WO2018180422A1

WO2018180422A1 - Electrical wire routing structure for in-wheel motor

Info

Publication number: WO2018180422A1
Application number: PCT/JP2018/009521
Authority: WO
Inventors: 直哉竹内; 四郎田村; 真也太向
Original assignee: Ntn株式会社
Priority date: 2017-03-31
Filing date: 2018-03-12
Publication date: 2018-10-04
Also published as: JP2018171983A; JP7084110B2; CN108688459A

Abstract

The routing structure is provided with: a terminal box (26) disposed on an in-wheel motor drive device (10); a damper (74) coupled to the in-wheel motor drive device at one end and to a vehicle-side member at the other end; electrical wires (82) connected to the terminal box at one end and to an electrical device disposed on the vehicle-side member at the other end; and a shielding member (Ws). A first member (Ws) and second member (74) selected from among the terminal box, the damper, and the shielding member face each other with a space (S) therebetween, the remaining third member (26) is positioned adjacent to the space, the space is open on the side opposite to the third member, and in the space is disposed a pull-out portion (82b) of the electrical wires which extends as though pulled out from the terminal box.

Description

In-wheel motor electrical wire routing structure

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

Conventionally known is a technique in which an electric in-wheel motor is provided inside a wheel of an electric vehicle and the wheel is driven by the in-wheel motor. Such an electric vehicle is advantageous in that it is not necessary to mount an engine or a motor on the vehicle body, and the interior space of the vehicle body such as a living room space or a cargo space can be enlarged. An in-wheel motor is connected to the body of the electric vehicle via a suspension device. In addition, an in-wheel motor control unit, a battery, and an inverter are mounted on the vehicle body. Then, the in-wheel motor coupled to the unsprung portion (wheel side) of the suspension device and the inverter mounted on the unsprung portion (vehicle body side) of the suspension device are connected by electric wires such as power lines and signal lines. As power lines for supplying electric power from an inverter to an in-wheel motor, conventionally, 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 attached to the in-wheel motor by the clamp member.

Japanese Patent No. 4628136 JP 2006-240430 A

However, the conventional power lines cause the problems described below. That is, the terminal box is attached to the outer peripheral surface of the cylindrical in-wheel motor. The power line extends so as to be pulled out from the terminal box, and the drawer portion is not surrounded at all and is suspended in the space in the wheel house. If it does so, a stepping stone will collide with a drawer part during driving | running | working, and the durability of a drawer part will be impaired.

The present invention has been made in view of the above circumstances, and an object thereof is to provide a technique for improving the durability of a power line, particularly a drawer portion.

For this purpose, the in-wheel motor electric wire routing structure according to the present invention includes a terminal box provided in the in-wheel motor drive device, and a damper having one end connected to the in-wheel motor drive and the other end connected to the vehicle body side member. And an electrical wire for connecting one end to the terminal box and the other end to an electrical device provided on the vehicle body side member, and a shielding member. The first member and the second member selected from the terminal box, the damper, and the shielding member face each other with a space therebetween, and the remaining third member is adjacent to the space, and this space is opposite to the third member. A lead-out portion that is open toward the side and extends so as to be drawn out from the terminal box of the electric wire is disposed in this space.

According to the present invention, since the electric wire drawing portion is arranged in the space surrounded by the terminal box, the damper, and the shielding member from three directions, the drawing portion is covered by the terminal box, the damper, and the shielding member from three sides. . That is, the space described above is a space like a recess, and the risk that a stepping stone collides with the drawer portion is reduced. The electric wire is, for example, a power line that supplies electric power to the motor unit of the in-wheel motor drive device. Alternatively, the electric wire may be a signal line connected to a sensor inside the in-wheel motor driving device, for example.

The location of the terminal box is not particularly limited. As a preferred embodiment of the present invention, the shielding member and the damper face each other through the space described above, and the terminal box is disposed between the shielding member and the damper and is adjacent to the space described above.

