JP2017185908A - Power line protection structure - Google Patents

Abstract

PROBLEM TO BE SOLVED: To provide a power line protection structure which effectively prevents damage or breakage of a power line resulting from a collision of a flying object.SOLUTION: A power line protection structure is used to protect a power line (93) pulled out from an in-wheel motor drive device (10), which is disposed in a wheel (W) and drives the wheel, and extending to a vehicle body (101) from a flying object. The power line (93) has a portion (93e) along a suspension member (71A) extending in a vehicle width direction. The suspension member (71A) has a protection cover (50) for protecting the portion (93e) of the power line (93) from the flying object. The suspension member (71A) is typically a lower arm.SELECTED DRAWING: Figure 15

Description

  The present invention relates to a power line protection structure for protecting a power line drawn from an in-wheel motor drive device disposed inside a wheel and extending to a vehicle body from flying objects.

  Power lines (including power lines and signal lines) that are drawn from an in-wheel motor drive device arranged inside the wheel and extend to the vehicle body may be damaged by flying objects such as flying stones and foreign objects. Therefore, for example, JP-A-2015-58800 (Patent Document 1) proposes a protection structure in which a guard plate is provided below the power line in order to protect the power line from flying objects.

  In Patent Document 1, a clamp component (bundling member) that holds a power line including three power lines U, V, and W of three-phase lines and a signal line for a sensor includes an in-wheel motor drive device and a vehicle body. It is attached to the upper arm (suspension member) to be connected via a suspension member, and a guard plate is provided on the lower surface of this clamp component. The clamp component is slidably attached to the power line in the axial direction, and the suspension member is rotatably connected to the clamp component by a pivot shaft.

JP2015-58800A

  In the power line protection structure described in Patent Document 1, since the clamp component is attached so as to be able to swing, slide, and rotate, the clamp component moves when an external force is applied to the guard plate due to the collision of flying objects. For this reason, even if a guard plate is provided to protect the power line from flying objects, the power line may be bent along with the movement of the clamp component, and may interfere with the tire or the vehicle body and be damaged. Moreover, even if there is no such interference, there is a concern that the power line may be damaged by bending caused by the collision of flying objects.

  Moreover, the power line protection structure described in Patent Document 1 can be applied only to a structure in which a power line is clamped on a wiring path between the in-wheel motor drive device side and the vehicle body side.

  The present invention has been made to solve the above-described problems, and an object of the present invention is to provide a power line protection structure that can effectively prevent damage or breakage of a power line due to a collision of flying objects. Is to provide.

  A power line protection structure according to an aspect of the present invention is a protection structure for protecting a power line that is drawn from an in-wheel motor drive device that is disposed inside a wheel and drives the wheel and extends to the vehicle body from flying objects. The power line has a portion along the suspension member extending in the vehicle width direction, and the suspension member has a protective cover for protecting the portion of the power line from flying objects.

  According to this power line protection structure, since the suspension member has the protective cover for protecting the portion along the suspension member of the power line from flying objects, the power line is not clamped between the in-wheel motor drive device side and the vehicle body side. Can be applied to the structure. Further, since the protective cover is provided independently from the power line, the power line is not bent due to the collision of the flying object with the protective cover. Therefore, it is possible to effectively prevent the power line from being damaged or broken due to the collision of flying objects.

  Preferably, the suspension member is a lower arm. In this case, it is desirable that the protective cover includes a standing wall portion that rises upward from the front end or the rear end of the main body portion of the lower arm.

  The standing wall portion is desirably provided at both the front end and the rear end of the main body portion of the lower arm.

  Preferably, the arrangement shape of the power line extending from the in-wheel motor drive device side to the vehicle body side is U-shaped, and one longitudinally extending portion of the U-shape is clamped or connected on the in-wheel motor drive device side, The other longitudinally extending portion of the letter shape is clamped on the vehicle body side, and the bottom portion therebetween is along the suspension member without being clamped.

  According to the present invention, since the suspension member has the protective cover for protecting the portion along the suspension member of the power line from flying objects, the power line is not clamped between the in-wheel motor drive device side and the vehicle body side. Can be applied. Further, since the protective cover is provided independently from the power line, the power line is not bent due to the collision of the flying object with the protective cover. Therefore, it is possible to effectively prevent the power line from being damaged or broken due to the collision of flying objects.

It is a schematic diagram which shows the wiring structure of the in-wheel motor power line used as the 1st basic composition of this invention, and represents the state seen from the vehicle width direction inner side. It is a schematic diagram which shows the basic structure, and represents the state seen from the vehicle front. It is a schematic diagram which shows the basic structure, and represents the state seen from the vehicle upper direction. It is a schematic diagram which shows an in-wheel motor drive device, and represents the state seen from the vehicle width direction outer side. It is a cross-sectional view which shows an in-wheel motor drive device. It is an expanded sectional view showing an in-wheel motor drive. It is a longitudinal cross-sectional view which shows an in-wheel motor drive device and a suspension apparatus typically. It is a schematic diagram which shows an in-wheel motor drive device and a power line, and represents the state seen from the vehicle back. It is a schematic diagram which shows an in-wheel motor drive device and a power line, and represents the state seen from the vehicle upper direction. It is a schematic diagram which takes out and shows a power line and a sleeve from an in-wheel motor drive device, and represents the state seen from the upper direction in the turning axis line direction. It is a schematic diagram which takes out and shows a power line and a sleeve from an in-wheel motor drive device, and represents the state seen in the vehicle width direction. It is a schematic diagram which shows the wiring structure of the in-wheel motor power line used as the 2nd basic composition of this invention, and represents the state seen from the vehicle width direction inner side. It is a schematic diagram which shows the basic structure, and represents the state seen from the vehicle front. It is a schematic diagram which shows the basic structure, and represents the state seen from the vehicle upper direction. It is a schematic diagram which shows the protection structure of the in-wheel motor power line which becomes embodiment of this invention, and represents the state seen from the vehicle back. It is a schematic diagram which shows the same embodiment, and represents the state seen from the vehicle width direction inner side. It is a figure which extracts and shows the lower arm in the embodiment, and represents the state seen from the vehicle width direction outside. It is a figure which extracts and shows the lower arm in the embodiment, and represents the state seen from the upper surface side. It is a figure which extracts and shows the lower arm in the embodiment, and represents the state seen from the vehicle front. It is a perspective view which shows the protective cover in the embodiment. It is a figure which extracts and shows the lower arm in the modification of the embodiment, and represents the state seen from the vehicle width direction outside. It is a figure which extracts and shows the lower arm in the modification of the embodiment, and represents the state seen from the upper surface side. It is a figure which extracts and shows the lower arm in the modification of the embodiment, and represents the state seen from the vehicle front. It is a perspective view which shows the protective cover in the modification of the embodiment.

  Embodiments of the present invention will be described in detail with reference to the drawings. In the drawings, the same or corresponding parts are denoted by the same reference numerals and description thereof will not be repeated.

