JP5978077B2 - In-wheel motor drive suspension structure - Google Patents

Description

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

  Trailing arm suspension devices are widely used as vehicle suspension devices. Also, a torsion beam type suspension device in which the left and right trailing arms are connected by a cross beam (also referred to as a torsion beam) is advantageous in terms of cost and is adopted as a rear wheel of a small vehicle. For example, Japanese Patent Laid-Open No. 8-127211 (Patent Document) Those described in 1) are known. In the trailing arm suspension device of Patent Document 1, a spindle for attaching a wheel to the rear end of the trailing arm is provided. This spindle protrudes outward in the vehicle width.

  In recent years, a number of in-wheel motor drive devices have been proposed in which a motor is disposed in the space region of a road wheel of a wheel and the wheel is driven by this motor. Suspension devices that include a trailing arm and suspend an in-wheel motor drive device are, for example, those described in Japanese Patent Application Laid-Open No. 2010-1116017 (Patent Document 2) and Japanese Patent Application Laid-Open No. 2006-27310 (Patent Document 3). It has been known. In the suspension device of Patent Document 2, the speed reduction portion casing of the in-wheel motor drive device is formed so as to project downward and in the front-rear direction, and is connected to the trailing arm on the front side and the rear side of the trapezoidal projecting portion. The seat is provided. In the suspension device of Patent Document 3, the end on the side far from the wheel is formed in a special concavo-convex shape among the axial ends of the in-wheel motor drive device, and the corresponding concavo-convex shape is formed on the trailing arm. In other words, the two are fitted together during assembly.

JP-A-8-127211 JP 2010-1116017 A JP 2006-27310 A

  However, the present inventor has found that there is a structure that should be further improved in the conventional suspension device. That is, since the structure of patent document 2 connects the deceleration part casing of an in-wheel motor drive device to a trailing arm, the load of the vehicle supported by the road surface will input into a reduction part casing. For this reason, it is necessary to ensure the strength by forming the reduction portion casing so as not to be deformed, resulting in an increase in the weight of the in-wheel motor drive device. As a result, the unsprung weight of the suspension device increases and the riding comfort performance is impaired.

  Moreover, in the structure which forms a trapezoid-shaped overhang | projection part in an in-wheel motor drive device like patent document 2, the bulk of an in-wheel motor drive device is caused and it leads to the further weight increase. Moreover, in the structure of patent document 2, while attaching a wheel to the vehicle width direction outer side rather than a trailing arm, since a motor part protrudes to the vehicle width direction inner side rather than a trailing arm, weight balance is bad, and a trailing arm is used. Excessive bending moment acts. Moreover, in the structure of patent document 2, the trailing arm which can be connected with an in-wheel motor drive device is limited to the type of shape corresponding to the trapezoid-shaped overhang | projection part of an in-wheel motor drive device, and lacks in versatility. In addition, when the axial end portion of the in-wheel motor drive device is fitted to the concavo-convex shape portion of the trailing arm as in Patent Document 3, it is not only versatile, but the in-wheel motor drive device is moved from the trailing arm to the vehicle. Since it protrudes outward in the width direction and the weight balance is poor, an excessive bending moment acts on the trailing arm.

  The relationship between the weight balance of the in-wheel motor drive device and the bending moment acting on the trailing arm will be described with reference to FIGS. 9 and 10 are plan views schematically showing a suspension structure of a conventional in-wheel motor drive device. A pivot 102 is formed at the front end of the trailing arm 101 extending in the front-rear direction of the vehicle, and the rear end side of the trailing arm 101 is swingable in the vertical direction around the pivot 102. An in-wheel motor drive device 103 is connected and fixed to the rear end of the trailing arm 101. The axis of rotation of the in-wheel motor drive device 103 extends in the vehicle width direction as indicated by the alternate long and short dash line, and the in-wheel motor drive device 103 is disposed in an inner space area of the wheel (not shown). In FIG. 9, the in-wheel motor driving device 103 is disposed so as to protrude outward from the trailing arm 101 in the vehicle width direction. In FIG. 10, the in-wheel motor drive device 103 is disposed so as to protrude from the trailing arm 101 inward in the vehicle width direction. For this reason, in the suspension structure shown in FIGS. 9 and 10, a bending moment as shown by an arrow acts on the trailing arm 101. FIG. This bending moment is large in proportion to the weight of the in-wheel motor drive device 103, and is large in proportion to the distance in the vehicle width direction from the trailing arm 101 to the in-wheel motor drive device 103.