Shielding member is not particularly limited. According to such an embodiment, the in-wheel motor drive device is installed in an inner space of a wheel wheel having a spoke part and a rim part, and the shielding member is a spoke part of the wheel wheel. Since the electrical wire drawer part is placed in the space surrounded by the box, damper, and spoke part from three sides, the drawer part is covered by the terminal box, damper, and spoke part from three sides, and the stepping stone collides with the drawer part Risk is reduced. The rim portion is cylindrical, and the inner peripheral surface of the rim portion is coupled to the outer peripheral edge of the spoke portion. A wheel wheel is not specifically limited, For example, a spoke part and a rim | limb part may be integrally joined. Such wheel wheels include forged or cast metal wheels. A disc-shaped wheel cover may be detachably attached to the spoke part, and the wheel cover is included in the spoke part of the wheel. The shape of the spoke portion is not particularly limited, and for example, a shape extending radially from the hub of the wheel may be used, or a through opening may be formed between the spokes adjacent in the circumferential direction. Or a spoke part does not have a through-opening and may be disk shape.

Shielding member is not particularly limited. As other embodiment of this invention, a shielding member is a part different from a terminal box among in-wheel motor drive devices. According to such an embodiment, since the drawing portion of the electric wire is disposed in a space surrounded from three sides by the terminal box, the damper, and the other portion of the in-wheel motor driving device of the in-wheel motor driving device, the drawing portion is The terminal box of the in-wheel motor drive device, the damper, and other parts of the in-wheel motor drive device are covered from three sides, and the risk of the stepping stones colliding with the drawer portion is reduced.

As a more preferred embodiment of the present invention, a first region where the speed reduction portion of the in-wheel motor drive device does not overlap with the motor portion of the in-wheel motor drive device when viewed in the axial direction is related to the axis that is the rotation center axis of the in-wheel motor drive device. The other part of the in-wheel motor drive device described above is the first region of the reduction unit, and faces the damper through the space described above, and the terminal box is disposed adjacent to the first region and the damper. Adjacent to space.

As a further preferred embodiment of the present invention, the terminal box is provided so as to protrude upward from the motor casing that forms the outer portion of the motor portion, and the first region is an upper portion of the speed reduction portion, and the damper and the horizontal direction through the space described above. The second region of the motor casing, which is different from the portion where the terminal box is provided, is adjacent to the space described above from below, and the lead-out portion of the electric wire is located above the second region of the motor casing and extends from the terminal box. It extends to be pulled out in the horizontal direction. According to this embodiment, since the motor unit is provided with the terminal box, the wiring structure inside the motor unit can be simplified. As another embodiment, the terminal box is not provided in the motor casing of the motor unit, but is provided in a location away from the motor unit, for example, in the speed reduction unit casing.

Moreover, according to this 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 includes a casing portion adjacent to the space described above from below instead of the motor casing. As still another embodiment of the present invention, the space may be covered from below with a cover or the like of another member without arranging the casing portion of the in-wheel motor drive device below the space described above.

Also, according to such an embodiment, the terminal box is at a distance 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 the stepping stones fly from below to the drawer portion. As another embodiment, the terminal box may be provided so as to protrude from the motor casing in the vehicle front-rear direction.

As a preferred embodiment of the present invention, an in-wheel motor drive device is coupled to a reduction gear casing and / or a fixed wheel of a wheel hub bearing portion of the in-wheel motor drive device at one end and an damper of the damper at the other end. The upper suspension bracket is further connected to the lower end region and covers the space described above from above. According to this 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 at a position that is not adjacent to such a space.

As a further preferred embodiment of the present invention, the electric wire further includes a second portion that is continuous with the lead portion, and a third portion that is continuous with the second portion, and the second portion is further bent so as to be bent upward from the lead portion. It extends further so as to bend downward across the damper while bypassing the damper, the third part extends downward along the lower end part of the damper, and the third part is opposite to the terminal box as viewed from the lower end region of the damper A clamp member is further provided on the side. According to this embodiment, since the second portion and the third portion of the electric wire are arranged around the damper, when the in-wheel motor drive device turns around the damper, the electric wire is twisted by turning. It can be absorbed in the second part and the third part. Moreover, the length of the electric wire can be sufficiently secured, and the burden of the electric wire being repeatedly bent and stretched when the in-wheel motor drive device is bound and rebounded by expansion and contraction of the damper can be reduced. The clamp member may be attached to the damper or attached to the in-wheel motor drive device.

