JP2018160963A - In-wheel motor drive device - Google Patents

Abstract

PROBLEM TO BE SOLVED: To provide a technology for downsizing a motor part of an in-wheel motor drive device.SOLUTION: An in-wheel motor drive device (10) comprises a motor rotary shaft (22) that drives a rotary wheel, a cylindrical stator (24), a coil (24c), first and second lead-out lines (26u, 26v) drawn out from the coil, and first and second conductors (46u, 46v) that are provided on the outer diameter side of the stator and that have one ends disposed in a terminal box and the other ends connected, in a motor part (21), to leading ends (26t, 26t) of the first and second lead-out lines, respectively. The first conductor and the second conductor are disposed at positions close to each other. In contrast, the leading end region of the first lead-out line and the leading end region of the second lead-out line extend straight so as to be separated away from each other in a direction from the leading ends to the coil side.SELECTED DRAWING: Figure 6

Description

  The present invention relates to an in-wheel motor drive device that is disposed in an inner space of a wheel and drives the wheel, and more particularly to a motor unit having a stator and a rotor.

  Japanese Patent Laying-Open No. 2015-160529 (Patent Document 1) discloses a motive power extending from the outside of an in-wheel motor drive device provided with a terminal box in an in-wheel motor drive device that is disposed in an inner space region of a wheel and drives the wheel. A structure for connecting wires to a terminal box is described.

  The internal space of the terminal box and the internal space of the motor do not directly communicate with each other, and both are separated by an insulating partition wall. And a conductive member penetrates a partition wall. One end of the conductive member is connected to the tip of the power line, and the other end of the conductive member is connected to the tip of the lead wire extending from the motor coil.

JP2015-160529A

  By the way, as viewed in the axial direction of the motor unit, it is conceivable that the leading end of the lead wire is routed in parallel in the internal space of the motor unit. This is because the tips of the three lead wires are aligned with respect to the three conductive members that are aligned in advance so that the connection work between them is not mistaken. Further, the appearance of the three lead wires is improved by aligning the leading ends of the three lead wires in parallel.

  FIG. 9 schematically shows a state in which the tips of the three lead wires 26, 26, 26 are aligned in parallel. Conductor terminals 26t, 26t, and 26t that are crimped to the tip are also arranged in an orderly manner.

  However, the present inventor has found that there is a further improvement in the motor unit 21 shown in FIG. That is, since the lead line 26 is hard and difficult to bend, the radius of curvature cannot be reduced. 9 has a large radius of curvature, and the arc length of the bent portion B becomes large.

  When the leading end of each lead wire 26 is straightly extended to the outer diameter side of the stator 24 of the motor unit 21 and aligned in parallel so as to ensure a predetermined straight line length, the leading end of the motor unit 21 It protrudes greatly from the axis M.

  A cylindrical motor casing 25 covering the stator 24 partially protrudes in the circumferential direction to cover the leading end of each lead wire 26. The inventor has noticed that the protruding distance D3 from the cover portion 25p, which is a part of the cover portion 25p, to the axis M is increased.

  The in-wheel motor drive device is preferably small because it is restricted in space, and the present inventor has found that there is room for improvement in the direction perpendicular to the axis of the motor unit 21.

  In view of the above circumstances, an object of the present invention is to provide a technique for reducing the size of a motor unit of an in-wheel motor drive device.

  For this purpose, an in-wheel motor drive device according to the present invention includes a wheel hub bearing that rotatably supports a rotating wheel, a motor rotating shaft that drives the rotating wheel, a cylindrical stator that is coaxially disposed with the motor rotating shaft, A coil wound around a stator core of the stator, a motor unit having first and second lead wires drawn from the coil, a terminal box for receiving power from an external power source, an outer diameter side than the stator, and one end thereof A first conductor and a second conductor disposed inside the terminal box and having the other end connected to the leading ends of the first and second lead wires, respectively, inside the motor unit; They are arranged close to each other, and the tip region of the first lead wire and the tip region of the second lead wire are straight so that they are farther away from the tip of the lead wire toward the coil side. Extending.

  According to the present invention, the tip region of the first lead line and the tip region of the second lead line are routed non-parallel. As a result, there is no need to bend the middle in order to align the leading ends of the lead wires in parallel, it is not necessary to secure the curvature radius of the bent portion, and the projecting distance from the center axis of the motor portion to the tip of the lead wire is reduced. be able to. Therefore, the dimension perpendicular to the axis of the motor portion can be reduced, which contributes to the downsizing of the in-wheel motor drive device. The lead wire may be disposed at the axial end of the motor unit. Specifically, it is good to arrange | position along the axial direction end surface of a cylindrical stator. The remaining area of the first and second lead lines excluding the tip area may be routed in an arc along the axial end surface of the stator. The first lead wire may be routed counterclockwise from the tip side toward the coil side, and the second lead wire may be routed clockwise from the tip side toward the coil side.