  In view of the above circumstances, the present invention can reduce the weight of an in-wheel motor drive device, and can also connect and fix the in-wheel motor drive device to a trailing arm of various shapes. An object of the present invention is to provide a suspension structure that is rich in properties and that can improve the weight balance of an in-wheel motor drive device.

For this purpose, the suspension structure of the in-wheel motor drive device according to the present invention has a pair of pivots attached to the vehicle body side at the front end, extends in the vehicle front-rear direction, and is spaced apart in the vehicle width direction. A trailing arm, a beam member extending between the pair of trailing arms and extending in the vehicle width direction, a bracket coupled to the rear end region of the trailing arm, a motor unit and a reduction unit sequentially arranged in the rotation axis direction And an in-wheel motor drive device having a hub portion, the hub portion being connected and fixed to the bracket so that the rotation axis extends in the vehicle width direction. The bracket has an arcuate cutout portion that receives the outer peripheral surface of the hub portion.

  According to the present invention, since the hub portion of the in-wheel motor drive device is connected and fixed to the bracket, the vehicle load is transmitted to the hub portion of the in-wheel motor drive device and not to the motor portion and the speed reduction portion. . Therefore, the motor part and the speed reduction part can be formed thin, and the in-wheel motor drive device can be reduced in weight.

  In addition, since the in-wheel motor drive device is connected and fixed to the rear end region of the trailing arm via the bracket, the in-wheel motor drive device can be connected and fixed to the trailing arm of various shapes, which is highly versatile. Further, the position of the in-wheel motor drive device in the vehicle width direction can be adjusted by the bracket, and the weight balance can be improved.

According to the invention, the bracket from that have the arcuate cutouts for receiving the outer peripheral surface of the hub portion, it is suitably coupled and fixed to accept a hub portion of the in-wheel motor drive device in an arc-shaped notch Can do. The shape of the arcuate notch is not particularly limited. The arc-shaped notch may be, for example, a semicircular shape of approximately 180 °, or may be a large part of a circle that occupies approximately 180 ° to 200 °, or occupies approximately 90 ° to 180 °. It may be a part of such a circle.

  As one embodiment of the present invention, the arc-shaped cutout portion receives the lower outer peripheral surface of the hub portion, and the bracket covers the lower side of the in-wheel motor drive device. According to this embodiment, since the bracket covers the lower side of the in-wheel motor drive device, the lower side of the in-wheel motor drive device can be protected. Accordingly, it is possible to prevent a ground convex portion, a stepping stone, or the like from colliding with the lower surface of the in-wheel motor drive device.

  As a preferred embodiment of the present invention, the bracket has a drain hole penetrating in the vertical direction below the in-wheel motor drive device. According to this embodiment, it is possible to prevent water, pebbles and the like from accumulating on the upper surface of the bracket.

  Thus, the present invention can reduce the weight of the in-wheel motor drive device in the suspension structure in which the in-wheel motor drive device is suspended by the trailing arm. Therefore, while enjoying the cost performance of the trailing arm type suspension, the unsprung weight is reduced and the riding comfort performance is improved.

It is a perspective view which shows the suspension structure of the in-wheel motor drive device which becomes one Embodiment of this invention. It is a top view which shows the suspension structure of the embodiment. It is a rear view which shows the suspension structure of the embodiment. It is a front view which shows a part of suspension structure of the embodiment. It is a side view which shows the suspension structure of the embodiment. It is a perspective view which shows the suspension structure of a modification. It is a perspective view which shows the suspension structure of other embodiment. It is a perspective view which shows the trailing arm type suspension apparatus of other embodiment. It is a top view which shows typically the bending moment which acts on the conventional trailing arm. It is a top view which shows typically the bending moment which acts on the conventional trailing arm.