<Basic configuration>
The basic configuration of the present invention will be described. FIG. 1 is a schematic diagram showing a wiring structure of an in-wheel motor power line according to the first basic configuration of the present invention, and shows a state viewed from the inner side in the vehicle width direction. FIG. 2 is a schematic diagram showing the basic configuration, and shows a state seen from the front of the vehicle. FIG. 3 is a schematic view showing the basic configuration, and shows a state seen from above. In the basic configuration, the wheel wheel W, the in-wheel motor drive device 10, and the suspension device 70 are disposed outside the vehicle body 101 (only the outer portion in the vehicle width direction of the vehicle body is shown in FIG. 2). Further, the wheel wheel W, the in-wheel motor drive device 10 and the suspension device 70 are arranged symmetrically on both sides of the vehicle body 101 in the vehicle width direction, and constitute an electric vehicle.

  A tire T indicated by a virtual line is fitted to the outer periphery of the wheel W. Wheel wheel W and tire T constitute a wheel. The rim portion Wr of the wheel wheel W defines an inner space area of the wheel. The in-wheel motor drive device 10 is disposed in the inner space area. The in-wheel motor drive device 10 is connected to the wheel wheel W to drive the wheel.

  The suspension device 70 is a strut suspension device, and includes a lower arm 71 extending in the vehicle width direction and a strut 76 disposed above the lower arm 71 and extending in the vertical direction. The strut 76 is disposed on the inner side in the vehicle width direction with respect to the wheel wheel W and the in-wheel motor driving device 10, the lower end of the strut 76 is coupled to the in-wheel motor driving device 10, and the upper end of the strut 76 is above the wheel wheel W. Connected to the vehicle body 101. The strut 76, the upper part of the wheel W, and the upper part of the in-wheel motor drive device 10 are accommodated in a wheel house 102 formed on the outer side in the vehicle width direction of the vehicle body 101.

  The strut 76 is a suspension member that has a built-in shock absorber 77 in the upper end region and can be expanded and contracted in the vertical direction. A coil spring 78, which is schematically shown by phantom lines, is disposed on the outer periphery of the shock absorber 77 to relieve the vertical axial force acting on the strut 76. A pair of coil spring seats 79 b and 79 c that hold the upper end and the lower end of the coil spring 78 are provided at the upper end portion and the central portion of the strut 76. Inside the shock absorber 77, a damper for attenuating the axial force acting on the strut 76 is provided.

  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 72 and vehicle width direction inner ends 73d and 73f. The lower arm 71 is connected to the in-wheel motor drive device 10 via the ball joint 60 at the outer end 72 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 73d and 73f. The lower arm 71 can swing in the vertical direction with the vehicle width direction inner ends 73d and 73f as base ends and the vehicle width direction outer ends 72 as free ends. The vehicle body side member refers to a member that is attached to the vehicle body side as viewed from a member to be described. A straight line connecting the outer end 72 in the vehicle width direction and the upper end 76a of the strut 76 extends in the vertical direction to form a 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. In the figure, when the vehicle width direction inner ends 73d and 73f are not distinguished, the reference numeral 73 is simply given.

  A tie rod 80 is disposed above the lower arm 71. 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, an in-wheel motor drive device will be described.

  FIG. 4 is a schematic diagram showing the in-wheel motor drive device shown in FIGS. 1 to 3 taken out and showing a state seen from the outside in the vehicle width direction. FIG. 5 is a cross-sectional view showing the in-wheel motor drive device, and schematically shows a state seen from the outside in the vehicle width direction. In FIG. 5, each gear inside the speed reduction portion is represented by a tooth tip circle, and individual teeth are omitted. FIG. 6 is a developed sectional view schematically showing the in-wheel motor drive device. 6, the plane including the axis M and the axis Nf, the plane including the axis Nf and the axis Nl, and the plane including the axis Nl and the axis O illustrated in FIG. 5 are connected in this order. It is a development plane. FIG. 7 is a longitudinal sectional view showing the in-wheel motor drive device, which is shown together with the wheel and the suspension device. In order to avoid the complexity of the drawing, the gears inside the speed reduction portion are omitted in FIG.

  As shown in FIG. 6, the in-wheel motor drive device 10 includes a wheel hub bearing portion 11 connected to the center of the wheel wheel W represented by a virtual line, a motor portion 21 that drives the wheel wheel W of the wheel, and a motor portion. Is provided in a wheel house (not shown) of the electric vehicle. 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 arranged offset from the axis O of the wheel hub bearing unit 11 as shown in FIG. The in-wheel motor drive device 10 can drive an electric vehicle at a speed of 0 to 180 km / h on a public road.

  As shown in FIG. 6, the wheel hub bearing portion 11 includes an outer ring 12 as a wheel hub coupled to the wheel wheel W, an inner fixing member 13 passed through a center hole of the outer ring 12, an outer ring 12 and an inner fixing member 13. A plurality of rolling elements 14 disposed in the annular gap are configured to constitute an axle. The inner fixing member 13 includes a non-rotating fixing shaft 15, a pair of inner races 16, a retaining nut 17, and a carrier 18. The fixed shaft 15 has a root portion 15r having a larger diameter than the tip portion 15e. The inner race 16 is fitted to the outer periphery of the fixed shaft 15 between the root portion 15r and the tip portion 15e. The retaining nut 17 is screwed into the tip portion 15e of the fixed shaft 15, and the inner race 16 is fixed between the retaining nut 17 and the root portion 15r.

  The fixed shaft 15 extends along the axis O and penetrates the main body casing 43 that forms the outline of the speed reduction portion 31. The tip 15e of the fixed shaft 15 passes through an opening 43p formed in the front portion 43f of the main body casing 43, and protrudes outward in the vehicle width direction from the front portion 43f. The root portion 15r of the fixed shaft 15 passes through an opening 43q formed in the back surface portion 43b from the inner side in the vehicle width direction than the back surface portion 43b of the main body casing 43. The front portion 43f and the back portion 43b are wall portions facing each other with an interval in the direction of the axis O. A carrier 18 is attached and fixed to the root portion 15r. The carrier 18 is connected to the suspension device 70 and the tie rod 80 outside the main body casing 43.

  The rolling elements 14 are arranged in double rows with a separation in the direction of the axis O. The outer peripheral surface of one inner race 16 in the axis O direction constitutes the inner raceway surface of the rolling elements 14 in the first row, and faces one inner peripheral surface of the outer ring 12 in the axis O direction. The outer peripheral surface of the other inner race 16 in the direction of the axis O constitutes the inner raceway surface of the rolling elements 14 in the second row, and faces the other inner peripheral surface of the outer ring 12 in the direction of the axis O. In the following description, the vehicle width direction outer side (outboard side) is also referred to as one axial direction, and the vehicle width direction inner side (inboard side) is also referred to as the other axial direction. 6 corresponds to the vehicle width direction. The inner peripheral surface of the outer ring 12 constitutes the outer raceway surface of the rolling element 14.

  A flange portion 12f is formed at one end of the outer ring 12 in the axis O direction. The flange portion 12f constitutes a coupling seat portion for coupling coaxially with the brake disc BD and the spoke portion Ws of the wheel / wheel W. The outer ring 12 is coupled to the brake disc BD and the wheel wheel W at the flange portion 12f, and rotates integrally with the wheel wheel W. As a modification not shown, the flange portion 12f may be a protruding portion that protrudes toward the outer diameter side with an interval in the circumferential direction.