Thus, 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 with respect to aging 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 represents the state seen from the vehicle width direction outer side. It is a mimetic diagram showing a 1st embodiment, and represents the state seen from the vehicles back. It is a schematic diagram which shows 1st Embodiment, and represents the state seen from the vehicle width direction inner side. It is a schematic diagram which shows 1st Embodiment, and represents the state seen from upper direction. FIG. 5 is a schematic view illustrating the wiring of power lines by omitting the suspension bracket in FIG. 4. It is a schematic diagram which takes out and shows the suspension bracket of 1st Embodiment, and represents the state seen from the vehicle front. It is a schematic diagram which takes out and shows the suspension bracket of 1st Embodiment, and represents the state seen from the vehicle width direction outer side. It is an expanded sectional view taking out and showing the in-wheel motor drive of a 1st embodiment. It is a schematic diagram which shows the wiring structure of the in-wheel motor electric wire which becomes 2nd Embodiment of this invention, and represents the state seen from the vehicle back. It is a schematic diagram which shows 2nd Embodiment, and represents the state seen from the vehicle width direction inner side. It is a schematic diagram which shows 2nd Embodiment, and represents the state seen from upper direction. It is a schematic diagram which shows the wiring structure of the in-wheel motor electric wire which becomes 3rd Embodiment of this invention, and represents the state seen from upper direction.

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

The rim portion Wr and the spoke portion Ws of the wheel wheel W define an inner space area of the wheel. The in-wheel motor drive device 10 is disposed in the inner space area. A tire (not shown) is fitted to the outer periphery of the wheel W. The wheel W and the tire constitute a wheel. 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 a vehicle body (not shown) to constitute 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 according to the first embodiment is a strut suspension device, and includes a lower arm 71 extending in the vehicle width direction and a strut 73 disposed above the lower arm 71 and extending in the vertical direction. The strut 73 is a suspension member that is located above the axis O that is the rotation center axis of the in-wheel motor drive device 10 and that is disposed on the inner side in the vehicle width direction than the wheel wheel W. Further, the position of the strut 73 in the vehicle width direction overlaps 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 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 W. The vehicle body side member refers to a member attached to the vehicle body side as viewed from 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. On the outer peripheral surface of the damper 74, a bowl-shaped lower coil spring seat 75 is provided. The lower coil spring seat 75 supports a lower end of a coil spring (not shown) that is coaxially disposed 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 disposed below the axis O of the in-wheel motor drive device 10, and includes a vehicle width direction outer end 71a (FIG. 1) and vehicle width direction inner ends 71b and 71c (FIG. 3). Including. 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 vehicle width direction inner ends 71b and 71c. The lower arm 71 can swing in the vertical direction with the vehicle width direction inner ends 71b and 71c as base ends and the vehicle width direction outer end 71a as a free end. A 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 and constitutes the turning axis K. The turning axis K basically extends in the vertical direction, but may be slightly inclined in the vehicle width direction and / or the vehicle longitudinal direction. As shown in FIGS. 1 and 2, the strut 73 and the damper 74 extend substantially along the turning axis K.

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

Next, the in-wheel motor drive device will be described. FIG. 8 is a developed cross-sectional view showing the in-wheel motor drive device of the first embodiment. 8 is a developed plane obtained by connecting the plane including the axis M and the axis N shown in FIG. 1 and the plane including the axis N and the axis O in this order.

As shown in FIG. 8, the in-wheel motor drive device 10 decelerates rotation of the wheel hub bearing portion 11 connected to the center of the wheel wheel W, the motor portion 21 that drives the wheel W of the wheel, and the motor portion. The speed reduction part 31 which transmits to the wheel hub bearing part 11 is provided. The motor unit 21 and the speed reduction unit 31 are not arranged coaxially with the axis O of the wheel hub bearing unit 11 but are offset from the axis O of the wheel hub bearing unit 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 disposed on one side (outboard side) in the axial direction of the in-wheel motor driving device 10, and the motor portion 21 is on the other side (inboard side) in the axial direction of the in-wheel motor driving device 10. The speed reduction part 31 is arrange | positioned in the axial direction center part of the in-wheel motor drive device 10. FIG. The wheel hub bearing portion 11 and the speed reduction portion 31 are accommodated in an in-wheel area defined by the rim portion Wr and the spoke portion Ws of the wheel W. The motor unit 21 protrudes in the axial direction from the wheel inner space.

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 annular gaps disposed between the inner ring 12 and the outer ring 13. It has rolling elements 14 and constitutes an axis O as an axle. The center of rotation of the inner ring 12 coincides with an 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 center, and the steel outer ring cylinder member 13b is press-fitted and fixed in the through hole. Thereby, the outer ring attachment member 13c functions as an outer ring flange. A cylindrical portion 13e is formed at the center of the outer ring attachment member 13c so as to protrude to the other side in the axis O direction along the through hole. The cylinder part 13e is fitted to the outer ring cylinder member 13b on the inner peripheral surface. Moreover, the cylinder part 13e fits in the opening formed in the front part 38f mentioned later by an outer peripheral surface. A projection 13d that protrudes 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 in the axis O direction. As a modification not shown, the outer ring cylinder member 13b and the outer ring attachment member 13c may be integrally formed.

