JP7084110B2 - In-wheel motor electric wire wiring structure - Google Patents

Description

The present invention relates to an in-wheel motor drive device that is arranged in an inner space region of a wheel and drives the wheel, and more particularly to an electric wire extending from the in-wheel motor drive device to the vehicle body.

Conventionally, there is known a technique of providing an electric in-wheel motor inside a wheel of an electric vehicle and driving the wheel with the in-wheel motor. In such an electric vehicle, it is not necessary to mount an engine or a motor on the vehicle body, which is advantageous in that the internal space of the vehicle body such as a living room space and a luggage compartment space can be increased. An in-wheel motor is connected to the vehicle body of the electric vehicle via a suspension device. In addition, the vehicle body is equipped with an in-wheel motor control unit, a battery, and an inverter. Then, the in-wheel motor connected under the spring of the suspension device (wheel side) and the inverter mounted on the spring of the suspension device (vehicle body side) are connected by electric wires such as power lines and signal lines. As a power line for supplying electric power from an inverter to an in-wheel motor, for example, those described in Japanese Patent No. 4628136 (Patent Document 1) and Japanese Patent Application Laid-Open No. 2006-240430 (Patent Document 2) are known. .. The power line described in the patent document is attached to the upper arm of the suspension device by the clamp member, or is attached to the in-wheel motor by the clamp member.

Japanese Patent No. 4628136 Japanese Unexamined Patent Publication No. 2006-24430

However, the conventional power line causes the problems described below. That is, a terminal box is attached to the outer peripheral surface of the cylindrical in-wheel motor. The power line extends to be pulled out from the terminal box, and the pull-out part is not surrounded at all and is suspended in the space inside the wheel house. Then, the stepping stones collide with the drawer portion during running, and the durability of the drawer portion is impaired.

It is an object of the present invention to provide a technique for improving the durability of a power line, particularly a pull-out portion, in view of the above circumstances.

For this purpose, the wiring structure of the in-wheel motor electric wire according to the present invention includes a terminal box provided in the in-wheel motor drive device and a damper in which one end side is connected to the in-wheel motor drive device and the other end side is connected to the vehicle body side member. The electric wire that connects one end to the terminal box and the other end to the electric device provided on the vehicle body side member, and the deceleration part of the in-wheel motor drive device is the axis line for the axis that becomes the rotation center axis of the in-wheel motor drive device. It is provided with a first region that does not overlap with the motor portion of the in-wheel motor drive device when viewed in the direction . Then , the first area and the damper face each other with a space, and the terminal box is arranged so as to be adjacent to the first area and the damper and adjacent to this space, and this space is opened toward the opposite side to the terminal box . A drawer portion of the electric wire extending from the terminal box is arranged in this space.

According to the present invention, since the lead-out portion of the electric wire is arranged in the space surrounded by the terminal box, the damper, and the first region from three sides, the pull-out portion is placed in the terminal box, the damper, and the first region from three sides. Be covered. That is, the above-mentioned space is a space like a concave portion, and the risk of a stepping stone colliding with the drawer portion is reduced. The electric wire is, for example, a power line that supplies electric power to the motor unit of an in-wheel motor drive device. Alternatively, the electric wire may be, for example, a signal line connected to a sensor inside the in-wheel motor drive device.

The installation location of the terminal box is not particularly limited. As a preferred embodiment of the present invention , the terminal box is arranged between the first region and the damper and adjacent to the above-mentioned space.

As a reference example , the in-wheel motor drive is installed in the inner space of the wheel wheel having spokes and rims, and the electric wire is pulled out into the space surrounded from three sides by the terminal box, damper, and the spokes of the wheel wheel. Place the part . The drawer is covered from three sides by the terminal box, damper, and spokes, reducing the risk of stepping stones colliding with the drawer. The rim portion has a cylindrical shape, and the inner peripheral surface of the rim portion is connected to the outer peripheral edge of the spoke portion. Wheel The wheel is not particularly limited, and for example, the spoke portion and the rim portion may be integrally connected. Such wheels include forged or cast metal wheels. A disk-shaped wheel cover may be detachably attached to the spoke portion, and the wheel cover is included in the spoke portion of the wheel. The shape of the spoke portion is not particularly limited, and may be, for example, a shape extending radially from the hub of the wheel, or a through opening may be formed between adjacent spokes in the circumferential direction. Alternatively, the spoke portion may have a disc shape without having a through opening.

As a more preferable embodiment of the present invention, the terminal box is provided so as to project upward from the motor casing forming the outer shell of the motor portion, and the first region is the upper part of the deceleration portion and horizontally with the damper through the above-mentioned space. A second region of the motor casing, which is different from the portion where the terminal box is provided, is adjacent to the above-mentioned space from below, and the electric wire drawing portion is located above the second region of the motor casing and is located above the terminal box. Extends to be pulled out horizontally. According to such an embodiment, since the terminal box is provided in the motor section, the wiring structure inside the motor section can be simplified. As another embodiment, the terminal box is not provided in the motor casing of the motor section, but is provided in a place away from the motor section, for example, in the speed reducing section casing.

Further, according to such an embodiment, the drawer portion is covered with the second region of the motor casing from below. Therefore, the risk of stepping stones colliding with the drawer portion is further reduced. As another embodiment of the present invention, the in-wheel motor drive device further has a casing portion adjacent to the above-mentioned space from below, instead of the motor casing. As still another embodiment of the present invention, the space covered from below may be covered with a cover or the like of another member without arranging the casing portion of the in-wheel motor drive device adjacent to the space below the above-mentioned space.

Further, according to such an embodiment, the terminal box is set at a distance far from the road surface, and the motor casing is interposed between the terminal box and the road surface. Therefore, it is possible to reduce the probability that stepping stones will fly from below to the drawer portion. As another embodiment, the terminal box may be provided so as to project from the motor casing in the front-rear direction of the vehicle.