  Hereinafter, embodiments of the present invention will be described in detail with reference to the drawings. FIG. 1 is a perspective view showing a suspension structure of an in-wheel motor drive apparatus according to an embodiment of the present invention, and shows main suspension members taken out for easy understanding. FIG. 2 is a plan view showing the suspension structure of the embodiment. FIG. 3 is a rear view showing the suspension structure of the embodiment, showing a state seen from the rear of the vehicle. For easy understanding, FIGS. 2 and 3 show a state in which the in-wheel motor driving device is removed from one of the trailing arms. FIG. 4 is a front view showing a part of the suspension structure of the embodiment, and shows a state seen from the front of the vehicle. FIG. 5 is a side view showing the suspension structure of the embodiment, showing a state seen from the outside in the vehicle width direction.

  The suspension structure according to the present embodiment includes a pair of trailing arms 12 that extend in the vehicle longitudinal direction and are spaced apart in the vehicle width direction, and are installed between the pair of trailing arms 12 and 12 so as to extend in the vehicle width direction. A torsion beam type suspension member 11 having a cross beam 13 extending in the direction is adopted. The trailing arm 12 and the cross beam 13 are both metal pipe members. Both ends of the cross beam 13 are respectively coupled to the central region of the trailing arm 12, and a vehicle body (not shown) supported by the torsion beam type suspension member 11 rolls so that one trailing arm 12 is different from the other trailing arm 12. Since the cross beam 13 is twisted when swinging in such a manner, the torsion beam suspension member 11 exhibits a stabilizer effect.

  The trailing arm 12 has a pivot 14 for attaching to the vehicle body side member at its front end. The pivot center of the pivot 14 extends while inclining with respect to the vehicle width direction. The tilt direction is as shown by a one-dot chain line in FIG. Is also located forward. The torsion beam suspension member 11 further includes a spring lower seat 16 that receives the lower end of the coil spring 41. The spring lower seat 16 is provided on a plate 15 that is disposed adjacent to the rear of the coupling point between the cross beam 13 and the trailing arm 12. The plate 15 is formed by bending a metal plate, and is coupled to the center region and the rear end region of the trailing arm 12 and to the end portion of the cross beam 13.

  The coil spring 41 is a component of the suspension device, and serves as a spring that relieves the swing of the trailing arm 12 around the pivot 14. The lower end of the coil spring 41 is supported by the spring lower seat 16 on the inner side in the vehicle width direction than the rear end region of the trailing arm 12. The upper end of the coil spring 41 supports a vehicle body side member (not shown).

  The trailing arm 12 has a connecting portion 18 for connecting to the lower end of the shock absorber 42 at the rear end, and is connected to the lower end of the shock absorber 42 via the connecting portion 18. The shock absorber 42 is a component of the suspension device, and serves as a damper that attenuates the swing of the trailing arm 12 around the pivot 14. The upper end of the shock absorber 42 supports a vehicle body side member (not shown).

  As shown in FIG. 5, the rear end region 12b of the trailing arm 12 extends linearly so as to be substantially horizontal. Further, the central region 12c of the trailing arm 12 extends with an inclination with respect to the rear end region 12b so as to gradually increase toward the front. The front end region 12f of the trailing arm 12 extends linearly so as to be substantially horizontal at a position higher than the rear end region 12b.

  An in-wheel motor drive device 31 is connected and fixed to the rear end region of each trailing arm 12. The in-wheel motor drive device 31 includes a motor portion 32, a speed reduction portion 33, and a hub portion 34, and a trailing arm with a hub shaft 35 that is rotatably supported by the hub portion 34 extends in the vehicle width direction. 12 is connected and fixed to a bracket 21 attached to the frame 12. The distal end portion of the hub shaft 35 protrudes from the hub portion 34 and has a plurality of bolts 37 for connecting with the load wheel of the wheel 44.

  The motor part 32, the speed reduction part 33, and the hub part 34 constitute a common rotation axis O. The motor unit 32, the speed reduction unit 33, and the hub unit 34 are arranged in this order when viewed in the direction of the rotation axis O. The motor unit 32 and the speed reduction unit 33 include a non-rotating casing. The outer peripheral member of the hub portion 34 corresponds to a bearing outer ring and is coupled to the casing of the motor portion 32 and the speed reduction portion 33. The hub shaft 35 that is rotatably supported by the outer peripheral member of the hub portion 34 is a rotating member that extends along the rotation axis O. A power cable terminal box 36 is formed on the front side of the casing of the motor unit 32.