  As shown in FIG. 6, the motor unit 21 includes a motor rotating shaft 22, a rotor 23, a stator 24, a motor casing 25, and a motor casing cover 25 v, and is sequentially arranged from the axis M of the motor unit 21 to the outer diameter side in this order. Is done. The motor unit 21 is a radial gap motor of an inner rotor and outer stator type, but may be of other types. For example, although not shown, the motor unit 21 may be an axial gap motor.

  An axis M serving as the rotation center of the motor rotation shaft 22 and the rotor 23 extends in parallel with the axis O of the wheel hub bearing portion 11. That is, the motor unit 21 is disposed offset from the axis O of the wheel hub bearing unit 11. Most of the axial positions of the motor unit 21 excluding the tip of the motor rotating shaft 22 do not overlap with the axial positions of the inner fixing member 13 as shown in FIG. The motor casing 25 has a cylindrical shape, is coupled to the back portion 43b of the main body casing 43 at one end in the axis M direction, and is sealed by a lid-like motor casing cover 25v at the other end in the axis M direction. Both ends of the motor rotating shaft 22 are rotatably supported by the motor casing 25 and the motor casing cover 25v via rolling bearings 27 and 28. The motor unit 21 drives the outer ring 12 and the wheels.

  As shown in FIG. 1, a power line terminal box 25 b is provided on the upper portion of the in-wheel motor drive device 10. The power line terminal box 25b is formed across the upper part of the motor casing 25 (FIG. 6) and the upper part of the motor casing cover 25v (FIG. 6). The power line terminal box 25b has three power line connecting portions 91 formed on the motor casing cover 25v (FIG. 6), and receives three-phase AC power. One end of a power line 93 is connected to each power line connecting portion 91. The core wire of the power line 93 is connected to a conductive wire extending from the coil of the stator 24 inside the power line terminal box 25b.

  A signal line terminal box 25c is formed at the center of the motor casing cover 25v. The signal line terminal box 25c is separated from the power line terminal box 25b. The signal line terminal box 25c is arranged so as to intersect the axis M as shown in FIG. The signal line terminal box 25c accommodates the rotation angle sensor 84. The rotation angle sensor 84 is provided at the axial end of the motor rotation shaft 22 and detects the rotation angle of the motor rotation shaft 22. A signal line connection portion 85 is provided in the signal line terminal box 25c. The signal line connecting portion 85 has a wall portion of the signal line terminal box 25c, a through hole penetrating the wall portion, and a female screw hole (not shown) provided in the wall portion adjacent to the through hole. Further, a sleeve 86 is attached to the signal line connecting portion 85, and the sleeve 86 and the signal line 87 are passed through the through hole. The sleeve 86 is a cylindrical body, and is in close contact with the outer periphery of the signal line 87 on the entire circumference to protect the signal line 87 and seal the annular gap between the through hole and the signal line 87. On the outer peripheral surface of the sleeve 86, a tongue portion 86t protruding in the sleeve outer diameter direction is formed. Bolts not shown in FIG. 6 are screwed into the female screw holes of the tongue portion 86 t and the signal line connection portion 85, whereby the sleeve 86 is attached and fixed to the signal line connection portion 85.

  The signal line 87 includes a plurality of core wires made of a conductor and a covering portion of an insulator that covers the plurality of core wires so as to be bundled, and can be bent. One end of the signal line 87 is connected to the signal line connection portion 85. Although not shown, the signal line 87 extends from one end to the vehicle body 101 (FIG. 2).

  Each power line connecting portion 91 is also configured in the same manner as the signal line connecting portion 85, and is provided in a wall portion of the power line terminal box 25b, a through hole penetrating the wall portion, and a wall portion adjacent to the through hole. A female screw hole (not shown). Further, a sleeve 92 is attached to each power line connecting portion 91. One end of the sleeve 92 and the power line 93 is passed through the through hole. The sleeve 92 and the power line 93 extend from the through hole of the power line connecting portion 91 to the vehicle body 101 side. The power line 93 is passed through the sleeve 92 and extends from the sleeve 92 to the vehicle body 101 side. Each sleeve 92 is a cylindrical body and is in close contact with the outer periphery of the power line 93 to protect the power line 93. Each sleeve 92 is inserted into and fixed to the through hole of the power line connecting portion 91 together with one end portion of the power line 93 to hold one end portion of the power line 93, and further, an annular gap between the power line 93 and the through hole is formed. Seal. In order to prevent the sleeve 92 from coming off, a tongue portion 92 t protruding in the sleeve outer diameter direction is formed on the outer peripheral surface of the sleeve 92. Bolts 91b shown in FIG. 1 are screwed into the female screw holes of the tongue portion 92t and the power line connecting portion 91, whereby the sleeve 92 is attached and fixed to the power line connecting portion 91.

  The speed reduction unit 31 includes an input shaft 32, an input gear 33, an intermediate gear 34, an intermediate shaft 35, an intermediate gear 36, an intermediate gear 37, an intermediate shaft 38, an intermediate gear 39, an output gear 40, an output shaft 41, and a main body casing 43. Have. The input shaft 32 is a cylindrical body having a larger diameter than the distal end portion 22 e of the motor rotation shaft 22, and extends along the axis M of the motor portion 21. The distal end portion 22 e is received in the center hole at the other end portion in the axis M direction of the input shaft 32, and the input shaft 32 is coupled coaxially with the motor rotation shaft 22. Both ends of the input shaft 32 are supported by the main body casing 43 via rolling bearings 42a and 42b. The input gear 33 is an external gear having a smaller diameter than the motor unit 21 and is coupled to the input shaft 32 coaxially. Specifically, the input gear 33 is integrally formed on the outer periphery of the central portion of the input shaft 32 in the axis M direction.

  The output shaft 41 is a cylindrical body having a larger diameter than the cylindrical portion of the outer ring 12, and extends along the axis O of the wheel hub bearing portion 11. The other end of the outer ring 12 in the direction of the axis O is received in the center hole of one end of the output shaft 41 in the direction of the axis O, and the output shaft 41 is coupled to the outer ring 12 coaxially. Roller bearings 44 and 46 are arranged on the outer periphery of both ends of the output shaft 41 in the direction of the axis O. One end of the output shaft 41 in the direction of the axis O is supported by a front portion 43 f of the main body casing 43 via a rolling bearing 44. The other end of the output shaft 41 in the direction of the axis O is supported by the back surface portion 43 b of the main body casing 43 via the rolling bearing 46. The output gear 40 is an external gear and is coupled to the output shaft 41 coaxially. Specifically, the output gear 40 is integrally formed on the outer periphery of the other end of the output shaft 41 in the axis O direction.

  The two intermediate shafts 35 and 38 extend in parallel with the input shaft 32 and the output shaft 41. That is, the speed reduction unit 31 is a four-axis parallel shaft gear reducer, and the axis O of the output shaft 41, the axis Nf of the intermediate shaft 35, the axis Nl of the intermediate shaft 38, and the axis M of the input shaft 32 are parallel to each other. In other words, it extends in the vehicle width direction.