As a preferred embodiment of the present invention, the in-wheel motor drive device is coupled to the deceleration section casing forming the outer shell of the deceleration section and / or the fixed wheel of the wheel hub bearing portion of the in-wheel motor drive device at one end, and the damper at the other end. It further has an upper suspension bracket that joins the lower end region and covers the space described above from above. According to such an embodiment, the drawer portion is covered with the upper suspension bracket from above. Therefore, the risk of stepping stones colliding with the drawer portion is further reduced. In another embodiment, the upper suspension bracket may be installed in a position not adjacent to such a space.

As a more preferred embodiment of the present invention, the electric wire further includes a second portion continuous with the drawer portion and a third portion continuous with the second portion, further such that the second portion bends upward from the drawer portion. Extends further, bypassing the damper and bending downwards, the third part extends downwards along the lower end of the damper, and the third part is opposite to the terminal box when viewed from the lower end area of the damper. Further provided with a clamp member to hold on the side. According to such an embodiment, since the second part and the third part of the electric wire are arranged around the damper, when the in-wheel motor drive device steers around the damper, the twist of the electric wire due to the steering is caused. It can be absorbed in the second and third parts. Further, the length of the electric wire can be sufficiently secured, and the burden of repeatedly bending and stretching the electric wire at the time of the bound rebound of the in-wheel motor drive device due to the expansion and contraction of the damper can be reduced. The clamp member may be attached to the damper or may be attached to the in-wheel motor drive device.

As described above, according to the present invention, the durability of the lead-out portion of the electric wire, particularly the power line, can be improved. Therefore, the reliability of the electric vehicle against aging deterioration is increased.

It is a schematic diagram which shows the wiring structure of the in-wheel motor electric wire which becomes 1st Embodiment of this invention, and shows the state seen from the outside in the vehicle width direction. It is a schematic diagram which shows the 1st Embodiment, and shows the state seen from the rear of a vehicle. It is a schematic diagram which shows the 1st Embodiment, and shows the state seen from the inside in the vehicle width direction. It is a schematic diagram which shows the 1st Embodiment, and shows the state seen from above. It is a schematic diagram which abbreviates the suspension bracket in FIG. 4 and clearly shows the arrangement of a power line. It is a schematic diagram which takes out and shows the suspension bracket of 1st Embodiment, and shows the state seen from the front of a vehicle. It is a schematic diagram which takes out and shows the suspension bracket of 1st Embodiment, and shows the state seen from the outside in the vehicle width direction. It is a developed sectional view which takes out and shows the in-wheel motor drive device of 1st Embodiment. It is a schematic diagram which shows the wiring structure of the in-wheel motor electric wire which becomes the 2nd Embodiment of this invention, and shows the state seen from the rear of a vehicle. It is a schematic diagram which shows the 2nd Embodiment, and shows the state seen from the inside in the vehicle width direction. It is a schematic diagram which shows the 2nd Embodiment, and shows the state seen from above. It is a schematic diagram which shows the wiring structure of the in-wheel motor electric wire which becomes the 3rd Embodiment of this invention, and shows the state seen from above.

Hereinafter, embodiments of the present invention will be described in detail with reference to the drawings. FIG. 1 is a schematic view showing a wiring structure of an in-wheel motor electric wire according to an embodiment of the present invention, and shows a state seen from the outside in the vehicle width direction. FIG. 2 is a schematic view showing the first embodiment, and shows a state seen from the rear of the vehicle. FIG. 3 is a schematic view showing the first embodiment, and shows a state seen from the inside in the vehicle width direction. FIG. 4 is a schematic view showing the first embodiment, and shows a state seen from above as shown by an arrow IV in FIG. FIG. 5 is a schematic diagram illustrating the wiring of the power line by omitting the suspension bracket in FIG. FIG. 6 is a schematic view showing the suspension bracket of the first embodiment taken out, and shows a state seen from the front of the vehicle. FIG. 7 is a schematic view showing the suspension bracket of the first embodiment taken out, and shows a state seen from the outside in the vehicle width direction. In FIG. 1, the upper side of the paper is the upper side of the vehicle, the lower side of the paper is the lower side of the vehicle, the left side of the paper is the front of the vehicle, and the right side of the paper is the rear of the vehicle. The front of the vehicle is the forward direction of the vehicle. The rear of the vehicle is the backward direction of the vehicle. In FIG. 2, the left side of the paper surface is the outside in the vehicle width direction (outboard side), and the right side of the paper surface is the inside in the vehicle width direction (inboard side). In the following description, the outside in the vehicle width direction is also referred to as one in the axial direction, and the inside in the vehicle width direction is also referred to as the other in the axial direction. The first embodiment includes an in-wheel motor drive device 10, a suspension device 70, and a power line 82, and is housed in a wheel house (not shown) together with the wheel wheel W shown by a virtual line in FIG.

The rim portion Wr and the spoke portion Ws of the wheel wheel W partition the inner space area of the wheel. The in-wheel motor drive device 10 is arranged in such an inner space region. Wheel A tire (not shown) is fitted on the outer circumference of the wheel W. Wheels Wheels W and tires make up wheels. The wheel wheel W, the in-wheel motor drive device 10, the suspension device 70, and the power line 82 are arranged symmetrically on both sides in the vehicle width direction of the vehicle body (not shown) to form an electric vehicle. 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 is attached to a vehicle body side member (not shown) via the suspension device 70. The suspension device 70 of the first embodiment is a strut type suspension device and includes a lower arm 71 extending in the vehicle width direction and a strut 73 arranged above the lower arm 71 and extending in the vertical direction. The strut 73 is a suspension member that is above the axis O that is the rotation center axis of the in-wheel motor drive device 10 and is arranged inside the wheel wheel W in the vehicle width direction. Further, the position of the strut 73 in the vehicle width direction overlaps with the inner portion of the in-wheel motor drive device 10 in the vehicle width direction.