The outer ring attachment member 13c as an outer ring flange is provided with a plurality of female screw holes 13f and a plurality of through holes 13h 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. The shaft portion of each bolt 15 passes through the through hole 102h of the suspension bracket 102 and is screwed into the female screw hole 13f. The head of each bolt 15 protrudes from the suspension bracket 102 in one direction of the axis O. Notches 13g and 13j having a predetermined shape for receiving and engaging the suspension bracket 102 are formed on the outer edge of the outer ring attachment member 13c. For ease of understanding, FIG. 8 shows only a part of the suspension bracket 102 and omits the remaining part.

The shaft portion of each bolt 17 passes through the through hole 13h and is screwed into a 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 a notch 13j formed on the outer edge of the outer ring attachment member 13c. Thereby, the outer ring 13 is attached and fixed to the main body casing 38. The main body casing 38 is supported by the suspension bracket 102 via the outer ring 13. The front portion 38 f is a casing wall portion that covers one end of the speed reduction portion 31 in the axis O direction. 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 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 center hole of the outer ring cylinder member 13b. An inner ring flange 12c is formed at one end of the inner ring cylinder 12b projecting from the outer ring 13 to the outside of the in-wheel motor drive device 10 in the axis O direction. A through hole through which the fastening member 18 is passed is formed in the inner ring flange 12c. The fastening member 18 extends in parallel with the axis O and protrudes 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. Moreover, the vehicle width direction outer side edge part of the fastening member 18 penetrates the through-hole formed in the brake disc 55, and the through-hole formed in the wheel wheel W, and the taper nut which is not shown in figure is fastened. The inner ring flange 12c constitutes a coupling seat portion for coupling coaxially with the brake disc 55 and the wheel (wheel wheel W). The inner ring flange 12c is not circular but is notched at a predetermined interval in the circumferential direction. The inner ring 12 is coupled to the wheel W by an inner ring flange 12c and rotates integrally with the wheel.

The inner ring cylinder portion 12b protrudes from the inner ring flange 12c to the other side in the axis O direction. A plurality of rows of rolling elements 14 are arranged in an annular space between the outer peripheral surface of the other region in the axis O direction of the inner ring cylinder portion 12b and the inner peripheral surface of the outer ring cylinder member 13b. The outer peripheral surface of the central portion in the axis O direction of the inner ring cylinder portion 12b constitutes the inner raceway surface of the rolling elements 14 in the first row. The inner race 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 race 12r constitutes the inner race of the second row of rolling elements 14. A 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 intrusion of dust and foreign matter. The output shaft 37 of the speed reduction part 31 is inserted into the center hole at the other end in the axis O direction of the inner ring cylinder part 12b and is splined.

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

The axis M that is the rotation center of the motor rotation shaft 22 and the rotor 23 extends in parallel with the axis O of the wheel hub bearing portion 11. That is, the motor unit 21 is disposed offset from the axis O of the wheel hub bearing unit 11. 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 protruding upward is provided on the upper portion of the motor casing 25. Inside the terminal box 26, an end portion 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 motor, and three power lines 82 are arranged in the present embodiment. However, the model of the motor unit 21 and the number of the power lines 82 are not limited to this.

Returning to FIG. 8, both end portions of the motor rotating shaft 22 are rotatably supported by the back portion 38 b of the main body casing 38 and the motor casing cover 25 v via the rolling

bearings

27 and 28. The motor casing 25 has a substantially cylindrical shape, and is integrally coupled to the back surface portion 38b of the main body casing 38 at one end in the axis M direction, and the other end in the axis M direction is sealed with a plate-like motor casing cover 25v. The main body casing 38, the motor casing 25, and the motor casing cover 25v constitute a casing of the in-wheel motor driving device 10. The motor unit 21 drives the inner ring 12.