  The vehicle longitudinal direction position of each axis will be described. As shown in FIG. 5, the axis M of the input shaft 32 is arranged in front of the vehicle with respect to the axis O of the output shaft 41. The axis Nf of the intermediate shaft 35 is disposed in front of the vehicle with respect to the axis M of the input shaft 32. The axis Nl of the intermediate shaft 38 is arranged in front of the vehicle with respect to the axis O of the output shaft 41 and behind the axis M of the input shaft 32. As a modification (not shown), the axis M of the input shaft 32, the axis Nf of the intermediate shaft 35, the axis Nl of the intermediate shaft 38, and the axis O of the output shaft 41 may be arranged in this order in the vehicle longitudinal direction. This order is also the order in which the driving force is transmitted.

  The vertical position of each axis will be described. The axis M of the input shaft 32 is arranged above the axis O of the output shaft 41. The axis Nf of the intermediate shaft 35 is disposed above the axis M of the input shaft 32. The axis Nl of the intermediate shaft 38 is disposed above the axis Nf of the intermediate shaft 35. The plurality of intermediate shafts 35 and 38 need only be disposed above the input shaft 32 and the output shaft 41, and the intermediate shaft 35 may be disposed above the intermediate shaft 38 as a modification (not shown). Alternatively, as a modification not shown, the output shaft 41 may be disposed above the input shaft 32.

  The intermediate gear 34 and the intermediate gear 36 are external gears, and are coupled coaxially with the central portion in the direction of the axis Nf of the intermediate shaft 35 as shown in FIG. Both ends of the intermediate shaft 35 are supported by the main body casing 43 via rolling bearings 45a and 45b. The intermediate gear 37 and the intermediate gear 39 are external gears, and are coupled coaxially with the central portion of the intermediate shaft 38 in the direction of the axis Nl. Both ends of the intermediate shaft 38 are supported by the main body casing 43 via rolling bearings 48a and 48b.

  The main body casing 43 forms an outer shape of the speed reduction portion 31 and the wheel hub bearing portion 11, is formed in a cylindrical shape, and surrounds the axes O, Nf, Nl, and M as shown in FIG. Moreover, the main body casing 43 is accommodated in the inner space of the wheel wheel W as shown in FIG. The inner space of the wheel W is defined by an inner peripheral surface of the rim portion Wr and a spoke portion Ws that is coupled to one end of the rim portion Wr in the axis O direction. One area in the axial direction of the wheel hub bearing portion 11, the speed reduction portion 31, and the motor portion 21 is accommodated in the inner space region of the wheel wheel W. Further, the other axial region of the motor unit 21 protrudes from the wheel W to the other axial direction. Thus, the wheel wheel W accommodates most of the in-wheel motor drive device 10.

  Referring to FIG. 5, the main body casing 43 has a portion 43 c directly below the axis O and a position away from the axis O of the output gear 40 in the vehicle front-rear direction, specifically below the axis M of the input gear 33 and downward. And a protruding portion. This protruding portion forms an oil tank 47 and is located below the portion 43c directly below.

  Referring to FIG. 7, the lower end portion 18 b of the carrier 18 and the vehicle width direction outer end 72 of the lower arm 71 are arranged directly below the directly lower portion 43 c, and the vehicle width direction outer end 72 and the lower end portion 18 b of the lower arm 71 are The ball joints 60 are connected to each other through a ball joint 60. As shown in FIG. 5, the oil tank 47 is partitioned by a substantially vertical rear side wall 43t and an inclined front side wall 43u as viewed in the direction of the axis O, and has a triangular shape that narrows downward. The rear side wall 43t faces the ball joint 60 (FIG. 7) in the vehicle front-rear direction with a space therebetween. The front side wall portion 43u faces the front and lower portions of the rim portion Wr (FIG. 7).

  The ball joint 60 includes a ball stud 61 and a socket 62 as shown in FIG. The ball stud 61 extends in the vertical direction, and has a ball portion 61b formed at the upper end and a stud portion 61s formed at the lower end. The socket 62 is provided in the inner side fixing member 13, and accommodates the ball | bowl part 61b so that sliding is possible. The stud portion 61s penetrates the outer end 72 in the vehicle width direction of the lower arm 71 in the vertical direction. A male screw is formed on the outer periphery of the lower end of the stud portion 61 s, and the stud portion 61 s is attached and fixed to the lower arm 71 by screwing a nut 72 n from below. As shown in FIG. 1, the ball joint 60 is located above the lower end of the oil tank 47. The ball joint 60 and the oil tank 47 are disposed in the inner space of the wheel W, the ball joint 60 is disposed immediately below the axis O, and the oil tank 47 is disposed away from the ball joint 60 in the vehicle front-rear direction. Moreover, the ball joint 60 is arrange | positioned rather than the back surface part 43b on the vehicle width direction outer side, as shown in FIG. The turning axis K passes through the ball center of the ball portion 61 b and extends in the vertical direction, and intersects the fixed shaft 15 and the ground contact surface R of the tire T. The upper end portion of the carrier 18 is attached and fixed to the lower end of the strut 76.

  The main body casing 43 has a cylindrical shape, and as shown in FIG. 6, the input shaft 32, the input gear 33, the intermediate gear 34, the intermediate shaft 35, the intermediate gear 36, the intermediate gear 37, the intermediate shaft 38, the intermediate gear 39, and the output gear. 40, the output shaft 41, and the center part of the wheel hub bearing 11 in the direction of the axis O are accommodated. Lubricating oil is enclosed in the main body casing 43, and the speed reducing portion 31 is lubricated. The input gear 33, the intermediate gear 34, the intermediate gear 36, the intermediate gear 37, the intermediate gear 39, and the output gear 40 are helical gears.

  As shown in FIG. 5, the main body casing 43 is a substantially flat front portion covering the cylindrical portion including the directly lower portion 43c and the oil tank 47 and the one axial side of the cylindrical portion of the speed reducing portion 31 as shown in FIG. 43f and the substantially flat back surface part 43b which covers the other axial side of the cylindrical part of the deceleration part 31. The back surface portion 43 b is coupled to the motor casing 25. Further, the back surface portion 43 b is coupled to the fixed shaft 15.

  An opening 43p through which the outer ring 12 passes is formed in the front portion 43f. The opening 43p is provided with a sealing material 43s for sealing an annular gap with the outer ring 12. For this reason, the outer ring 12 serving as a rotating body is accommodated in the main body casing 43 except for one end portion in the axis O direction. A seal member 43v is disposed on the inner peripheral surface of the other end portion of the outer ring 12 in the axis O direction. The sealing material 43v seals the annular gap between the outer ring 12 and the back surface portion 43b.