The lower end region of the strut 73 is coupled to the in-wheel motor drive device 10. In FIG. 2 and in other drawings, only the lower end region of the strut 73 is shown, and the upper end region of the strut 73 is omitted. The upper end region is connected to the vehicle body side member above the wheel wheel W. The vehicle body side member means a member attached to the vehicle body side from the viewpoint of the members to be described, and includes a vehicle body, a subframe, and the like.

The lower end region of the strut 73 shown in FIG. 2 and other drawings is specifically the outer cylinder of the damper 74. A shaft (not shown) of the damper 74 extends straight upward from the upper end of the outer cylinder. A collar-shaped lower coil spring seat 75 is provided on the outer peripheral surface of the damper 74. The lower coil spring seat 75 supports the lower end of a coil spring (not shown) coaxially arranged so as to surround the damper 74. The coil spring and the damper 74 constitute a shock absorber. Therefore, the strut 73 can be expanded and contracted in the vertical direction, and the axial force acting on the strut 73 is attenuated.

The lower arm 71 is a suspension member arranged below the axis O of the in-wheel motor drive device 10, and includes the outer end 71a (FIG. 1) in the vehicle width direction and the inner ends 71b, 71c (FIG. 3) in the vehicle width direction. include. The lower arm 71 is connected to the in-wheel motor drive device 10 via a ball joint (not shown) at the outer end 71a in the vehicle width direction. The lower arm 71 is connected to a vehicle body side member (not shown) at the inner ends 71b and 71c in the vehicle width direction. The lower arm 71 can swing in the vertical direction with the inner ends 71b and 71c in the vehicle width direction as the base ends and the outer ends 71a in the vehicle width direction as the free ends. The straight line connecting the outer end 71a in the vehicle width direction and the upper end of the strut 73 extends in the vertical direction to form the steering axis K. The steering axis K basically extends in the vertical direction, but may be slightly inclined in the vehicle width direction and / or the vehicle front-rear direction. As shown in FIGS. 1 and 2, the strut 73 and the damper 74 extend substantially along the steering axis K.

As shown by a virtual line in FIG. 2, the tie rod 80 is arranged above the lower arm 71. The tie rod 80 extends in the vehicle width direction, and the outer end of the tie rod 80 in the vehicle width direction is rotatably connected to the in-wheel motor drive device 10. The inner end of the tie rod 80 in the vehicle width direction is connected to a steering device (not shown). The steering device moves the tie rod 80 forward and backward in the vehicle width direction to steer the in-wheel motor drive device 10 and the wheel wheel W around the steering axis K.

Next, the in-wheel motor drive device will be described. FIG. 8 is a developed sectional view showing the in-wheel motor drive device of the first embodiment taken out. The cut surface represented by FIG. 8 is a developed plane in which a plane including the axis M and the axis N shown in FIG. 1 and a plane including the axis N and the axis O are connected in this order.

As shown in FIG. 8, the in-wheel motor drive device 10 decelerates the rotation of the wheel hub bearing portion 11 connected to the center of the wheel wheel W, the motor portion 21 for driving the wheel wheel W of the wheel, and the motor portion. A deceleration unit 31 that transmits to the wheel hub bearing unit 11 is provided. The motor unit 21 and the deceleration unit 31 are not arranged coaxially with the axis O of the wheel hub bearing portion 11, but are arranged offset from the axis O of the wheel hub bearing portion 11 as shown in FIG. 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 arranged on one axis direction (outboard side) of the in-wheel motor drive device 10, and the motor section 21 is located on the other axis direction (inboard side) of the in-wheel motor drive device 10. The deceleration unit 31 is arranged at the central portion in the axial direction of the in-wheel motor drive device 10. The wheel hub bearing portion 11 and the deceleration portion 31 are housed in an empty region inside the wheel defined by the rim portion Wr and the spoke portions Ws of the wheel wheel W. The motor unit 21 projects from the empty area inside the wheel toward the other in the axial direction.

As shown in FIG. 8, the wheel hub bearing portion 11 includes an inner ring 12 as a rotating wheel coupled to the wheel wheel W, an outer ring 13 as a fixed ring, and a plurality of arranged in an annular gap between the inner ring 12 and the outer ring 13. It has a rolling element 14 and constitutes an axis O as an axle. The center of rotation of the inner ring 12 coincides with the axis O passing through the center of the wheel hub bearing portion 11.

The outer ring 13 includes an outer ring cylinder member 13b and an outer ring attachment member 13c. The outer ring attachment member 13c is a steel plate material having a through hole in the central portion, and the steel outer ring cylinder member 13b is press-fitted and fixed in the through hole. As a result, the outer ring attachment member 13c functions as an outer ring flange. At the center of the outer ring attachment member 13c, a tubular portion 13e is formed so as to project toward the other side in the axis O direction along the through hole. The tubular portion 13e fits with the outer ring tubular member 13b on the inner peripheral surface. Further, the tubular portion 13e fits into an opening formed in the front portion 38f described later on the outer peripheral surface. A protrusion 13d projecting to the outer diameter side is formed at one end of the outer ring cylinder member 13b in the axis O direction. The protrusion 13d restricts the outer ring attachment member 13c from moving in one direction of the axis O. As a modification (not shown), the outer ring cylinder member 13b and the outer ring attachment member 13c may be integrally formed.

A plurality of female screw holes 13f and through holes 13h are bored in the outer ring attachment member 13c as the outer ring flange at intervals in the circumferential direction. For example, the female screw holes 13f and the through holes 13h are alternately installed at predetermined intervals in the circumferential direction. Each female screw hole 13f and each through hole 13h extend in parallel with the axis O, and bolts 15 and 17 are passed from one side in the axis O direction, respectively. The shaft portion of each bolt 15 penetrates the through hole 102h of the suspension bracket 102 and is screwed into the female screw hole 13f. The head of each bolt 15 projects from the suspension bracket 102 in one direction of the axis O. On the outer edge of the outer ring attachment member 13c, notches 13g and 13j having a predetermined shape for receiving and engaging the suspension bracket 102 are formed. For ease of understanding, FIG. 8 shows only a part of the suspension bracket 102 and the rest is omitted.