The speed reduction unit 31 is a three-axis parallel shaft gear speed reducer, and includes an input shaft 32s that is coaxially coupled to the motor rotation shaft 22 of the motor unit 21, and an input gear 32 that is coaxially provided on the outer peripheral surface of the input shaft 32s. A plurality of

intermediate gears

33, 35, an intermediate shaft 34 coupled 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 11, and an outer peripheral surface of the output shaft 37 And an output gear 36 provided coaxially therewith, and a main body casing 38 that accommodates the plurality of gears and the 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 arranged along the axis M in the direction of the axis M. A central hole extending along the axis M is formed at the other end in the axial direction of the input shaft 32s, and one end in the axial direction of the motor rotating shaft 22 is inserted so as to be relatively non-rotatable. The input shaft 32s is rotatably supported by the front portion 38f and the rear portion 38b of the main body casing 38 via rolling

bearings

32m and 32n on both ends of the input gear 32.

The intermediate shaft 34 of the speed reduction portion 31 extends in parallel with 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 at the center of the intermediate shaft 34. The first intermediate gear 33 and the second intermediate gear 35 are external helical gears, and the diameter of the first intermediate gear 33 is larger than the diameter of the second intermediate gear 35. The first intermediate gear 33 is disposed on the other side in the axis N direction with respect to the second intermediate gear 35 and meshes with the input gear 32. The second intermediate gear 35 is disposed on one side in the axis N direction from the first intermediate gear 33 and meshes with the output gear 36.

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

Returning to FIG. 8, the output gear 36 is an external gear and is provided coaxially at the center of the output shaft 37. The output shaft 37 extends along the axis O. One end of the output shaft 37 in the direction of the axis O is inserted into the center hole of the inner ring 12 and is fitted so as not to be relatively rotatable. Such fitting is spline fitting or serration fitting. The tooth tip and the tooth bottom of the output gear 36 are larger in 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 direction of the axis O is rotatably supported by a front portion 38f of the main body casing 38 via a rolling bearing 36m. The other end portion of the output shaft 37 in the axis 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 configured to engage the motor rotating shaft 22 by meshing the small-diameter drive gear and the large-diameter driven gear, that is, meshing the input gear 32 and the first intermediate gear 33, and meshing the second intermediate gear 35 and the output gear 36. The rotation is decelerated and transmitted to the output shaft 37.

The main body casing 38 includes a cylindrical part, and plate-like front part 38f and back part 38b covering both ends of the cylindrical part. The cylindrical portion covers the internal parts of the speed reducing portion 31 so as to surround the axes O, N, and M extending in parallel with each other. The plate-shaped front portion 38f covers the internal parts of the speed reducing portion 31 from one side in the axial direction. The main body casing 38 occupies the central portion of the in-wheel motor drive device and is also referred to as a speed reduction portion casing because it forms an outline of the speed reduction portion 31. The plate-like back surface portion 38b covers the internal parts of the speed reducing portion 31 from the other side in the axial direction. The back surface portion 38 b of the main body casing 38 is a partition wall that is coupled to the motor casing 25 and partitions the speed reduction portion 31 and the motor portion 21. The motor casing 25 is supported by the main body casing 38 and protrudes from the main body casing 38 to the other side in the axial direction. The main casing 38 accommodates all the rotating elements (rotating shafts and gears) of the speed reducing portion 31.

The input shaft 32s, the intermediate shaft 34, and the output shaft 37 are supported at both ends by the above-described rolling bearings. Regarding the axial positions of the axial lines M, N, and O parallel to each other, the axial positions of the rolling

bearings

32m, 34m, and 36m on one axial side overlap each other. More preferably, as shown in FIG. 8, the axial dimensions of the rolling

bearings

32m, 34m, and 36m are made the same, and their axial positions all coincide. 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 the rolling

bearings

32n, 34n, and 36n are the same, and their axial positions are all coincident. 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 coincide. The input gear 32 and the first intermediate gear 33 are disposed on the other side in the axial direction, and the axial positions of these gears overlap each other. More preferably, the axial dimensions of these gears are the same and their axial positions coincide. Thereby, the axial direction dimension of the deceleration part 31 can be made small.

The suspension bracket 102 is a member attached to the in-wheel motor drive device 10 as shown in FIG. 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 peripheral parts of the suspension bracket 102 by phantom lines. The suspension bracket 102 is a single 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 102 c receives the outer ring 13 of the in-wheel motor drive device 10. The central portion 102 a is fastened to the outer ring 13 with a bolt 15. The inner ring 12 passes through the opening 102c. The upper suspension bracket 102b protrudes 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 front end portion in the vehicle width direction. The lower suspension bracket 102d protrudes downward from the central portion 102a and is connected to the lower arm 71 at the tip.