  The motor unit 32 has a substantially cylindrical shape with the rotation axis O as the center, and incorporates a rotor and a stator in the casing. The speed reduction unit 33 is substantially cylindrical with the rotation axis O as the center, and incorporates, for example, a cycloid speed reduction mechanism in the casing to reduce the rotational input from the motor unit 32 and output it to the hub unit 34. Since the cycloid reduction mechanism is smaller and lighter than the planetary gear reduction mechanism and can reduce the speed more than 1/10, it is advantageous as a reduction mechanism for an in-wheel motor drive device.

  The axial dimension A of the motor part 32 is a dimension from the end face in the axial line O direction of the motor part 32 excluding protrusions such as screw heads to the boundary between the motor part 32 and the speed reducing part 33. The axial dimension B of the speed reduction part 33 is a dimension from the boundary between the motor part 32 and the speed reduction part 33 to the boundary between the speed reduction part 33 and the hub part 34. The axial dimension C of the hub part 34 is a dimension from the boundary between the speed reducing part 33 and the hub part 34 to the end surface in the axis O direction of the outer ring portion of the hub part 34 excluding the hub shaft 35. The axial dimension B is smaller than the axial dimension A, and the axial dimension C is smaller than the axial dimension B.

  In addition to the radial dimension, the radial dimension of the speed reduction unit 33 is smaller than the radial dimension of the motor unit 32. Further, the radial dimension of the hub part 34 is smaller than the radial dimension of the speed reducing part 33. An outward flange 34 f is formed on the outer peripheral surface of the hub portion 34 on the speed reduction portion 33 side so as to close a radial dimensional difference between the speed reduction portion 33 and the hub portion 34. The outward flange 34f has an end face 34s. The end face 34s is perpendicular to the rotation axis O. A plurality of triangular ribs 33r are formed on the outer periphery of the speed reducing portion 33 at predetermined intervals in the circumferential direction. The triangular rib 33r is also connected to the motor unit 32 and reinforces the connection between the motor unit 32 and the speed reduction unit 33 having different radial dimensions. Further, a bolt hole 33 s for connecting and fixing the brake caliper 45 is formed on the upper outer periphery of the speed reducing portion 33.

  The wheel 44 is a well-known one having a rubber tire attached to the outer periphery of the road wheel, and is fixed to the hub shaft 35 by a bolt 37. As a result, as shown by dimensions B and C in FIG. 2, the speed reducing portion 33 and the hub portion 34 are completely accommodated in the inner space of the wheel 44. Further, as shown by a dimension A in FIG. 2, the outer portion of the motor portion 32 in the axis O direction is accommodated in the inner space of the wheel 44, and the inner portion of the motor portion 32 in the axis O direction is inner than the wheel 44 in the vehicle width direction. Located in.

  The bracket 21 is coupled to the rear end region of the trailing arm 12 by welding or the like, and protrudes upward from the rear end region of the trailing arm 12. The in-wheel motor drive device 31 is connected to the rear end region of the trailing arm 12 via the bracket 21 and is disposed above the trailing arm rear end region.

  The bracket 21 is made of a metal plate. As shown in FIGS. 3 and 4, the bracket 21 projects from the rear end region of the trailing arm 12 outward in the vehicle width direction, and further extends from the projecting wall 22. A vertical wall portion 23 extending upward, a front wall portion 24 bent 90 degrees from the front edge of the vertical wall portion 23 and extending in the vehicle width direction and coupled to the rear end region of the trailing arm 12, and the vertical wall portion 23 A rear wall portion 25 that is bent 90 degrees from the rear edge and extends in the vehicle width direction and is coupled to the rear end of the trailing arm 12. The vertical wall portion 23 is a wall that spreads perpendicular to the ground. The vertical wall portion 23 is perpendicular to the vehicle width direction.