The shaft portion of each bolt 17 penetrates the through hole 13h and is screwed into the female screw hole 38g formed in the front portion 38f of the main body casing 38. The head of each bolt 17 is located in the notch 13j formed on the outer edge of the outer ring attachment member 13c. As a result, the outer ring 13 is attached and fixed to the main body casing 38. Further, the main body casing 38 is supported by the suspension bracket 102 via the outer ring 13. The front portion 38f is a casing wall portion that covers one end of the deceleration portion 31 in the axis O direction. The suspension bracket 102 is a non-rotating member like the outer ring 13 and the main body casing 38. On the other hand, the inner ring 12 is a rotating member that rotates integrally with the wheel wheel W. The suspension bracket 102 will be described in detail later.

The inner ring 12 includes an inner ring cylinder portion 12b and an inner ring flange 12c. The inner ring cylinder portion 12b is a cylindrical body longer than the outer ring 13, and is passed through the central hole of the outer ring cylinder member 13b. An inner ring flange 12c is formed at one end of the inner ring cylinder portion 12b protruding from the outer ring 13 to the outside of the in-wheel motor drive device 10 in the axis O direction. The inner ring flange 12c is formed with a through hole through which the fastening member 18 is passed. The fastening member 18 extends parallel to the axis O and projects outward in the vehicle width direction. A male screw is formed at the outer end of the fastening member 18 in the vehicle width direction. Further, the outer end portion of the fastening member 18 in the vehicle width direction penetrates the through hole formed in the brake disc 55 and the through hole formed in the wheel wheel W, and a tapered nut (not shown) is fastened. The inner ring flange 12c constitutes a coupling seat portion for coaxially coupling with the brake disc 55 and the wheel (wheel wheel W). The inner ring flange 12c is not circular and is notched at predetermined intervals in the circumferential direction. The inner ring 12 is coupled to the wheel wheel W by the inner ring flange 12c and rotates integrally with the wheel.

The inner ring cylinder portion 12b projects from the inner ring flange 12c toward the other in the axis O direction. A plurality of rows of rolling elements 14 are arranged in the annular space between the outer peripheral surface of the other region of the inner ring cylinder portion 12b in the O-direction and the inner peripheral surface of the outer ring cylinder member 13b. The outer peripheral surface of the inner ring cylinder portion 12b at the center of the axis O direction constitutes the inner raceway surface of the rolling elements 14 in the first row. The inner raceway ring 12r is fitted to the outer periphery of the other end of the inner ring cylinder portion 12b in the axis O direction. The outer peripheral surface of the inner raceway ring 12r constitutes the inner raceway surface of the rolling elements 14 in the second row. The sealing material 16 is further interposed in the annular space between the inner ring cylinder portion 12b and the outer ring cylinder member 13b. The sealing material 16 seals both ends of the annular space to prevent dust and foreign matter from entering. The output shaft 37 of the deceleration unit 31 is inserted into the center hole at the other end of the inner ring cylinder portion 12b in the O-direction of the axis and spline-fitted.

The motor unit 21 has a motor rotation 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 gap motor, but may be of another type. For example, although not shown, the motor unit 21 may be an axial gap motor.

The axis M, which is the center of rotation 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 portion 21 is offset so as to be separated from the axis O of the wheel hub bearing portion 11. Specifically, as shown in FIG. 3, the axis M of the motor unit is arranged in front of the vehicle with respect to the axis O. A terminal box 26 projecting upward is provided on the upper portion of the motor casing 25. Inside the terminal box 26, an end of a conducting wire extending from the stator coil of the stator 24 is installed. One end of a power line 82 extending from the outside of the in-wheel motor drive device 10 is connected and fixed to the terminal box 26. The motor unit 21 is a three-phase AC electric motor, and in this embodiment, three power lines 82 are arranged. However, the model of the motor unit 21 and the number of power lines 82 are not limited to this.

Returning to FIG. 8, both ends of the motor rotating shaft 22 are rotatably supported by the back surface portion 38b of the main body casing 38 and the motor casing cover 25v via rolling bearings 27 and 28. The motor casing 25 has a substantially cylindrical shape, is integrally coupled with the back surface portion 38b of the main body casing 38 at one end in the axis M direction, and is sealed with a plate-shaped motor casing cover 25v at the other end in the axis M direction. The main body casing 38, the motor casing 25, and the motor casing cover 25v constitute the casing of the in-wheel motor drive device 10. The motor unit 21 drives the inner ring 12.

The deceleration unit 31 is a three-axis parallel shaft gear reducer, and includes an input shaft 32s coaxially coupled to the motor rotation shaft 22 of the motor unit 21 and an input gear 32 coaxially provided on the outer peripheral surface of the input shaft 32s. , A plurality of intermediate gears 33, 35, an intermediate shaft 34 connected to the center of these intermediate gears 33, 35, an output shaft 37 coupled coaxially with the inner ring 12 of the wheel hub bearing portion 11, and an outer peripheral surface of the output shaft 37. It has an output gear 36 provided coaxially with the shaft, and a main body casing 38 accommodating these plurality of gears and a rotating shaft. The input shaft 32s extends along the axis M, the intermediate shaft 34 extends along the axis N, and the output shaft 37 extends along the axis O.

The input gear 32 is a small-diameter external gear, and is a large number of teeth formed on the outer periphery of the other end of the input shaft 32s in the axis M direction arranged along the axis M. A center hole extending along the axis M is formed at the other end of the input shaft 32s in the axial direction, and one end of the motor rotating shaft 22 in the axial direction is inserted so as to be fitted so as not to rotate relative to each other. The input shaft 32s is rotatably supported on both ends of the input gear 32 by the front portion 38f and the back portion 38b of the main body casing 38 via rolling bearings 32m and 32n.

