be sandwiched between the locking member main body 21a and the cover member 22b. In this case, the assembly work efficiency can be improved as compared with the case where the inverter device 72 and the in-wheel motor drive device 58 are provided on the vehicle body 51 in a state where the cables 20a and 20b are locked in advance.

Another embodiment will be described.
In the following description, the same reference numerals are given to the portions corresponding to the matters described in the preceding forms in each embodiment, and the overlapping description is omitted. When only a part of the configuration is described, the other parts of the configuration are the same as those described in the preceding section.

  FIG. 7A is a front view of the locking member 22 of the conductive path of the electric vehicle according to another embodiment, and FIG. 7B is a side view of the locking member 22. The locking member 22 of this example includes a buffer material 22c that absorbs an impact acting on the cables 20a and 20b to be locked. The buffer material 22c is an annular member that is fitted into the insertion hole ha of the locking member 22 and is made of an elastic body such as rubber. Cables 20a and 20b are inserted and locked to the inner periphery of the cushioning material 22c fitted in the insertion hole ha. As shown in FIG. 7B, both ends of the cushioning material 22c in the axial direction are formed wide so as to protrude from both end faces of the locking member main body 22a and the cover member 22b. In this case, the cables 20a and 20b can be reliably protected and locked by the buffer material 22c, and for example, problems such as the cables 20a and 20b being rubbed and damaged by the edge of the insertion hole ha can be prevented. be able to. Further, even if the cables 20a and 20b are bent due to the vertical vibration of the motor 1, the shock acting on the cables 20a and 20b can be absorbed by the buffer material 22c. Thereby, it becomes possible to extend the lifetime of cable 20a, 20b.

As shown in FIG. 8, reference Proposed Example, locking member 22 is a resin member Tb, may be configured to both lock and a power cable 20a and sensor cable 20b is covered with the resin member Tb . In this case, the exposed portions of the cables 20a and 20b can be reduced, and the effect of protecting the cables 20a and 20b can be enhanced.
As shown in FIG. 9, even if a load sensor Sb is provided in the wheel bearing 5 and a part of the sensor cable 20 b extending from the load sensor Sb to the motor control unit 79 in the longitudinal direction is locked by the locking member 22. good.

DESCRIPTION OF SYMBOLS 1 ... Motor 2 ... Reduction gear 3 ... Input shaft 4 ... Output member 5 ... Wheel bearing 8 ... Suspension 20a ... Power cable 20b ... Sensor cable 22 ... Locking member 22c ... Buffer member 51 ... Vehicle body 52 ... Wheel 58 ... In-wheel Motor drive device 69 ... Battery 72 ... Inverter device 78 ... Power circuit unit 79 ... Motor control unit 81 ... Inverter Sa ... Temperature detection sensor Sb ... Load sensor So ... Oil amount detection sensor Tb ... Resin member

Claims (7)

An in-wheel motor drive device having a motor for driving wheels, a speed reducer for reducing the rotation of the motor, and a wheel bearing rotated by an output member coaxial with the input shaft of the speed reducer, and a battery mounted on the vehicle A power circuit unit including an inverter for converting the DC power of the motor into AC power used for driving the motor, and an inverter device having a motor control unit for controlling the power circuit unit, and the inverter device is attached to the vehicle body of the vehicle. In the electric vehicle in which the in-wheel motor driving device is supported by the vehicle body via a suspension,
Having a power cable connecting the motor and the inverter;
A sensor for detecting the state of the in-wheel motor drive device is provided, and a sensor cable extending from the sensor to the motor control unit is provided.
The vehicle body or the suspension, a locking member for locking the longitudinal direction of a part of the power cable and the sensor cable is set vignetting,
Resin members are provided to cover the power cable and the sensor cable,
The resin member, the power cable and of the sensor cable, the conductive path of an electric vehicle characterized by a crotch covering a portion other than the portion that is engaged with the locking member. The conductive path according to claim 1 , wherein the resin member is a corrugated tube. 3. The conductive path according to claim 1 or 2 , wherein the locking member is composed of a plurality of members. In any one of claims 1 to 3, wherein the locking member is conductive path of an electric vehicle including a buffer material for absorbing the impact applied to the cable to be locked. In any one of claims 1 to 4, wherein the in-wheel motor drive device and between the inverter device, a locking member for locking said kinematic force cable and the sensor cable 2 places or set vignetting conduction path of the electric vehicle. In any one of claims 1 to 5, wherein the sensor, load sensor for detecting a load of the vehicle both an oil amount detection sensor for detecting the lubricating oil amount of said Lee down wheel motor drive device, and A conductive path of an electric vehicle including at least one of temperature detection sensors for detecting a temperature of a motor coil of the motor. In any one of claims 1 to 6, taken out of the dynamic force cable that put the inverter, than said lead portion of said dynamic force cable that put the motors, high of the vehicle both conductive path of an electric vehicle kicked set to be a direction at a high position.

Images