  The small-diameter input gear 33 and the large-diameter intermediate gear 34 are arranged on the other side in the axial direction of the speed reduction unit 31 (on the motor unit 21 side) and mesh with each other. The small-diameter intermediate gear 36 and the large-diameter intermediate gear 37 are arranged on one side (flange portion 12f side) in the axial direction of the speed reduction portion 31 and mesh with each other. The small-diameter intermediate gear 39 and the large-diameter output gear 40 are arranged on the other side in the axial direction of the speed reduction portion 31 and mesh with each other. In this way, the input gear 33, the plurality of intermediate gears 34, 36, 37, 39 and the output gear 40 mesh with each other, and the input gear 33 passes through the plurality of intermediate gears 34, 36, 37, 39 to the output gear 40. To reach the drive transmission path. The rotation of the input shaft 32 is decelerated by the intermediate shaft 35, the rotation of the intermediate shaft 35 is decelerated by the intermediate shaft 38, and the rotation of the intermediate shaft 38 is decelerated by the output shaft 41. Is done. Thereby, the deceleration part 31 ensures a sufficient reduction ratio. Among the plurality of intermediate gears, the intermediate gear 34 is a first intermediate gear positioned on the input side of the drive transmission path. Among the plurality of intermediate gears, the intermediate gear 39 is a final intermediate gear located on the output side of the drive transmission path.

  As shown in FIG. 5, the output shaft 41, the intermediate shaft 38, and the input shaft 32 are arranged at intervals in the vehicle front-rear direction in this order. Further, the intermediate shaft 35 and the intermediate shaft 38 are disposed above the input shaft 32 and the output shaft 41. According to such a basic configuration, the intermediate shaft can be disposed above the outer ring 12 serving as a wheel hub, and a space for arranging the oil tank 47 can be secured below the outer ring 12, or the ball joint 60 (see FIG. 7) can be secured. Therefore, the turning axis K extending in the vertical direction can be provided so as to intersect with the wheel hub bearing portion 11, and the wheel wheel W and the in-wheel motor drive device 10 can be suitably turned around the turning axis K.

  Next, the wiring structure of the in-wheel motor power line will be described.

  8 and 9 are schematic views showing the in-wheel motor drive device and the power lines. FIG. 8 shows a state seen from the rear of the vehicle, and FIG. 9 shows a state seen from above the vehicle. In the basic configuration, three power lines 93 extend from the in-wheel motor drive device 10 to the vehicle body 101. The three power lines 93 supply three-phase AC power from the vehicle body 101 to the motor unit 21. Each power line 93 is composed of a core wire made of a conductor and a covering portion of an insulator covering the entire circumference of the core wire, and can be bent. One end of the power line 93 is held by each power line connecting portion 91 and the sleeve 92 so that the other end side is in an oblique posture toward the rear of the vehicle and inward in the vehicle width direction. Specifically, one end portion of the power line 93 is held obliquely so as to intersect with a reference line extending in the front-rear direction at an angle θ °. The angle θ is a fixed value included in the range of 0 ° to 90 °. When θ = 0 °, one end of each power line 93 extends parallel to the vehicle longitudinal direction. When θ = 90 °, one end of each power line 93 extends parallel to the vehicle width direction. More preferable θ is a fixed value of 10 ° to 80 °. The other end of the power line 93 is connected to the inverter 103 mounted on the vehicle body 101.

  One end of each power line 93 is aligned with a gap in the direction of the turning axis K as shown in FIG. 8, and is arranged so as to overlap in the direction of the turning axis K as shown in FIG. In addition, as shown in FIG. 9, one end part of each power line 93 is arrange | positioned so that all the power line connection parts 91 may overlap up and down.

  Each power line 93 includes three regions extending continuously between one end and the other end of the power line 93. Of these three regions, the region connected to the in-wheel motor drive device 10 is referred to as an in-wheel motor drive device-side region 93d, and the region connected to the vehicle body 101 is referred to as a vehicle-body region 93f. A region between the driving device side region 93d and the vehicle body side region 93f is referred to as an intermediate region 93e.

  The in-wheel motor drive device side region 93d extends in the vertical direction, is connected to the in-wheel motor drive device 10 side above the in-wheel motor drive device side region 93d, and is intermediate below the in-wheel motor drive device side region 93d. Connect to region 93e. The vehicle body side region 93f extends in the vertical direction, is connected to the intermediate region 93e below the vehicle body side region 93f, and is connected to the vehicle body 101 side above the vehicle body side region 93f. The intermediate region 93e extends in a curved manner with both sides of the intermediate region 93e as an upper side and an intermediate part of the intermediate region 93e as a lower side.

  One end portion of each power line 93 connected to each power line connecting portion 91 extends in the horizontal direction toward the in-wheel motor drive device side region 93d, but soon changes its direction downward to drive in-wheel motor drive. It is connected to the upper side of the device side region 93d. The in-wheel motor drive device side region 93d is not gripped by the clamp member.

  As shown in FIG. 2, the plurality of power lines 93 are bundled to the clamp member 94 on the other end side with respect to the vehicle body side region 93f and are held so as to extend in the vertical direction. For this reason, the vehicle body side region 93f extends in the vertical direction below the clamp member 94 without being gripped by the clamp member. The clamp member 94 is attached and fixed to the vehicle body 101 via the bracket 95. By disposing the bracket 95 on the inner side in the vehicle width direction than the wheel house 102, the vehicle body side region 93f can be wired on the inner side in the vehicle width direction than the wheel house 102. The power line 93 can be routed so as to bypass the wheel house 102, and the wheel house 102 can be made smaller by bringing the wall surface of the wheel house 102 closer to the in-wheel motor drive device 10.

  As shown in FIG. 2, the vertical position of the clamp member 94 overlaps with at least one vertical position of the three power line connecting portions 91. For this reason, all the power lines 93 are held by the in-wheel motor drive device 10 and the vehicle body 101 in a state of being curved in a U shape that bulges downward.

  As shown in FIG. 1, the power line terminal box 25 b and the three power line connection portions 91 are disposed in front of the vehicle with respect to the axis O, and each power line connection portion 91 is directed toward the rear of the vehicle. Accordingly, the in-wheel motor drive device side region 93d can be wired in the vicinity of the turning axis K. Or as a modification which is not illustrated, power line terminal box 25b and three power line connection parts 91 may be arranged behind vehicles from axis line O, and each power line connection part 91 may be directed ahead of vehicles.

  Further, in a straight traveling state in which the wheel W is not steered, the three power line connecting portions 91 are disposed in front of the vehicle with respect to the axis O, and the clamp member 94 is disposed in the rear of the vehicle with respect to the axis O. Accordingly, the in-wheel motor drive device side region 93d can be wired in the vicinity of the turning axis K. Or as a modification which is not illustrated, three power line connection parts 91 may be arranged in the vehicle rear rather than axis O, and clamp member 94 may be arranged in the vehicle ahead of axis O. In any case, the vehicle front-rear direction position of the in-wheel motor drive device side region 93d may be arranged so as to overlap the vehicle front-rear direction position of the vehicle body side region 93f in a straight traveling state.

  The in-wheel motor drive device side region 93d is relatively disposed on the outer side in the vehicle width direction, and the vehicle body side region 93f is disposed on the inner side in the vehicle width direction. For this reason, the intermediate region 93e extends in the vehicle width direction. The intermediate region 93e is suspended on both sides by the in-wheel motor drive device side region 93d and the vehicle body side region 93f, and is not gripped by the clamp member and floats in the air.

  Next, the basic configuration of the power line connecting portion will be described.