The intermediate shaft 34 of the speed reducing portion 31 extends parallel to the axis O, 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 via bearings 34m and 34n. A first intermediate gear 33 and a second intermediate gear 35 are provided coaxially with the axis N of the intermediate shaft 34 in the central portion of the intermediate shaft 34. The first intermediate gear 33 and the second intermediate gear 35 are helical gears having external teeth, and the diameter of the first intermediate gear 33 is larger than the diameter of the second intermediate gear 35. The first intermediate gear 33 is arranged on the other side of the second intermediate gear 35 in the N direction of the axis and meshes with the input gear 32. The second intermediate gear 35 is arranged on one side in the N direction of the axis with respect to the first intermediate gear 33 and meshes with the output gear 36.

As shown in FIG. 1, the axis N of the intermediate axis 34 is arranged above the axis O and the axis M. Further, the axis N of the intermediate shaft 34 is arranged in front of the vehicle with respect to the axis O and behind the vehicle with respect to the axis M. It is understood that the reduction gear 31 is a three-axis parallel shaft gear reducer having axes O, N, and M extending in parallel with each other.

Returning to FIG. 8, the output gear 36 is an external gear, and is provided coaxially with the central portion of the output shaft 37. The output shaft 37 extends along the axis O. One end of the output shaft 37 in the O-direction is inserted into the center hole of the inner ring 12 and fitted in a relative non-rotatable manner. Such fittings are spline fittings or serration fittings. The tooth tip and the tooth bottom of the output gear 36 have a larger diameter than the inner ring flange 12c of the inner ring 12, but the tooth tip circle of the output gear 36 is smaller than the outer ring attachment member 13c. One end of the output gear 36 in the O-direction is rotatably supported by the front portion 38f of the main body casing 38 via a rolling bearing 36m. The other end of the output shaft 37 in the O-direction is rotatably supported by the back surface portion 38b of the main body casing 38 via the rolling bearing 36n.

The reduction gear 31 is formed by meshing a small-diameter drive gear and a large-diameter driven gear, that is, meshing an input gear 32 with a first intermediate gear 33, and meshing a second intermediate gear 35 with an output gear 36, thereby forming a motor rotary shaft 22. The rotation is decelerated and transmitted to the output shaft 37.

The main body casing 38 includes a cylindrical portion and a plate-shaped front portion 38f and a back surface portion 38b that cover both ends of the tubular portion. The tubular portion covers the internal parts of the deceleration 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 deceleration portion 31 from one side in the axial direction. The main body casing 38 occupies the central portion of the in-wheel motor drive device, and is also referred to as a deceleration portion casing because it forms the outer shell of the deceleration portion 31. The plate-shaped back surface portion 38b covers the internal parts of the deceleration portion 31 from the other side in the axial direction. The back surface portion 38b of the main body casing 38 is also a partition wall that is coupled to the motor casing 25 and partitions the deceleration portion 31 and the motor portion 21. The motor casing 25 is supported by the main body casing 38 and projects from the main body casing 38 to the other side in the axial direction. The main body casing 38 accommodates all the rotating elements (rotating shaft and gears) of the speed reducing unit 31.

The input shaft 32s, the intermediate shaft 34, and the output shaft 37 are both held and supported by the above-mentioned rolling bearings. Regarding the axial positions of the axes M, N, and O parallel to each other, the axial positions of the rolling bearings 32m, 34m, and 36m on one side in the axial direction overlap each other. More preferably, as shown in FIG. 8, the axial dimensions of these rolling bearings 32m, 34m, and 36m are made the same, and the axial positions of these rolling bearings are all the same. The axial positions of the rolling bearings 32n, 34n, 36n on the other side in the axial direction overlap each other. More preferably, the axial dimensions of these rolling bearings 32n, 34n, 36n are the same, and the axial positions of these rolling bearings are all the same. 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 dimensions of these gears are the same and their axial positions match. The input gear 32 and the first intermediate gear 33 are arranged on the other side in the axial direction, and the axial positions of these gears overlap each other. More preferably, the axial dimensions of these gears are the same and their axial positions match. As a result, the axial dimension of the deceleration unit 31 can be reduced.

As shown in FIG. 2, the suspension bracket 102 is a member attached to the in-wheel motor drive device 10. 6 and 7 are schematic views showing the suspension bracket 102 taken out from the in-wheel motor drive device 10. For reference, FIGS. 6 and 7 show the peripheral parts of the suspension bracket 102 by virtual lines. The suspension bracket 102 is one member and includes an upper suspension bracket 102b, a central portion 102a, and a lower suspension bracket 102d. The central portion 102a is attached and fixed to the outer ring 13 as described above (reference numeral 102 in FIG. 8). As shown in FIG. 7, the central portion 102a has an opening 102c. As shown in FIG. 8, the opening 102c receives the outer ring 13 of the in-wheel motor drive device 10. The central portion 102a is fastened to the outer ring 13 with bolts 15. The inner ring 12 penetrates the opening 102c. The upper suspension bracket 102b projects upward from the central portion 102a, extends from the outside in the vehicle width direction to the inside above the motor portion 21, and is coupled to the damper 74 at the tip portion inside the vehicle width direction. The lower suspension bracket 102d projects downward from the central portion 102a and is connected to the lower arm 71 at the tip portion.

Here, it is added that the upper suspension bracket 102b is connected to the damper 74 so as to grasp the lower end region of the damper 74, that is, the outer peripheral surface of the outer cylinder, and the connecting portion is above the lower end of the damper 74. Located in. Therefore, as shown in FIG. 3, the lower end portion of the damper 74 projects downward from the joint portion between the upper suspension bracket 102b and the damper 74, and is adjacent to the motor portion 21. Further, the lower end portion of the damper 74 is adjacent to the lower casing portion 39. The lower end of the damper 74 is adjacent to the terminal box 26 in front of the vehicle.