In this case, the upper suspension bracket 102b is coupled 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. The coupling portion is located above the lower end of the damper 74. Located in. For this reason, as shown in FIG. 3, the lower end portion of the damper 74 protrudes downward from the connecting portion between the upper suspension bracket 102 b and the damper 74 and is adjacent to the motor portion 21. 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. A brake caliper 61 is disposed behind the suspension bracket 102 and the damper 74 in the vehicle. The brake caliper 61 is supported by the suspension bracket 102 and presses and brakes the rotating brake disc 55 for braking. In order to facilitate understanding of the drawings, the hat-shaped brake disc 55 shown in FIGS. 2 to 5 and 8 is omitted in FIG.

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

As shown in FIG. 2, one end of each of the plurality of power lines 82 is inserted and fixed in the terminal box 26, 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 drawer portion 82b continuous with the one end, a second portion 82c continuous with the drawer portion 82b, and a third portion 82d continuous with the second portion 82c. The lead-out portion 82b extends from the vertical surface of the terminal box 26 so as to be drawn out of the terminal box 26, and heads toward the rear of the vehicle as shown in FIG. Further, the lead-out portion 82b extends upward while being bent 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 82 c extends from the outside in the vehicle width direction to the inside of the damper 74 and crosses the lower end region of the damper 74. However, the second portion 82 c 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. The second portion 82c is bent and extended from the terminal box 26 side to the vehicle body side while changing the direction from upward to downward, and is routed in an inverted U shape. As shown in FIGS. 2 and 3, the outer peripheral surface of the outer cylinder of the damper 74 is grasped by a C-shaped section of the upper suspension bracket 102b. Therefore, the second portion 82c is disposed adjacent to the upper suspension bracket 102b, and extends indirectly along the outer peripheral surface of the damper 74 outer cylinder.

The third portion 82d extends straight downward along the lower end portion of the damper 74. The third portion 82 d is gripped by the clamp member 83 and is routed inward in the vehicle width direction from the damper 74. 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 82 d at the center in the vehicle front-rear direction. The vertical position of the clamp member 83 overlaps the lower end portion of the damper 74. Thus, the clamp member 83 is attached to the in-wheel motor drive device 10. Alternatively, as a modification example not shown, the clamp member 83 may be attached to the damper 74. Although not shown, a region of each power line 82 that is closer to the vehicle body than the third portion 82d extends inward in the vehicle width direction.

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

A terminal box 26 is adjacent to the direction perpendicular to the axis O as viewed from the space S (also in front of the vehicle). As described above, the space S is adjacent to the speed reduction portion 31, the terminal box 26, and the damper 74, and is a recessed space surrounded on three sides by the first member, the second member, and the third member. It is open. As a modification not shown, the arrangement of the lower part of the speed reduction part 31 surrounding the space S from three sides, the terminal box 26, and the lower end region of the damper 74 may be interchanged.

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

2, the upper suspension bracket 102b faces the lower casing portion 39 with the space S interposed therebetween. The casing portion 39 is an outer portion of the in-wheel motor drive device 10 and protrudes from the motor portion 21 toward 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 protrudes in the outer diameter direction. As shown in FIG. 2, the casing portion 39 protrudes from the back surface portion 38 b of the main body casing 38 (FIG. 8) to the other side in the axis O direction (in the vehicle width direction). As shown in FIG. 2, when viewed in the vehicle longitudinal direction, 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 four directions. The space S opens toward the rear of the vehicle. As understood by comparing FIGS. 5 and 4, the upper suspension bracket 102 b is disposed so as to cover the space S. In this case, the casing portion 39 is connected to the main casing 38 and the motor casing 25. However, they may be separate members or integrated. The casing portion 39 is an area different from the portion of the motor casing 26 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 1st Embodiment, the wheel hub bearing part 11, the motor part 21, and the in-wheel motor drive device 10 which has the deceleration part 31, and the member extended in an up-down direction, and a lower end area | region is an in-wheel motor drive. A damper 74 coupled to the apparatus 10 and having an upper end coupled to the 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 are provided. As shown in FIG. 5, the upper portion of the speed reduction portion 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. Adjacent to the intervening space S. Of the power lines 82, a lead portion 82 b extending so as to be drawn from the terminal box 26 is routed in the space S. As a result, the lead-out portion 82b is shielded by the upper portion of the speed reducing portion 31, the terminal box 26, and the damper 74, and is protected from flying stones.