  FIG. 10 is a schematic view showing the power line and the sleeve taken out from the in-wheel motor drive device, and shows a state of looking down in the direction of the turning axis K from above. In order to avoid complication of the drawing, the power line connecting portion 91 is represented by a virtual line in FIG. Each sleeve 92 has the same dimensions and the same shape, and is arranged so that a part thereof overlaps when viewed in the direction of the turning axis K. The overlapping portion L of each sleeve 92 is common to all three sleeves 92. Alternatively, although not shown, each sleeve 92 may be arranged so as to overlap the other sleeves 92 as a whole.

  Each sleeve 92 is disposed so as to completely overlap the lower spring seat 79c when viewed in the steered axis K direction. Alternatively, as a modification not shown, a sleeve 92 that completely overlaps the lower spring seat 79c and a sleeve 92 that partially overlaps the lower spring seat 79c may be mixed.

  The through holes of the power line connecting portion 91 are formed in the wall portion of the power line terminal box 25b (FIG. 9), and when the sleeves 92 are inserted and fixed, all the three through holes are lower spring seats 79c. It is arranged so that it completely overlaps. Further, one through hole and the other through hole are arranged so that a part thereof overlaps when viewed in the steered axis K direction.

  FIG. 11 is a schematic diagram showing the power line and the sleeve taken out from the in-wheel motor drive device, showing a state seen in the vehicle width direction, and corresponds to FIG. In order to avoid complication of the drawing, in FIG. 11, only one power line connecting portion 91 is represented by a solid line, and the other is represented by a virtual line. According to this basic configuration, as shown in FIGS. 10 and 11, the distance from the turning axis K to each sleeve 92 is made substantially the same. Therefore, the stress at the time of turning which acts on each power line 93 can be made substantially the same. The plurality of power line connecting portions 91 are arranged shifted from the turning axis K in the vehicle front-rear direction, and one end portion of the power line 93 extending from the power line connecting portion 91 extends in a direction approaching the turning axis K.

  By the way, according to the basic configuration, each power line 93 includes an in-wheel motor drive device side region 93d, an intermediate region 93e, and a vehicle body side region 93f extending continuously between one end and the other end. The in-wheel motor drive device side region 93d extends in the vertical direction, and is connected to the in-wheel motor drive device 10 side on the upper side and connected to the intermediate region 93e on the lower side. The vehicle body side region 93f extends in the vertical direction, and is connected to the intermediate region 93e on the lower side and connected to the vehicle body 101 side on the upper side. The intermediate region 93e extends in a curved manner with both sides as the upper side and the intermediate portion as the lower side. Thereby, when the in-wheel motor drive device 10 is steered, each power line 93 is hardly displaced, the curvature of the intermediate region 93e is hardly changed, and the in-wheel motor drive device side region 93d is only twisted. Therefore, each power line 93 is not repeatedly bent and stretched, and bending fatigue does not accumulate in the power line 93. Even if the strut 76 expands and contracts and the in-wheel motor drive device 10 bounces and rebounds in the vertical direction, the degree of curvature of the intermediate region 93e is only slightly changed, and the power line 93 is not repeatedly bent and extended.

  Further, according to the basic configuration, the vehicle body side region 93f extends in the vertical direction and is connected to the vehicle body 101 side on the upper side, so that the power line 93 can be routed around the wheel house 102. Therefore, there is no need to drill a through hole in the wheel house 102 and pass a power line through the through hole, and the rigidity and strength of the wheel house 102 are not reduced. In addition, the wall surface of the wheel house 102 can be moved more outward in the vehicle width direction than before and can be brought closer to the in-wheel motor drive device 10. Therefore, the wheel house 102 can be made smaller than before and the interior space can be made larger than before.

  Further, according to the basic configuration, one end portion of each power line 93 extending from the power line connecting portion 91 is arranged so that at least a part thereof overlaps when viewed in the turning axis K direction. One end can be arranged at substantially the same distance from the turning axis K. Therefore, the stress at the time of turning does not concentrate on the specific power line 93, and the life of each power line 93 can be made uniform.

  Further, according to the basic configuration, at least one of the in-wheel motor drive device side region 93d, the intermediate region 93e, and the vehicle body side region 93f is not gripped at all, so that each region can be freely bent or twisted. it can. Therefore, the stress at the time of turning does not concentrate on the specific part of each area | region, and the lifetime of the power line 93 can be lengthened.

  Further, according to the basic configuration, the power line 93 is held by the clamp member 94 provided on the vehicle body 101 on the other side (vehicle body 101 side) than the vehicle body side region 93f, so that the vehicle body side region 93f extends in the vertical direction. Can be directed.

  Further, according to the basic configuration, since the intermediate region 93e extends in the vehicle width direction, the in-wheel motor drive device side region 93d on one end side and the vehicle body side region 93f on the other end side are arranged apart from each other in the vehicle width direction. can do.

  Further, according to the basic configuration, one end portion of the power line 93 extending from the power line connecting portion 91 is passed through the sleeve 92. Each sleeve 92 is inserted and fixed in the through hole of the power line connecting portion 91 together with one end portion of the power line 93 to hold one end portion of the power line 93 and further seal the annular gap between the power line 93 and the through hole. Stop. For this reason, the water tightness inside the power line terminal box 25b can be ensured. And since each sleeve 92 is arrange | positioned so that at least one part may overlap seeing to the steering axis K direction, the one end part of all the power lines 93 can be arrange | positioned from the steering axis K at substantially the same distance. . Therefore, the stress at the time of turning does not concentrate on the specific power line 93, and the life of each power line 93 can be extended.

  Further, according to the basic configuration, the strut 76 includes the coil spring 78 and the pair of coil spring seats 79b and 79c, and can be expanded and contracted in the direction of the turning axis K. Further, when viewed in the direction of the turning axis K, one end portion of the power line 93 connected to the power line connecting portion 91 is disposed so as to overlap the lower coil spring seat 79c on the lower side. Specifically, as shown in FIG. 7, one end portion 93a of the power line is accommodated in a projection region 79d of a lower coil spring seat 79c extending in parallel with the turning axis K. Thereby, when viewed in the direction of the turning axis K, one end of each power line 93 connected to the power line connecting portion 91 overlaps the lower coil spring seat 79c. One end portion 93a of the power line 93 is disposed in the vicinity of the turning axis K, the in-wheel motor drive device side region 93d is also disposed in the vicinity of the turning axis K, and the in-wheel when the in-wheel motor drive device 10 is steered. The twist degree of the motor drive device side region 93d can be reduced. As the in-wheel motor drive device side region 93d is closer to the turning axis K, the degree of torsion during turning of the in-wheel motor drive device 10 can be further reduced.

<Second basic configuration>
Next, a second basic configuration of the present invention will be described. FIG. 12 is a schematic diagram showing a wiring structure of an in-wheel motor power line having the same basic configuration of the present invention, and shows a state viewed from the inner side in the vehicle width direction. FIG. 13 is a schematic diagram showing the basic configuration, and shows a state seen from the front of the vehicle. FIG. 14 is a schematic diagram showing the basic configuration, and shows a state seen from above the vehicle. Regarding the second basic configuration, components that are the same as the basic configuration described above are denoted by the same reference numerals, description thereof is omitted, and different configurations will be described below. In the first basic configuration, the power line 93 is connected to the power line connecting portion 91 at one end, and extends downward from the one end to constitute the in-wheel motor drive device side region 93d. On the other hand, in the second basic configuration, as shown in FIGS. 12 and 13, the power line 93 is extended upward from the power line connecting portion 91, and is bent back in the opposite direction by the lower coil spring seat 79c and extended downward. To do.