As shown in FIG. 3, the brake disc 55 is arranged coaxially with the axis O. The brake caliper 61 is arranged behind the suspension bracket 102 and the damper 74. The brake caliper 61 is supported by the suspension bracket 102 and presses and brakes the rotating brake disc 55. To facilitate understanding of the drawings, the hat-shaped brake discs 55 shown in FIGS. 2-5 and 8 are illustrated in FIG.

Next, the protective structure of the power line 82 will be described.

As shown in FIG. 2, one end of a plurality of power lines 82 is inserted into the terminal box 26 to be connected and fixed, and the other end is connected to an electric device (for example, an inverter) mounted on a vehicle body (not shown). .. Each power line 82 includes one end, a lead-out portion 82b continuous with the one end portion, a second portion 82c continuous with the pull-out portion 82b, and a third portion 82d continuous with the second portion 82c. The drawer portion 82b extends from the vertical surface of the terminal box 26 so as to be drawn out of the terminal box 26, and faces the rear of the vehicle as shown in FIG. Further, the drawer portion 82b extends upward while bending as shown in FIG. In the present specification, the power line 82 is also referred to as an electric wire.

As shown in FIG. 2, the second portion 82c extends from the outside to the inside in the vehicle width direction with respect to the damper 74, and crosses the lower end region of the damper 74. However, the second portion 82c bypasses the damper 74 by extending along the outer peripheral surface of the outer cylinder of the damper 74 so as not to intersect the damper 74. Further, the second portion 82c bends and extends from the terminal box 26 side toward the vehicle body side while changing the direction from upward to downward, and is arranged in an inverted U shape. As shown in FIGS. 2 and 3, the outer peripheral surface of the damper 74 outer cylinder is grasped by the C-shaped cross section of the upper suspension bracket 102b. Therefore, the second portion 82c is arranged adjacent to the upper suspension bracket 102b and indirectly extends along the outer peripheral surface of the outer cylinder of the damper 74.

The third portion 82d extends straight downward along the lower end of the damper 74. Further, the third portion 82d is gripped by the clamp member 83 and is arranged inside the damper 74 in the vehicle width direction. As shown in FIG. 3, the clamp member 83 is installed on the in-wheel motor drive device 10 at both ends in the vehicle front-rear direction, and grips the third portion 82d at the central portion in the vehicle front-rear direction. Further, the vertical position of the clamp member 83 overlaps with the lower end portion of the damper 74. In this way, the clamp member 83 is attached to the in-wheel motor drive device 10. Alternatively, as a modification (not shown), the clamp member 83 may be attached to the damper 74. Although not shown, the region of each power line 82 on the vehicle body side of the third portion 82d extends inward in the vehicle width direction.

As shown in FIG. 5, the upper portion of the deceleration unit 31 and the lower end region of the damper 74 face each other in the horizontal direction with a gap in the axis O direction (which is also the vehicle width direction) to partition the space S. As shown in FIG. 2, the upper portion of the deceleration unit 31 adjacent to the space S is a portion of the in-wheel motor drive device different from the terminal box 26. Since the upper portion of the deceleration portion 31 covers the drawer portion 82b from the outside in the vehicle width direction, it is also referred to as a shielding member. As shown in FIG. 3, the damper 74 does not overlap with the motor unit 21 when viewed in the O direction of the axis line. The space located on the back side of the paper surface in FIG. 3 (reference numeral S in FIG. 2) and the upper portion of the deceleration unit (reference numeral 31 in FIG. 2) do not overlap with the motor unit 21 when viewed in the O direction of the axis. In the present specification, the upper part of the deceleration unit 31 is also referred to as a first region. Intermediate gears 33 and 35 of the deceleration unit 31 are internally provided in the upper part of the deceleration unit 31.

The terminal box 26 is adjacent to the terminal box 26 in a direction perpendicular to the axis O (also in front of the vehicle) when viewed from the space S. In this way, the space S is a recessed space adjacent to the deceleration unit 31, the terminal box 26, and the damper 74, and is surrounded on three sides by the first member, the second member, and the third member, and toward one side. It is open. As a modification (not shown), the arrangement of the upper portion of the speed reducing portion 31, the terminal box 26, and the lower end region of the damper 74 surrounding the space S from three sides may be interchanged.

As shown in FIG. 5, the space S opens toward the side opposite to the terminal box 26, that is, toward the rear of the vehicle. The drawer portion 82b of the power line 82 is arranged in the space S. The sleeve 84 through which each drawer portion 82b is passed is attached and fixed to the surface of the terminal box 26 by bolts 85. The surface of the terminal box 26 referred to here is a substantially vertical plane adjacent to the space S. Of course, the axis O extends horizontally on a horizontal road surface.

As shown in FIG. 2, the upper suspension bracket 102b faces the lower casing portion 39 via the space S. The casing portion 39 is an outer portion of the in-wheel motor drive device 10, and projects from the motor portion 21 to the rear of the vehicle. Specifically, as shown in FIG. 4, the casing portion 39 is formed on the outer peripheral surface of the motor casing 25 and projects in the outer diameter direction. Further, as shown in FIG. 2, the casing portion 39 projects from the back surface portion 38b of the main body casing 38 (FIG. 8) in the other direction in the axis O direction (inside in the vehicle width direction). As shown in FIG. 2, when viewed in the front-rear direction of the vehicle, the space S is also a tunnel space surrounded by the back surface portion 38b, the casing portion 39, the damper 74, and the upper suspension bracket 102b from all sides. Then, the space S opens to the rear of the vehicle. The upper suspension bracket 102b is arranged so as to cover the space S so as to be understood in comparison with FIGS. 5 and 4. It is added here that the casing portion 39 is coupled to the main body casing 38 and the motor casing 25, and these may be separate members or may be integrated. The casing portion 39 is a region of the motor casing 26 different from the portion where the terminal box 26 is provided, and is adjacent to the space S from below. In the present specification, the casing portion 39 is also referred to as a second region.