  A substantially semicircular cutout portion 23c is formed at the upper edge of the vertical wall portion 23 so as to cut out downward. The periphery of the notch 23c extends in an arc shape and coincides with the end surface 34s of the hub portion 34 of the in-wheel motor drive device 31 as shown in FIG. A plurality of through holes 23h are formed on the periphery of the notch 23c, and bolt holes are formed on the end face 34s at positions corresponding to the through holes 23h. The in-wheel motor drive device 31 is connected and fixed to the bracket 21 by screwing a plurality of bolts 43 penetrating the through hole 23h into the bolt holes of the end surface 34s.

  The overhanging wall portion 22 is located between the front wall portion 24 and the rear wall portion 25 when viewed in the vertical direction. A drain hole 26 penetrating in the vertical direction is formed between the front wall portion 24 and the overhanging wall portion 22. A drain hole 27 penetrating in the vertical direction is formed between the overhanging wall portion 22 and the rear wall portion 25. The drain holes 26 and 27 prevent rainwater, pebbles and the like from accumulating on the upper surface of the overhanging wall portion 22.

  In this embodiment, in order to suspend the in-wheel motor drive device 31 advantageously in terms of layout, the arrangement of the shock absorber 42 is devised. First, the front-rear direction positional relationship between the bracket 21 and the connecting portion 18 will be described. The connecting portion 18 for the shock absorber 42 is a protrusion that protrudes inward in the vehicle width direction from the rear end of the trailing arm 12, and its front-rear direction position is more than the rear wall portion 25 that constitutes the rear end of the bracket 21. Located in front. Since the front-rear direction position of the connecting part 18 is included in the front-rear direction range from the front wall part 24 to the rear wall part 25 constituting the front end of the bracket 21 in this way, the connection between the shock absorber 42 and the trailing arm 12 is achieved. It is possible to bring the portion closer to the in-wheel motor drive device 31, and the torsion beam type suspension member 11 can be easily disposed below the vehicle body. Further, the swing of the in-wheel motor drive device 31 in the vertical direction can be effectively attenuated by the shock absorber 42.

  In the present embodiment, as shown in FIG. 2, a coil spring 41 extending in the vertical direction is disposed in the vicinity of the in-wheel motor drive device 31, and the vehicle longitudinal direction position of the coil spring 41 is the front end of the in-wheel motor drive device 31. Since the coil spring 41 is included in the range from the rear end to the rear end, the vertical swing of the trailing arm 12 can be effectively mitigated.

  In the present embodiment, as shown in FIG. 2, the in-wheel motor drive device 31 is connected and fixed to the rear end region of the trailing arm 12 so that the rotation axis O extends in the vehicle width direction. The position in the vehicle width direction of the pivot 14 is included in the axial dimensions A, B, and C that are the range from the vehicle width direction inner end to the vehicle width direction outer end of the in-wheel motor drive device 31. According to this embodiment, the influence which the bending moment resulting from the in-wheel motor drive device 31 has on the trailing arm 12 can be reduced.

  In the present embodiment, the trailing end region of the trailing arm 12 is disposed below the in-wheel motor driving device 31 and faces the lower surface of the in-wheel motor driving device 31. Thereby, since the rear end region of the trailing arm 12 covers the lower surface of the in-wheel motor drive device 31, the in-wheel motor drive device 31 can be protected from a stepping stone or a convex portion of the road surface.

  Moreover, since the lower surface of the in-wheel motor drive device 31 is covered with both the rear end region of the trailing arm 12 and the bracket 21, the above-described protective effect can be suitably realized.

  In the present embodiment, since the end surface 34s of the hub portion 34 is connected and fixed to the vertical wall portion 23 of the bracket 21, the load of the vehicle supported by the road surface includes the wheels 44, the hub shaft 35, the hub portion 34, and the like. The motor portion 32 and the speed reduction portion 33 do not transmit the vehicle load. Therefore, it is not necessary to increase the strength of the motor unit 32 and the speed reduction unit 33, and the in-wheel motor drive device 31 can be reduced in weight.

  A power cable extending from the terminal box 36 is connected to a vehicle body (not shown). As in the modification shown in FIG. 6, the power cable may be provided inside the trailing arm 12 and inside the cross beam 13 and may be drawn from the center of the cross beam 13 and connected to the vehicle body.