  When the motor unit is a single-phase rotary motor, it has two lead wires. Preferably, the motor unit is a three-phase rotary electric motor and has three lead wires. As a preferred embodiment of the present invention, a third conductive member is provided on the outer diameter side of the stator and has one end disposed inside the terminal box and the other end connected to the tip of a third lead wire drawn from the coil inside the motor unit. And the third conductor is disposed at a position close to the second conductor, and the tip region of the second lead line and the tip region of the third lead line become farther from each other toward the coil side from the tip of the lead line. It extends so straight. According to this embodiment, the tip region of the third lead line and the tip region of the second lead line are routed non-parallel. This eliminates the need to bend the middle in order to align the tips of the third and second lead wires in parallel, and it is not necessary to secure the radius of curvature of the bent portion, so that the third and second lead wires can be removed from the central axis of the motor portion. The protruding distance to the tip of the line can be reduced. Therefore, according to this embodiment, it contributes to size reduction of an in-wheel motor drive device. The remaining region excluding the tip region of the third lead wire may be routed in an arc along the axial end surface of the stator. The third lead wire may be routed counterclockwise from the tip side toward the coil side.

  As a preferred embodiment of the present invention, the tip regions of the first to third lead lines are routed non-parallel to each other. According to this embodiment, it is not necessary to bend the middle of the first to third lead wires with a radius of curvature smaller than the radial dimension of the stator, and it is not necessary to align the tip regions of the first to third lead wires in parallel. Therefore, the tips of the first to third lead wires can be arranged closer to the outer peripheral surface of the stator. Accordingly, the dimension perpendicular to the axis of the motor portion is further reduced, which contributes to the downsizing of the in-wheel motor drive device. As another embodiment, the tip regions of the first and third lead lines may be aligned in parallel.

  As a further preferred embodiment of the present invention, the third conductor, the first conductor, and the second conductor are arranged in this order at intervals in the substantially circumferential direction of the motor unit. According to this embodiment, in the three-phase rotary electric motor having three lead wires, it is possible to reduce the protruding distance from the axis of the motor unit to the tip of the lead wire. Therefore, according to this embodiment, it contributes to size reduction of an in-wheel motor drive device. As another embodiment, the plurality of electric conductors may be arranged at intervals in the substantially circumferential direction of the motor unit in a different order.

  As one embodiment of the present invention, the first to third conductors extend substantially parallel to the axis of the motor unit, and the terminal box is fixed with ends of the first to third power lines extending from the external power source. The third power line is connected to one end of each of the first to third conductors inside the terminal box, and each end of the first to third power lines is connected to the first to third conductors with respect to the radial position of the motor unit. It is arranged to be adjacent to the outer diameter side when viewed from the body. According to this embodiment, the peripheral structure of the terminal box can be reduced in size by arranging the three power line ends and the three conductors in an orderly manner. The pair of power line ends and the conductor may extend non-parallel, but more preferably, the three power line ends and the three conductors may be arranged substantially in parallel.

  As described above, according to the present invention, the dimension perpendicular to the axis from the axis of the motor unit to the tip of the lead wire can be reduced, which contributes to the downsizing of the in-wheel motor drive device. Therefore, the motor unit can be accommodated in the inner space of the wheel that is a small space.

It is a schematic diagram which shows the in-wheel motor drive device which becomes one Embodiment of this invention, and represents the state seen from the vehicle width direction outer side. It is a schematic diagram which shows the same embodiment, and represents the state seen from the vehicle width direction inner side. It is an expanded sectional view showing the in-wheel motor drive device of the embodiment. It is a longitudinal cross-sectional view which shows typically the terminal box and motor part of the embodiment. It is a longitudinal cross-sectional view of a terminal box. It is a schematic diagram which shows the axial direction edge part of a motor part. It is a schematic diagram which shows the connection of each leader line in FIG. It is a schematic diagram which shows the axial direction edge part of the motor part as a modification of FIG. It is a schematic diagram which shows the axial direction edge part of the motor part as contrast.