  Each power line 93 further includes a wheel vicinity region 93b between one end of the power line 93 on the power line connecting portion 91 side and the in-wheel motor drive device side region 93d. The wheel vicinity region 93b extends in the vertical direction and is wired near the upper portion of the tire T, and is connected to the power line connecting portion 91 side on the lower side and connected to the in-wheel motor drive device side region 93d on the upper side.

  A connection portion 93c between the wheel vicinity region 93b and the in-wheel motor drive device side region 93d is hung around the strut 76 and is adjacent to the lower coil spring seat 79c. For this reason, the connection part 93 c is bent without difficulty with a curvature larger than the radius of the strut 76.

  The clearance between the power line 93 and the wheel is the shortest at the connection point 93c. For this reason, the cover 97 is interposed between the trad of the tire T and the connection portion 93c. The cover 97 is attached and fixed to the outer peripheral surface of the strut 76, and supports the connection portion 93c from below.

  The wheel vicinity region 93 b and the in-wheel motor drive device side region 93 d extend along the strut 76 and are gripped by a clamp member 96 attached and fixed to the outer peripheral surface of the strut 76. For this reason, the wheel vicinity region 93b and the in-wheel motor drive device side region 93d are not bent away from the strut 76 at least in a portion from the clamp member 96 to the connection portion 93c. The clamp member 96 bundles a plurality of power lines 93 and wires them on the inner side surface in the vehicle width direction of the strut 76, and does not restrain the twist of each power line 93. For this reason, also in the second basic configuration, the in-wheel motor drive device side region 93d of each power line 93 can be twisted individually. The in-wheel motor drive device side region 93d is wired on the lower side of the clamp member 96 and on the outer side in the vehicle width direction than the wheel vicinity region 93b, and extends downward beyond the wheel vicinity region 93b.

  By the way, according to the second basic configuration, each power line 93 further includes a wheel vicinity region 93b between one end of the power line 93 connected to the power line connecting portion 91 and the in-wheel motor drive device side region 93d. The wheel vicinity region 93b extends in the vertical direction, and is connected to the power line connecting portion 91 side on the lower side and connected to the in-wheel motor drive device side region 93d on the upper side. As a result, the in-wheel motor drive device side region 93d can be lengthened as compared with the basic configuration, and the in-wheel motor drive device side region 93d is twisted per unit length when the in-wheel motor drive device 10 is steered. The degree can be relaxed.

  Further, according to the second basic configuration, the wheel vicinity region 93b is gripped by the clamp member 96 provided in the suspension device 70, so that the wheel vicinity region 93b can be held so as to extend in the vertical direction.

<Embodiment of the present invention>
Next, an embodiment of the present invention will be described. FIG. 15 is a schematic diagram showing a protection structure for an in-wheel motor power line according to the embodiment of the present invention, and shows a state viewed from the rear of the vehicle. FIG. 16 is a schematic diagram showing the embodiment, and shows a state viewed from the inner side in the vehicle width direction.

  About the structure of the in-wheel motor drive device 10 concerning this Embodiment, and the wiring structure of the power line 93, it is the same as that of the said basic structure. Only the parts different from the basic configuration will be described in detail below. In FIGS. 15 and 16, the power line wiring structure having the second basic configuration is illustrated, but the power line wiring structure having the first basic configuration may be employed.

  As described in the basic configuration, the power line 93 has at least three regions extending continuously between the in-wheel motor driving device 10 and the vehicle body 101, that is, the in-wheel motor driving device side region 93d, the vehicle body. It includes a side region 93f and an intermediate region 93e. The in-wheel motor drive device side region 93d is a longitudinally extending portion that hangs downward from a sleeve 92 (FIG. 1 and the like) or the clamp member 96 provided on the in-wheel motor drive device 10 side. The vehicle body side region 93f is a longitudinally extending portion that hangs downward from a clamp member 94 provided on the vehicle body 101 side. The intermediate region 93e is a bottom portion between the in-wheel motor drive device side region 93d and the vehicle body side region 93f, and extends along the vehicle width direction without being clamped.

  In this case, the intermediate region 93e of the power line 93 extends along the lower arm on the upper side of the lower arm (main body). In the present embodiment, the lower arm 71A has a protective cover 50 for protecting the intermediate region 93e of the power line 93 from flying objects. The main body portion (hereinafter referred to as “lower arm main body portion”) 71 of the lower arm 71A may have the same structure as the lower arm 71 shown in the basic configuration. 15 and 16, the vehicle body side member (subframe) 104 to which the vehicle width direction inner side ends 73d and 73f of the lower arm 71A are connected is shown. In the present embodiment, the vehicle width direction inner ends 73f and 73d of the lower arm 71A are referred to as a first inner end 73f and a second inner end 73d, respectively. The second inner end portion 73d is a portion closer to the outer side in the vehicle width direction than the first inner end portion 73f.

  FIGS. 17 to 19 are views showing the lower arm 71A extracted in this embodiment. FIG. 17 shows a state seen from the outside in the vehicle width direction, FIG. 18 shows a state seen from the upper surface side, and FIG. Represents the state of entanglement. In FIG. 17, the position of the intermediate region 93e of the power line 93 is indicated by an imaginary line. FIG. 20 is a perspective view showing the protective cover 50 in the present embodiment.

  The protective cover 50 is connected to the front standing wall 52 that rises upward from the front end of the lower arm main body 71, the rear standing wall 51 that rises upward from the rear end of the lower arm main body 71, and extends in the front-rear direction by being connected to these lower ends. It is comprised with the connection wall part 53 to do. That is, the protective cover 50 has a substantially U-shaped cross section. The material of the protective cover 50 is, for example, an elastic member or a metal member.

  The front standing wall 52 is provided in the vicinity of the second inner end 73 d of the lower arm main body 71. More specifically, the front standing wall portion 52 is provided at a position near the second inner end portion 73d in a portion from the second inner end portion 73d to the vehicle width direction outer end 72, along the front side surface 71r. Extends upward. The rear vertical wall portion 51 is provided in a portion from the first inner end portion 73f to the vehicle width direction outer end 72, and extends upward along the rear side surface 71s. The rear standing wall portion 51 is disposed so as to face the front standing wall portion 52.

  The height of the front vertical wall portion 52 and the rear vertical wall portion 51 is higher than the height of the intermediate region 93 e of the power line 93. In the present embodiment, as an example, the height of the front vertical wall 52 is higher than that of the rear vertical wall 51, and the width of the rear vertical wall 51 is wider than that of the front vertical wall 52. Reinforcing ribs 57 may be formed on the inner side surfaces of the front standing wall portion 52 and the rear standing wall portion 51.

  The connecting wall portion 53 has a plurality of through holes 54 and is fixed to the lower arm main body 71 by bolts 55 inserted through the through holes 54. In the present embodiment, the connecting wall portion 53 is placed and fixed on the upper surface 71 t of the lower arm main body portion 71.