  6 will be described in detail. In the central region of the trailing arm 12, a first opening 12h is provided. The first opening 12 h is provided on the upper surface of the trailing arm 12 and is open upward in the vicinity of the connection point between the trailing arm 12 and the cross beam 13. Three power cables 38 and one signal cable 39 extending from the terminal box 36 extend through the torsion beam suspension member 11 via the first opening 12h. Although not shown, a cover that covers the power cable 38 and the signal cable 39 from the terminal box 36 to the first opening 12h may be further provided.

  The trailing arm 12 having a hollow cross section communicates with the cross beam 13 having a hollow cross section, and the power cable 38 and the signal cable 39 are provided inside the cross beam 13. The cross beam 13 has a second opening 13h in the central region, and the power cable 38 and the signal cable 39 extending from the pair of in-wheel motor driving devices 31 are connected to the torsion beam suspension member 11 via the second opening 13h. It extends outside and is connected to an inverter (not shown) on the vehicle body side.

  According to such a modification, even if the power cable 38 and the signal cable 39 are close to the ground, the power cable 38 and the signal cable 39 can be protected from a stepping stone or a convex portion of the ground. Further, since the cross beam 13 is formed in a hollow cross section and the power cable 38 and the signal cable 39 are provided therein, the power cable 38 and the signal cable 39 connected to the pair of in-wheel motor driving devices 31 are respectively connected to the cross beam 13. Can be summarized inside. Further, the cross beam 13 has a second opening 13h in the central region, and the power cable 38 and the signal cable 39 extending from the pair of in-wheel motor drive devices 31 are connected to the outside of the torsion beam suspension member 11 from the second opening 13h. Therefore, the end of the power cable 38 or the like can be connected to an inverter installed at the center of the vehicle body through a short path.

  Next, another embodiment of the present invention will be described. FIG. 7 is a perspective view showing a suspension structure according to another embodiment, in which a trailing arm and a cross beam are taken out for easy understanding. Since the basic configuration of the trailing arm type suspension device is the same as that of the above-described embodiment shown in FIGS. 1 to 5, the description of the overlapping parts will be omitted, and different parts will be described.

  The embodiment of FIG. 7 is different in that the trailing end region of the trailing arm 12 is disposed above the in-wheel motor drive device 31 and faces the upper surface of the in-wheel motor drive device 31.

  More specifically, as shown in FIG. 7, the bracket 21 includes an overhanging wall portion 22 that projects outward from the rear end region of the trailing arm 12 in the vehicle width direction, and a vertical that extends further downward from the overhanging wall portion 22. Wall portion 23. Thus, the end surface 34 s of the in-wheel motor drive device 31 coincides with the cutout portion 23 c of the vertical wall portion 23 that extends downward from the rear end region of the trailing arm 12. An in-wheel motor is driven by passing a bolt through a plurality of bolt holes 23h formed at intervals around the periphery of the notch 23c and screwing the tip of the bolt into a female screw formed on the end surface 34s. The device 31 is connected and fixed to the bracket 21.

  On the lower side of the rear wall portion 25, a connecting portion 25s that is connected to the lower end of the shock absorber 42 is formed. The connecting portion 25s includes a pair of tongue pieces that protrude from the rear wall portion 25 and face each other, and receives the lower end of the shock absorber 42 between the pair of tongue pieces.

  The rear end region of the trailing arm 12 extends linearly so as to be substantially horizontal. In addition, the central region of the trailing arm is inclined with respect to the rear end region so as to gradually become lower toward the front. The front end region of the trailing arm 12 is disposed below the rear end region and extends linearly so as to be substantially horizontal.

  In the embodiment of FIG. 7, since the bracket 21 protrudes downward from the rear end region of the trailing arm 12, the in-wheel motor drive device is disposed below the rear end region of the trailing arm 12. Also in this embodiment, the position of the pivot 14 in the vehicle width direction is included in the axial dimensions A, B, and C, which are the range from the vehicle width direction inner end of the in-wheel motor drive device 31 to the vehicle width direction outer end. Even if the weight of the in-wheel motor drive device 31 is large, the bending moment acting on the trailing arm 12 can be reduced.

  Next, still another embodiment of the present invention will be described. FIG. 8 is a perspective view showing a suspension structure according to still another embodiment, in which a trailing arm and a cross beam are taken out for easy understanding. Since the basic configuration of the trailing arm type suspension device is the same as that of the above-described embodiment shown in FIGS. 1 to 5, the description of the overlapping parts will be omitted, and different parts will be described.