  Hereinafter, embodiments of the present invention will be described in detail with reference to the drawings. FIG. 1 is a schematic view showing an in-wheel motor drive device according to an embodiment of the present invention together with peripheral components, and shows a state viewed 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. FIG. 2 is a schematic view showing the embodiment, showing a state seen from the rear of the vehicle. In FIG. 2, 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 page, the left side of the page is the rear side of the vehicle, the right side of the page is the front side of the vehicle, the peripheral parts are omitted, and the wheel wheels are represented by virtual lines. FIG. 3 is a developed cross-sectional view showing the in-wheel motor drive device of the same embodiment. 3 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. In FIG. 3, the left side of the paper surface is the outside in the vehicle width direction, and the right side of the paper surface is the inside in the vehicle width direction. 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. The in-wheel motor drive device 10 of the present embodiment is disposed in an inner space area of the wheel wheel W indicated by a phantom line in FIG. 3, and is housed together with the wheel wheel W in a wheel house of a vehicle body (not shown).

  The rim portion Wr and the spoke portion Ws of the wheel wheel W define an inner space region of the wheel. A tire (not shown) is fitted to the outer periphery of the rim portion Wr. The wheel W and the tire constitute a wheel. The wheel wheel W and the in-wheel motor drive device 10 are arranged symmetrically on both sides in the vehicle width direction of a vehicle body (not shown) and 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 (not shown) via the suspension device 70. The suspension device 70 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 of the in-wheel motor drive device 10 and is located 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 suspension bracket 102 as described in detail later. In FIG. 1, 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 above the wheel wheel W.

  Specifically, the lower end region of the strut 73 is an 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) arranged so as to surround the damper 74. The coil spring and the damper 74 constitute a shock absorber. Therefore, the strut 73 can be expanded and contracted in the vertical direction, and the axial force and expansion / contraction acting on the strut 73 are 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 a vehicle width direction inner end (not shown). The lower arm 71 is connected to the suspension bracket 102 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 (not shown) at the inner end in the vehicle width direction. The lower arm 71 can swing in the vertical direction with the inner end in the vehicle width direction as a base end and the outer end 71a in the vehicle width direction 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.

  The suspension bracket 102 is a member attached to the in-wheel motor drive device 10 as shown in FIG. 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 (reference numeral 102 in FIG. 3) is attached and fixed to the in-wheel motor drive device 10 as will be described later. The central portion 102a has an opening 102c. The opening 102 c receives the outer ring 13 (FIG. 3) of the in-wheel motor drive device 10, and 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 center portion 102a, extends from the outside in the vehicle width direction to the inside above the motor portion 21 (only the axis line M is shown in FIG. 1), and has a damper 74 at the front end portion in the vehicle width direction. Join. The lower suspension bracket 102d protrudes downward from the central portion 102a and is connected to the lower arm 71 at the tip.

  A tie rod 80 is disposed above the lower arm 71 as indicated by an imaginary line in FIG. The tie rod 80 extends in the vehicle width direction, and the outer end of the tie rod 80 in the vehicle width direction is rotatably connected to the suspension bracket 102. 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.

  As shown in FIG. 3, the in-wheel motor drive device 10 decelerates the rotation of the wheel hub bearing portion 11 connected to the center of the wheel wheel W, the motor portion 21 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 11 but are offset from the axis O of the wheel hub bearing 11. 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.

  The wheel hub bearing portion 11 has an inner ring 12 as a rotating wheel coupled with the wheel wheel W, an outer ring 13 as a fixed wheel, and a plurality of rolling elements 14 arranged in an annular gap between the inner ring 12 and the outer ring 13. Then, the inner ring 12 is rotatably supported. The inner ring 12 coincides with an axis O passing through the center of the wheel hub bearing portion 11. The axis O constitutes the axle.

  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 38h 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. 3 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 13 h and is screwed into a female screw hole 38 g formed in the front portion 38 f 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 (hub wheel) that rotates integrally with the wheel W.

  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 in which the fastening member 18 is press-fitted and fixed 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 engages. 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 predetermined intervals in the circumferential direction as shown in FIG. 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.

  As shown in FIG. 3, the motor casing 25 has a substantially cylindrical shape, and is integrally joined to the rear portion 38b of the main 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. Stopped. 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 of the motor portion 21 via rolling bearings 27 and 28. 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 rotating shaft 22 drives the inner ring 12.

  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. Specifically, as shown in FIG. 1, the axis M of the motor unit is arranged in front of the vehicle with respect to the axis O. As shown in FIG. 2, a terminal box 29 protruding upward is provided on the upper portion of the motor casing 25. Hereinafter, the terminal box 29 is shown to protrude above the motor casing 25, but it may be located at a position other than above the motor casing 25, and provided so as to protrude from the motor casing cover 25 v. It may be.