By the way, according to the structure of the first embodiment, the in-wheel motor drive device 10 having the wheel hub bearing portion 11, the motor portion 21, and the deceleration portion 31, and the member extending in the vertical direction, the lower end region thereof is the in-wheel motor drive. It includes a damper 74 that is coupled to the device 10 and has an upper end connected to a vehicle body side member, and a power line 82 having one end connected to the terminal box 26 and the other end connected to the vehicle body side member. As shown in FIG. 5, the upper portion of the deceleration unit 31, the terminal box 26, and the damper 74 are arranged in this order with respect to the position of the wheel hub bearing portion 11 in the axis O direction, and the terminal box 26 has the damper 74 and the upper portion of the deceleration unit 31. Adjacent to the intervening space S. Then, of the power lines 82, a drawer portion 82b extending so as to be pulled out from the terminal box 26 is arranged in the space S. As a result, the drawer portion 82b is shielded by the upper portion of the deceleration portion 31, the terminal box 26, and the damper 74, and is protected from the flying stones.

Further, according to the first embodiment, with respect to the axis O of the wheel hub bearing portion 11, the motor portion 21 is arranged at a position in the axis O direction different from the deceleration portion 31, and a part of the in-wheel motor drive device 10 adjacent to the space S is. The terminal box 26 is a part of the deceleration unit 31, and the terminal box 26 is provided in one portion of the motor unit 21 in the axis O direction near the deceleration unit 31, and the damper 74 is in the motor unit 21 in the axis O direction far from the deceleration unit 31. Arranged next to each other. By providing the terminal box 26 in the motor unit 21 in this way, the wiring structure inside the motor unit 21 can be simplified.

Further, according to the first embodiment, the terminal box 26 is provided so as to project upward from the cylindrical motor casing 25 forming the outer shell of the motor portion 21, and a part of the deceleration portion 31 adjacent to the space S is decelerated. It is the upper part of the portion 31, and accommodates the upper parts of the intermediate gears 33 and 35. The lead-out portion 82b of the power line 82 extends so as to be pulled out horizontally from the terminal box 26. As a result, the terminal box 26 is set at a distance far from the road surface, and the motor casing 25 is interposed between the terminal box 26 and the road surface. Therefore, it is possible to reduce the probability that the stepping stones will fly to the drawer portion 82b from below.

Further, according to the first embodiment, the in-wheel motor drive device 10 further has an upper suspension bracket 102b, and one end of the upper suspension bracket 102b is coupled to an outer ring 13 which is a fixed ring of the wheel hub bearing portion 11, and the upper suspension is suspended. The other end of the bracket 102b is connected to the lower end region of the damper 74, and the upper suspension bracket 102b covers the space S from above. As a result, the risk of a stepping stone colliding with the drawer portion 82b is further reduced. As a modification (not shown), one end of the upper suspension bracket 102b may be coupled to the main body casing 38 forming the outer shell of the deceleration portion 31. Even in such a modification, the drawer portion 82b is covered with the upper suspension bracket 102b from above.

Further, according to the first embodiment, the in-wheel motor drive device further has a casing portion that covers the space from below. As a result, the drawer portion 82b is covered with the casing portion 39 from below, and the risk of flying stones colliding with the drawer portion 82b is further reduced.

Further, according to the first embodiment, the power line 82 as an electric wire further includes a second portion 82c continuous with the extraction portion 82b and a third portion 82d continuous with the second portion 82c. As shown in FIG. 2, the second portion 82c further extends upwardly from the drawer portion 82b, and further extends in an inverted U shape so as to cross the outer cylinder of the damper 74 and further bend downward. Be routed. The third portion 82d extends downward along the lower end region of the damper 74. Further, a clamp member 83 for holding the third portion 82d on the side opposite to the terminal box 26 when viewed from the lower end region of the damper 74 is further provided. Since the second portion 82c and the third portion 82d of the power line 82 are arranged around the damper in this way, when the in-wheel motor drive device 10 steers around the damper 74, the power line 82 by steering is steered. The twist of the wheel can be absorbed by the third portion 82d. Further, the length of the power line 82 can be sufficiently secured, and the burden of repeatedly bending and stretching the power line 82 at the time of the bound rebound of the in-wheel motor drive device 10 due to the expansion and contraction of the damper 74 can be reduced.

Next, a second embodiment of the present invention will be described. FIG. 9 is a schematic view showing the second embodiment, and shows a state seen from the rear of the vehicle. FIG. 10 is a schematic view showing a second embodiment, and shows a state seen from the inside in the vehicle width direction. FIG. 11 is a schematic view showing a second embodiment, and shows a state seen from above as shown by an arrow XI in FIG. Regarding the second embodiment, the same reference numerals will be given to the configurations common to the above-described embodiments, and the description thereof will be omitted, and different configurations will be described below. In the second embodiment, the suspension device 70 further includes an upper arm 72.

The upper arm 72 is a V-shaped arm member extending in the vehicle width direction, and has an outer end 72a in the vehicle width direction and inner ends 72b, 72c in the vehicle width direction. The reason for having the two inner ends 72b and 72c in the vehicle width direction is that the upper arm 72 branches from the outer end 72a in the vehicle width direction and extends inward in the vehicle width direction. The upper arm 72 is connected to a vehicle body side member (not shown) at the inner ends 72b and 72c in the vehicle width direction. The upper arm 72 can swing in the vertical direction with the inner ends 72b and 72c in the vehicle width direction as the base ends and the outer ends 72a in the vehicle width direction as the free ends.

Also in the second embodiment shown in FIGS. 9 to 11, the drawer portion 82b can be protected from the stepping stones as in the above-described embodiment.

Next, a third embodiment of the present invention will be described.