Moreover, according to 1st Embodiment, regarding the axis line O of the wheel hub bearing part 11, the motor part 21 is arrange | positioned in the position of the axis line O direction different from the deceleration part 31, and a part of in-wheel motor drive device 10 adjacent to the space S is The terminal box 26 is provided in one part of the motor part 21 in the direction of the axis O near the speed reduction part 31, and the damper 74 is the other part of the motor part 21 in the direction of the axis O far from the speed reduction part 31. Arranged adjacent to the part. Thus, by providing the terminal box 26 in the motor part 21, the wiring structure inside the motor part 21 can be simplified.

Further, according to the first embodiment, the terminal box 26 is provided so as to protrude upward from the cylindrical motor casing 25 that forms the outline of the motor unit 21, and a part of the speed reduction unit 31 adjacent to the space S It is an upper part of the part 31 and accommodates the upper parts of the

intermediate gears

33 and 35. The lead portion 82b of the power line 82 extends so as to be drawn out from the terminal box 26 in the horizontal direction. As a result, the terminal box 26 is moved away 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 fly from below to the drawn portion 82b.

Further, according to the first embodiment, the in-wheel motor drive device 10 further includes the upper suspension bracket 102 b, and one end of the upper suspension bracket 102 b is coupled to the outer ring 13 that is a fixed wheel of the wheel hub bearing portion 11. The other end of the bracket 102b is coupled to the lower end region of the damper 74, and the upper suspension bracket 102b covers the space S from above. This further reduces the risk of stepping stones colliding with the drawer portion 82b. As a modification not shown, one end of the upper suspension bracket 102 b may be coupled to the main body casing 38 that forms the outline of the speed reduction portion 31. Even in this 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 includes 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 stepping 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 lead-out portion 82b and a third portion 82d continuous with the second portion 82c. As shown in FIG. 2, the second portion 82c further extends from the lead-out portion 82b so as to bend upward, and has an inverted U shape so as to further extend downward so as to bend around the outer cylinder of the damper 74. Routed. The third portion 82 d extends downward along the lower end region of the damper 74. Further, as viewed from the lower end region of the damper 74, a clamp member 83 that holds the third portion 82 d on the side opposite to the terminal box 26 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 turns around the damper 74, the power line 82 by turning is used. 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 extending the power line 82 when the in-wheel motor drive device 10 is bound and rebounded 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 diagram showing the second embodiment, and shows a state viewed from the inside in the vehicle width direction. FIG. 11 is a schematic diagram showing the second embodiment, and shows a state seen from above as indicated by an arrow XI in FIG. About 2nd Embodiment, about the structure which is common in embodiment mentioned above, the same code | symbol is attached | subjected and description is abbreviate | omitted, and a different structure is demonstrated below. In the second embodiment, 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 a vehicle width direction outer end 72a and vehicle width direction inner ends 72b and 72c. The reason for having two vehicle width direction inner side ends 72b and 72c is that the upper arm 72 branches off from the vehicle width direction outer side end 72a and extends inward in the vehicle width direction. The upper arm 72 is connected to a vehicle body side member (not shown) at the vehicle width direction inner ends 72b and 72c. The upper arm 72 is swingable in the vertical direction with the vehicle width direction inner ends 72b and 72c as base ends and the vehicle width direction outer ends 72a as free ends.

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

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

FIG. 12 is a schematic diagram showing an in-wheel motor electric wire routing structure according to the third embodiment of the present invention, and shows a state viewed from above. In the third embodiment, the same components as those in the above-described embodiment are denoted by the same reference numerals, description thereof is omitted, and different configurations are described below. The wiring structure of the third embodiment includes a terminal box 26 provided in the in-wheel motor driving device 10, a damper 74 having one end connected to the in-wheel motor driving device 10 and the other end connected to a vehicle body side member (not shown), One end is connected to the terminal box 26, and the other end is provided with an electric wire 82 for connecting to an electric device provided on a vehicle body side member (not shown), and a shielding member Ws. The terminal box 26, the damper 74, and the shielding member Ws are provided. The selected first member Ws and second member 74 face each other with a space S therebetween, 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. In addition, a lead portion 82 b extending so as to be drawn from the terminal box 26 of the electric wire 82 is disposed 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 that is a disc member that is detachably attached to the spoke portion.