  In the present embodiment, the power line 93 is only clamped by the clamp member 96 attached and fixed to the outer peripheral surface of the strut 76 and the clamp member 94 on the vehicle body 101 side, and the others are not clamped. In such a wiring structure, when the lower arm 71A includes the protective cover 50, the intermediate region 93e of the power line 93 can be effectively protected from flying objects. That is, since the front and rear of the intermediate region 93e of the power line 93 are covered by the front vertical wall portion 52 and the rear vertical wall portion 51, the flying object from the front or rear collides with the intermediate region 93e of the power line 93 with a simple configuration. Can be prevented. Thereby, since damage to the power line 93 can be prevented, the life of the power line 93 can be extended.

  In addition, as in the present embodiment, by making the height of the front vertical wall portion 52 sufficiently higher than that of the rear vertical wall portion 51, it is possible to effectively prevent flying objects from the front that are frequently used during traveling.

  Further, since the protective cover 50 is provided independently of the power line 93, the power line 93 is not bent due to the collision of flying objects with the protective cover 50. Therefore, it is possible to prevent the power line 93 from being damaged due to the collision of flying objects indirectly.

  In addition, since the front vertical wall 52 and the rear vertical wall 51 are provided at the front end and the rear end of the lower arm main body 71 independently of the power line 93, the front vertical wall 52 and the rear vertical wall are also provided at the time of turning. Between the parts 51, the power line 93 can perform a free bending motion. In particular, in the present embodiment, among the entire region from the vehicle width direction outer end 72 of the lower arm main body portion 71 to the first inner end portion 73f, a relatively wide region (length in the front-rear direction), that is, the second inner end portion 73d. A front standing wall portion 52 is provided in the vicinity, and a rear standing wall portion 51 is provided so as to face it. Therefore, the possibility that the protective cover 50 and the power line 93 are in contact with each other at the time of turning can be more sufficiently reduced.

  The connecting wall 53 is fixed to the upper surface 71t of the lower arm main body 71. However, the vertical length of the front vertical wall 52 and the rear vertical wall 51 is increased and fixed to the lower surface of the lower arm main body 71. It may be configured to.

(Modification)
FIGS. 21 to 23 are views showing the lower arm 71A in a modification of the present embodiment, FIG. 21 shows a state seen from the vehicle width direction outer side, FIG. 22 shows a state seen from the upper surface side, and FIG. Represents the state seen from the front of the vehicle. In FIG. 22, an intermediate region 93e of the power line 93 is indicated by an imaginary line. FIG. 24 is a perspective view showing a protective cover 50A in a modification of the present embodiment.

  The protective cover 50 </ b> A does not have the connecting wall portion 53, and includes a front standing wall portion 52 and a rear standing wall portion 51. That is, the front vertical wall portion 52 and the rear vertical wall portion 51 are formed as separate components rather than as a single component.

  In this case, the front vertical wall portion 52 has a plurality of through holes (not shown) in the lower end portion 52a, and is fixed to the front side surface 71r of the lower arm main body portion 71 by bolts 55 inserted into the through holes. The Similarly, the rear vertical wall portion 51 has a plurality of through holes (not shown) in the lower end portion 51a, and is fixed to the rear side surface 71s of the lower arm main body portion 71 by bolts 55 inserted into the through holes. . A disc spring 56 may be interposed between the standing wall portions 52 and 51 and the lower arm main body portion 71.

(Other variations)
In the present embodiment, an example in which the protective cover 50 (50A) is attached to the lower arm main body 71 is shown, but the front standing wall 52 and the rear standing wall 51 of the protective cover 50 are integrally formed with the lower arm main body 71. Also good.

  Moreover, although the protective cover 50 has both the front standing wall part 52 and the back standing wall part 51, it may have only any one standing wall part. In that case, it is desirable to have at least the front standing wall portion 52.

  Further, in the present embodiment, an example in which the arrangement shape of the power line 93 extending from the in-wheel motor drive device 10 side to the vehicle body 101 side is a U-shape has been shown, but the present invention is not limited to such an arrangement shape. The power line 93 only needs to have at least a portion along the lower arm 71.

  Alternatively, when the power line 93 extending from the in-wheel motor drive device 10 side to the vehicle body 101 side has a portion along the upper arm on the lower side of the upper arm (not shown), the suspension provided with the protective cover The member may be an upper arm. In this case, the protective cover may have a hanging wall portion (not shown) that hangs downward from the front end or the rear end of the upper arm.

  Alternatively, in the present embodiment, the “power line” having a portion along the suspension member is the power line 93, but such a power line is not limited to the power line 93 but may be the signal line 87. Both the power line 93 and the signal line 87 may be used.

  The embodiment disclosed this time should be considered as illustrative in all points and not restrictive. The scope of the present invention is defined by the terms of the claims, rather than the description above, and is intended to include any modifications within the scope and meaning equivalent to the terms of the claims.

  DESCRIPTION OF SYMBOLS 10 In-wheel motor drive device, 11 Wheel hub bearing part, 12 Outer ring, 13 Inner fixing member, 15 Fixed shaft, 18 Carrier, 21 Motor part, 22 Motor rotating shaft, 23 Rotor, 24 Stator, 25 Motor casing, 25b Power line Terminal box, 25c Signal line terminal box, 25v Motor casing cover, 31 Reduction part, 32 Input shaft, 33 Input gear, 34, 36, 37, 39 Intermediate gear, 35, 38 Intermediate shaft, 40 Output gear, 41 Output shaft, 43 Main body casing, 47 Oil tank, 50, 50A Protective cover, 51 Rear standing wall, 52 Front standing wall, 53 Connecting wall, 54 Through hole, 60 Ball joint, 61 Ball stud, 62 Socket, 70 Suspension device, 71 Lower arm , 76 struts, 77 shock absolute Bar, 78 Coil spring, 80 Tie rod, 84 Rotation angle sensor, 85 Signal line connection part, 87 Signal line, 91 Power line connection part, 93 Power line, 101 Car body, 102 Wheel house, BD Brake disc, W Wheel wheel.

Claims (4)

A protective structure for protecting a power line drawn from an in-wheel motor driving device arranged inside a wheel and driving the wheel and extending to a vehicle body from flying objects,
The power line has a portion along the suspension member extending in the vehicle width direction,
The suspension member has a power line protection structure having a protective cover for protecting the portion of the power line from flying objects. The suspension member is a lower arm,
The power line protection structure according to claim 1, wherein the protective cover includes a standing wall portion that rises upward from a front end or a rear end of a main body portion of the lower arm.   The power line protection structure according to claim 2, wherein the standing wall portion is provided at both a front end and a rear end of the main body portion of the lower arm. The arrangement shape of the power line extending from the in-wheel motor drive device side to the vehicle body side is a U-shape,
One U-shaped longitudinally extending portion is clamped or connected on the in-wheel motor drive device side, the other U-shaped vertically extending portion is clamped on the vehicle body side, and the bottom portion therebetween is The power line protection structure according to claim 1, wherein the power line protection structure is along the suspension member without being clamped.

Images