  In the embodiment of FIGS. 1 to 5 and the embodiment of FIG. 7, the longitudinal position of the in-wheel motor drive device is included in the longitudinal dimension of the rear end region of the trailing arm 12 in the longitudinal direction of the vehicle body. . On the other hand, the embodiment of FIG. 8 is different in that the in-wheel motor drive device is arranged behind the trailing end of the trailing arm 12.

  More specifically, as shown in FIG. 8, the trailing arm 12 includes a reinforcing member 17 that is coupled to the rear end of the trailing arm and extends in the vertical direction. The reinforcing member 17 is a pipe member having substantially the same cross-sectional shape as the trailing arm 12, and includes an upper portion 17a extending upward from the rear end of the trailing arm and a lower portion 17b extending downward from the rear end of the trailing arm. The trailing arm 12 excluding the reinforcing member 17 extends horizontally.

  The bracket 21 includes a projecting wall portion 22 projecting outward from the reinforcing member 17 in the vehicle width direction, a vertical wall portion 23 extending further rearward from the projecting wall portion 22, and 90 degrees from the upper edge of the vertical wall portion 23. An upper wall portion 28 that bends and extends in the vehicle width direction and is coupled to the upper end of the reinforcing member 17, and a lower wall that is bent 90 degrees from the lower edge of the vertical wall portion 23 and extends in the vehicle width direction and is coupled to the lower end of the reinforcing member 17 Part 29. The vertical wall portion 23 is perpendicular to the ground and is perpendicular to the vehicle width direction. The upper wall portion 28 and the lower wall portion 29 are substantially horizontal. At the rear edge of the vertical wall portion 23, a notch portion 23c cut forward is formed. A spring lower seat 16 is formed on the upper surface of the upper wall portion 28. The spring lower seat 16 is located at the upper end of the reinforcing member 17.

  In the embodiment of FIG. 8, since the bracket 21 protrudes rearward from the rear end of the trailing arm 12, the in-wheel motor drive device is disposed rearward from the rear end of the trailing arm 12. Also in this embodiment, the position of the pivot 14 in the vehicle width direction is included in the axial dimensions A, B, and C, which are the range from the vehicle width direction inner end of the in-wheel motor drive device 31 to the vehicle width direction outer end. Even if the weight of the in-wheel motor drive device 31 is large, the bending moment acting on the trailing arm 12 can be reduced.

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

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

  DESCRIPTION OF SYMBOLS 11 Torsion beam suspension member, 12 Trailing arm, 13 Cross beam, 14 Pivot, 16 Spring lower seat, 17 Reinforcement member, 18 Connection part, 21 Bracket, 22 Overhang wall part, 23 Vertical wall part, 24 Front wall part, 25 Rear wall part, 26, 27 Drain hole, 28 Upper wall part, 29 Lower wall part, 31 In-wheel motor drive device 32 Motor part, 33 Reduction part, 34 Hub part, 34s End face, 35 Hub shaft, 36 Terminal box, 38 Power cable, 39 signal cable.

Claims (3)

A pair of trailing arms having a pivot for attaching to the vehicle body side at the front end, extending in the vehicle longitudinal direction, and spaced apart in the vehicle width direction;
A beam member installed between the pair of trailing arms and extending in the vehicle width direction;
A bracket coupled to a trailing end region of the trailing arm;
An in-wheel motor drive device having a motor portion, a speed reduction portion, and a hub portion that are sequentially arranged in the rotation axis direction, and wherein the hub portion is connected and fixed to the bracket so that the rotation axis line extends in the vehicle width direction. Prepared ,
The bracket, that have a circular arc-shaped cutouts for receiving the outer peripheral surface of the hub portion, the suspension structure of the in-wheel motor drive device. The arcuate notch portion receives the lower outer peripheral surface of the hub portion,
The suspension structure of an in-wheel motor drive device according to claim 1, wherein the bracket covers a lower side of the in-wheel motor drive device. The suspension structure of an in-wheel motor drive device according to claim 2 , wherein the bracket has a drain hole penetrating in a vertical direction below the in-wheel motor drive device.

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