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 through the space S, and the terminal box 26 is disposed 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 the phantom line in FIG. 12 is disposed in the inner space region of the wheel wheel W including the shielding member Ws that is the spoke portion and the rim portion Wr. However, at least a part of the in-wheel motor drive device 10 may be arranged in the inner space of the wheel wheel W, and some arrangement changes are possible in addition to those shown in FIG. The remaining part of the electric wire 82 excluding the lead-out portion 82b is represented by an imaginary line, and in addition to the arrangement shown in FIG.

According to the third embodiment, since the electric wire drawing portion 82b is arranged in the space S surrounded from three sides by the terminal box 26, the damper 74, and the shielding member Ws, the drawing portion 82b is composed of 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 recess, and the risk that a stepping stone collides with the drawer portion 82b is reduced.

The embodiment of the present invention has been described above with reference to the drawings, but the present invention is not limited to the illustrated embodiment. Various modifications and variations can be made to the illustrated embodiment within the same range or equivalent range as the present invention. 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 shaft gear reducer such as a 2-axis or 4-axis, 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 unit, 11 wheel hub bearing part, 12 inner ring, 13 outer ring, 14 rolling element, 21 motor part, 25 motor casing, 25v motor casing cover, 26 terminal box, 31 reduction part (shielding member), 38 body Casing, 38b rear part, 38f front part, 39 casing part (second region), 55 brake disc, 61 brake caliper, 70 suspension device, 71 lower arm, 73 strut, 74 damper, 82 power line (electric wire), 82b drawer Part, 82c second part, 82d third part, 83 clamp member, 84 sleeve, 85 bolt, 102 suspension bracket, 102a suspension bracket center, 102b upper suspension bracket, 102c opening 102d lower suspension brackets, M, N, O axis, S space, W wheel wheel, Ws spoke portions (shielding member).

Claims

A terminal box provided in the in-wheel motor drive device;
One end is connected to the in-wheel motor drive device, and the other end is connected to the vehicle body side damper,
One end is connected to the terminal box and the other end is connected to an electric device provided on the vehicle body side member,
A shielding member,
A first member and a second member selected from the terminal box, the damper, and the shielding member face each other with a space therebetween, the remaining third member is adjacent to the space, and the space is formed with the third member. Is open towards the other side,
A wiring structure for an in-wheel motor electric wire, wherein a lead portion extending so as to be drawn from the terminal box of the electric wire is disposed in the space.
The in-wheel motor electric wire according to claim 1, wherein the shielding member and the damper face each other through the space, and the terminal box is disposed between the shielding member and the damper and is adjacent to the space. Construction.
The in-wheel motor drive device is disposed in an inner space region of a wheel including a spoke portion and a rim portion,
The in-wheel motor electric wire routing structure according to claim 1, wherein the shielding member is the spoke portion.
2. The in-wheel motor electric wire routing structure according to claim 1, wherein the shielding member is a portion different from the terminal box in the in-wheel motor driving device.
Regarding the axis that is the rotation center axis of the in-wheel motor drive device, the speed reduction portion of the in-wheel motor drive device includes a first region that does not overlap the motor portion of the in-wheel motor drive device in the axial direction,
The portion of the in-wheel motor drive device is the first region of the speed reduction unit, and faces the damper through the space.
The in-wheel motor electric wire routing structure according to claim 4, wherein the terminal box is disposed adjacent to the first region and the damper and is adjacent to the space.
The terminal box is provided so as to protrude upward from a motor casing that forms an outline of the motor unit,
The first region is an upper portion of the speed reduction portion, and faces the damper in the horizontal direction through the space,
A second region different from the portion where the terminal box is provided in the motor casing is adjacent to the space from below,
The in-wheel motor electric wire according to claim 5, wherein the lead-out portion of the electric wire is positioned above the second region of the motor casing and extends so as to be drawn out in a horizontal direction from the terminal box. Cable structure.
The in-wheel motor drive device is coupled with a reduction gear casing and / or a fixed wheel of a wheel hub bearing portion of the in-wheel motor drive device at one end and a lower end region of the damper at the other end. The in-wheel motor electric wire routing structure according to claim 6, further comprising an upper suspension bracket that is coupled and covers the space from above.
The electrical wire further includes a second portion that is continuous with the lead-out portion, and a third portion that is continuous with the second portion,
The second portion further extends to bend upward from the drawer portion, further extends to bend downward across the damper while bypassing the damper,
The third portion extends downward along the lower end region of the damper,
The in-wheel motor electric wire routing structure according to any one of claims 5 to 7, further comprising a clamp member that holds the third portion on a side opposite to the terminal box when viewed from the lower end region of the damper. .