  FIG. 4 is an enlarged longitudinal sectional view schematically showing the terminal box and the motor unit of the present embodiment. FIG. 5 is a longitudinal sectional view of the conductor, showing a state in which the in-wheel motor drive device is cut along a plane indicated by VV in FIG. 4 and the cut surface is viewed in the direction of the arrow. FIG. 6 is a schematic view showing a stator and a rotor inside the motor unit with the motor casing cover removed, and represents the other end surface (coil end) in the axial direction of the stator. In FIG. 6, the leading end region of the lead wire is mainly shown, and the remaining region of the lead wire is omitted in order to clearly show the coil. FIG. 7 is a schematic diagram showing the connection between the lead wire and the coil at the coil end in FIG.

  The terminal box 29 receives power from an external power source such as a battery and an inverter mounted outside the in-wheel motor drive device 10. The external power source is mounted outside the wheel, for example, a vehicle body (not shown). For this reason, the terminal box 29 is connected to a power line 41 extending from the outside of the in-wheel motor drive device 10. FIG. 2 shows only a cross section of the power line 41. The power line 41 has flexibility, and is routed as appropriate corresponding to peripheral components such as the suspension device 70 (FIG. 1) and the vehicle body. The motor unit 21 of the present embodiment is a three-phase AC rotary motor, and three power lines 41 are connected to one terminal box 29. The power line 41 extends from the in-wheel motor drive device 10 to the vehicle body. FIG. 2 shows only one end of the power line 41 and omits the other end. The other end of the power line 41 is connected to an inverter mounted on a vehicle body (not shown).

  Each power line 41 has a core wire and a covering portion. An end portion of each power line 41 is peeled off from the core wire 41 c in the internal space J of the terminal box 29. A conductor terminal 42 having a C-shaped portion or an annular portion is crimped to an end portion of each core wire 41c that is not covered. The covering portion of each power line 41 is held by a sleeve 43 outside the terminal box 29, and each sleeve 43 is screwed to the surface of the terminal box 29 with a screw 44.

  The insulating partition wall 45 that partitions the terminal box 29 and the motor unit 21 is formed with a through hole through which the plurality of conductors 46 pass. Three conductors 46 are provided corresponding to the motor unit 21 of the three-phase AC rotary electric motor. Each conductor 46 is a columnar metal bar extending in parallel with the axis M. One end of each conductor 46 is in the internal space J of the terminal box 29 and the other end of each conductor 46 is in the internal space L of the motor casing 25. , Each located. Female screw holes are formed on both end surfaces of each conductor 46. A screw 47 is passed through each terminal 42, and each screw 47 is screwed to one end of a conductor 46, whereby each terminal 42 is screwed to one end of each conductor 46.

  As shown in FIG. 6, the stator 24 includes a cylindrical stator core 24b and a coil 24c wound around the salient pole 24d of the stator core 24b. The stator core 24b is a core of the stator 24, and is made of, for example, a laminated steel plate. The stator core 24b has a plurality of salient poles 24d arranged at equal intervals in the circumferential direction. The salient poles 24d extend radially, and slots are defined between the salient poles 24d and 24d adjacent in the circumferential direction. In the present embodiment, for example, there are 12 slots, and each slot and each salient pole 24d are aligned radially about the axis M. The tip of each salient pole 24d protrudes toward the inner diameter side, and a coil 24c is wound around each salient pole 24d. Therefore, the magnetic pole of each coil 24c is formed at the inner diameter end close to the axis M and the outer diameter end far from the axis M. As shown in FIG. 4, with respect to the axis M, the central region in the axis M direction of the coil 24c is accommodated in the slot, but both ends of the coil 24c in the axis M direction protrude from the stator core 24b in the axis M direction.

  As shown in FIG. 7, each of the coils 24 c, 24 c... Is directly connected to any one of the three lead wires 26. The stator 24 of this embodiment has, for example, 12 slots and 12 coils. Each lead line 26 corresponds to the U phase, the V phase, and the W phase, respectively. In the following description, when the lead lines 26 are particularly distinguished and described, they are also referred to as a first lead line 26u, a second lead line 26v, and a third lead line 26w. When the conductors 46 are particularly distinguished and described, they are also referred to as a first conductor 46u, a second conductor 46v, and a third conductor 46w. Further, in FIG. 6, when the circumferential positions of the coils 24c are individually shown, they are sequentially positioned in the counterclockwise direction as W1, V1, U1, W2, V2, U2, W3, V3, U3, W4, V4, U4. Such positioning is for convenience, and the order of the W-phase, V-phase, and U-phase can be changed by the connection layout of the lead wire 26 and each coil 24c, or electronic control of an inverter (not shown).