FIG. 12 is a schematic view showing a wiring structure of an in-wheel motor electric wire according to a third embodiment of the present invention, and shows a state seen from above. Regarding the third embodiment, the same reference numerals will be given to the configurations common to the above-described embodiments, and the description thereof will be omitted, and different configurations will be described below. The wiring structure of the third embodiment includes a terminal box 26 provided in the in-wheel motor drive device 10, a damper 74 having one end connected to the in-wheel motor drive device 10 and the other end connecting to a vehicle body side member (not shown). An electric wire 82 having one end connected to the terminal box 26 and the other end connecting to an electric device provided on a vehicle body side member (not shown) and a shielding member Ws are provided, and the terminal box 26, the damper 74, and the shielding member Ws are provided. The selected first member Ws and the second member 74 face each other with a space S open, the remaining third member 26 is adjacent to the space S, and the space S is opened toward the side opposite to the third member 26. A drawer portion 82b of the electric wire 82 extending so as to be pulled out from the terminal box 26 is arranged in the space S. Here, the shielding member Ws is specifically a spoke portion of the wheel wheel W. The shielding member Ws may include a wheel cover which is a disk member detachably attached to the spoke portion.

In FIG. 12, the damper 74 is represented by a cross-sectional shape and extends in the vertical direction. The shielding member Ws, the terminal box 26, and the damper 74 are arranged in this order in the vehicle width direction, and the shielding member Ws is located on the outermost side in the vehicle width direction. The shielding member Ws and the damper 74 face each other via the space S, and the terminal box 26 is arranged between the shielding member Ws and the damper 74 and is adjacent to the space S. The shielding member Ws and the damper 74 are also adjacent to the space S.

The in-wheel motor drive device 10 shown by a virtual line in FIG. 12 is arranged in an inner space region of the wheel wheel W including the shielding member Ws which is a spoke portion and the rim portion Wr. However, it suffices that at least a part of the in-wheel motor drive device 10 is arranged in the inner space region of the wheel wheel W, and the arrangement can be slightly changed in addition to those shown in FIG. The rest of the electric wire 82 excluding the lead-out portion 82b is represented by a virtual line, which is shown in FIG. 12 and can be slightly rearranged.

According to the third embodiment, since the electric wire drawing portion 82b is arranged in the space S surrounded by the terminal box 26, the damper 74, and the shielding member Ws from three sides, the drawing portion 82b is the terminal box 26, the damper 74, And it is covered from three sides by the shielding member Ws. That is, the space S is a space like a concave portion, and the risk of a stepping stone colliding with the drawer portion 82b is reduced.

Although the embodiment of the present invention has been described above with reference to the drawings, the present invention is not limited to that of the illustrated embodiment. It is possible to make various modifications and modifications to the illustrated embodiment within the same range as the present invention or within the same range. As a modification (not shown), the upper suspension bracket 102b and the lower suspension bracket 102d may be separate members. The speed reduction unit 31 may be a parallel axis gear reducer having two or four axes, or may include a planetary gear set.

The wiring structure of the in-wheel motor electric wire according to the present invention is advantageously used in electric vehicles and hybrid vehicles.

10 in-wheel motor drive, 11 wheel hub bearings,
12 inner ring, 13 outer ring, 14 rolling element,
21 Motor section, 25 Motor casing,
25v motor casing cover, 26 terminal box,
31 Deceleration part (shielding member), 38 Main body casing,
38b back part, 38f front part,
39 Casing part (second area),
55 Brake Disc, 61 Brake Caliper,
70 Suspension device, 71 Lower arm,
73 struts, 74 dampers,
82 power line (electric wire), 82b drawer part,
82c 2nd part, 82d 3rd part, 83 Clamp member,
84 sleeves, 85 bolts, 102 suspension brackets,
102a suspension bracket center, 102b upper suspension bracket,
102c opening, 102d lower suspension bracket,
M, N, O axis, S space, W wheel wheel,
Ws spokes (shielding member).

Claims (5)

The terminal box provided in the in-wheel motor drive unit and
A damper whose one end side is connected to the in-wheel motor drive device and whose other end side is connected to the vehicle body side member.
An electric wire having one end connected to the terminal box and the other end connected to an electric device provided on the vehicle body side member.
With respect to the axis that serves as the rotation center axis of the in-wheel motor drive device, the deceleration portion of the in-wheel motor drive device includes a first region that does not overlap with the motor section of the in-wheel motor drive device when viewed in the axial direction.
The first region and the damper face each other with a space,
The terminal box is arranged adjacent to the first region and the damper and is adjacent to the space, and the space is open toward the side opposite to the terminal box.
An in-wheel motor electric wire wiring structure in which a drawer portion of the electric wire extending so as to be drawn out from the terminal box is arranged in the space. The wiring structure for an in-wheel motor electric wire according to claim 1, wherein the terminal box is arranged between the first region and the damper. The terminal box is provided so as to project upward from the motor casing forming the outer shell of the motor portion.
The first region is the upper part of the deceleration portion, and faces the damper in the horizontal direction through the space.
A second region of the motor casing, which is different from the portion where the terminal box is provided, is adjacent to the space from below.
The in-wheel motor electric wire according to claim 1 or 2, wherein the lead-out portion of the electric wire is located above the second region of the motor casing and extends so as to be horizontally drawn out from the terminal box. Wire structure. The in-wheel motor drive device is coupled to the deceleration section casing forming the outer shell of the deceleration section and / or the fixed wheel of the wheel hub bearing portion of the in-wheel motor drive device at one end, and to the lower end region of the damper at the other end. The wiring structure for an in-wheel motor electric wire according to claim 3, further comprising an upper suspension bracket that is coupled and covers the space from above. The electric wire further includes a second portion continuous with the drawer portion and a third portion continuous with the second portion.
The second portion further extends from the drawer portion so as to bend upward, and further extends so as to bend downward across the damper while bypassing the damper.
The third portion extends downward along the lower end region of the damper.
The wiring structure for an in-wheel motor electric wire according to claim 4 , further comprising a clamp member that holds the third portion on the side opposite to the terminal box when viewed from the lower end region of the damper.

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