  As shown in FIG. 4, the lead wire 26 is disposed at the other end portion in the axis M direction of the motor portion 21 so as to extend along the other end surface 24 g in the axis M direction of the stator 24. A conductor terminal 26t including a C-shaped portion or an annular portion is crimped to the leading end of each lead wire 26. A screw 48 is passed through each terminal 26 t, and each screw 48 is screwed to the other end of the conductor 46, whereby each terminal 26 t is screwed to the other end of each conductor 46. The screws 47 and 48 are fastened to the conductor 46 and extend in parallel with the axis M in such a posture that the heads are separated from each other and the shafts are close to each other.

  As shown in FIG. 6, the inner peripheral surface of the motor casing 25 is in close contact with the outer peripheral surface of the stator 24. Thereby, the stator 24 is fixed to the motor casing 25. A cover portion 25p that protrudes like a trapezoid to the outer diameter side is integrally formed at one place in the circumferential direction of the motor casing 25. The cover portion 25p covers the other end of the three conductors 46, the three screws 48, and the three terminals 26t, and accommodates them in the internal space L.

  A trapezoidal plate portion 25x (FIGS. 2 and 4) protruding to the outer diameter side is also integrally formed on the motor casing cover 25v covering the coil end of the stator 24 and the lead wire 26 from the other side in the axis M direction. The plate portion 25x is fitted into the end opening of the cover portion 25p from the other side in the axis M direction, and seals the cover portion 25p.

  As shown in FIG. 5, the plurality of conductors 46 are arranged in parallel at intervals. One end of each conductor 46 is installed in a common internal space J. For this reason, the conductors 46 are arranged in parallel so as to be adjacent to each other. As shown in FIG. 6, the arrangement direction (adjacent direction) of the plurality of conductors 46, 46, 46 is substantially equal to the circumferential direction of the motor unit 21. In the present embodiment, the third conductor 46w, the first conductor 46u, and the second conductor 46v are arranged in the circumferential direction in this order. As shown in FIG. 2, the ends of the power lines 41, 41, 41 and the plurality of sleeves 43 are also arranged in parallel at intervals in the substantially circumferential direction of the motor unit 21.

  As shown in FIG. 7, each lead wire 26 branches at a predetermined position in the circumferential direction centering on the axis M and is connected to the coil 24c. Alternatively, each lead line 26 may be formed by connecting one end of a plurality of branch lines with a terminal 26 t and bundling one end region with a coating. The other ends of these branch lines are connected with two coils 24c in the circumferential direction. This is because the plural (12) coils 24c (FIG. 6) of the stator 24 are arranged to repeat in the circumferential direction in the order of the U phase, the V phase, and the W phase.

  With reference to FIGS. 6 and 7, the routing of each lead line 26 will be specifically described.

  The tip (terminal 26t) of the first lead wire 26u is on the outer diameter side of the stator 24, and is disposed at substantially the same circumferential position as the coil 24c at the circumferential position V1 as shown in FIG.

  The tip region including the tip of the first lead wire 26 u extends straight from the terminal 26 t toward the stator 24. Further, the first lead wire 26u continues to be curved and extend in the circumferential direction along the other end surface 24g of the stator 24. Here, the first lead wire 26u branches at a predetermined circumferential position U1 centering on the axis M (FIG. 7), and is connected to the U-phase one coil 24c (FIG. 6) at this position. Further, the first lead line 26u extends from the circumferential position U1 while curving counterclockwise and branches at a circumferential position U2 that is approximately 90 ° away from the circumferential position U1 (FIG. 7). It is connected to the other one coil 24c (FIG. 6) of the U phase at the position. Further, the first lead line 26u extends while curving counterclockwise from the circumferential position U2 and branches at a circumferential position U3 (FIG. 7) separated from the circumferential position U2 by about 90 °. Are connected to another coil 24c (FIG. 6). The remaining first lead wire 26u extends while curving counterclockwise from the circumferential position U3, and at the circumferential position U4 (FIG. 7) about 90 ° away from the circumferential position U3. It is connected to another coil 24c (FIG. 6).

  In this way, the first lead line 26u extends straight in the tip region, and extends in the circumferential direction in the other region. The curve of the lead wire 26 means that the lead wire 26 bends with a radius of curvature included in the range of the inner diameter dimension to the outer diameter dimension of the stator 24.

  The distal end (terminal 26t) of the second lead wire 26v is on the outer diameter side of the stator 24 and is disposed at substantially the same circumferential position as the coil 24c at the circumferential position V1. The leading end of the second lead line 26v is arranged adjacent to the first leading line 26u in the clockwise direction as viewed from the leading end.

  The tip region including the tip of the second lead wire 26v extends straight from the terminal 26t toward the stator 24. Here, when the arrangement relationship between the tip regions of the plurality of lead wires 26 is added, the tip of the first lead wire 26u (terminal 26t) and the tip of the second lead wire 26v (terminal 26t) are arranged at positions close to each other. Although they are adjacent to each other, they extend straight away from each other, that is, as they are closer to the coil 24c.

  Further, the second lead line 26v continues to bend and extend in the circumferential direction along the other end surface 24g of the stator 24. Here, the second lead wire 26v branches at a predetermined circumferential position V4 centered on the axis M, and is connected to the V-phase one coil 24c at this position. Further, the second lead line 26v extends in a clockwise direction from the circumferential position V4, branches at a circumferential position V3 that is about 90 ° clockwise from the circumferential position V4, and other V-phases at that location. 1 coil 24c. Furthermore, the second lead line 26v continues to curve and extend clockwise from the circumferential position V3, branches at a circumferential position V2 that is about 90 ° clockwise from the circumferential position V3, and further V-phase at this position. It is connected to the other one coil 24c. The remaining second lead line 26v extends while curving clockwise from the circumferential position V2, and another coil 24c of V phase at the circumferential position V1 that is approximately 90 ° clockwise from the circumferential position V2. Connected to

  As described above, the tip region of the first lead wire 26u and the tip region of the second lead wire 26v are arranged at the other end portion in the axis M direction of the motor portion 21 and extend straight to the coil 24c from the tip (terminal 26t) side. The farther away, the farther away from each other.

  As shown in FIG. 7, the first lead wire 26u is routed so as to draw a counterclockwise arc from the terminal 26t at the tip toward the coil 24c side. On the other hand, the second lead wire 26v is routed so as to draw a clockwise arc from the terminal 26t at the tip toward the coil 24c side.

  As described above, in the present invention, the two lead wires 26 are bent and arranged in opposite circumferential directions, the tips are arranged at positions close to each other, and the tip region that extends straight is separated as the distance from the tip increases. Be routed to. Further, the arc regions of the two lead lines 26 overlap each other.

  The first and second lead wires 26u and 26v described above are preferably fixed in advance by applying a non-conductive material such as enamel in the state of the stator 24 alone. Thereby, when assembling the in-wheel motor drive device 10, each terminal 26t can be made to substantially correspond to the corresponding conductor 46, respectively.

  As shown in FIG. 7, the first lead line 26 u and the second lead line 26 v are bent at a radius of curvature substantially the same as the radius of the stator 24 in the remaining arc region excluding the straight tip region. For this reason, the first and second lead lines 26 are not forcibly bent with a small radius of curvature. The terminals 26t and the conductors 46 corresponding to the first lead wires 26u and the second lead wires 26v can be disposed close to the outer peripheral surface of the stator 24.

  As shown in FIG. 7, the protrusion distance of the cover part 25p from the axis M which becomes the rotation center of the motor part 21 is set to D1. The cover portion 25p is also disposed close to the outer peripheral surface of the stator 24.

  According to the present embodiment, the tip region of the first lead line 26u and the tip region of the second lead line 26v are routed non-parallel. As a result, as will be described in detail later, the protruding distance can be reduced as compared with a terminal box of a proportionality (FIG. 9) in which the tip regions are arranged in parallel. Therefore, according to this embodiment, it contributes to size reduction of the in-wheel motor drive device 10.

  The tip (terminal 26t) of the third lead wire 26w is located on the outer diameter side of the stator 24, and is disposed at the substantially same circumferential position as the coil 24c at the circumferential position V1. Further, the tip end of the third lead line 26w is disposed adjacent to the tip end of the first lead line 26u counterclockwise.

  The tip region including the tip of the third lead wire 26w extends straight from the terminal 26t toward the stator 24. The tip region of the third lead wire 26w is disposed on the outer diameter side of the tip region of the first lead wire 26u and extends substantially parallel to the tip region of the first lead wire 26u. Further, the third lead wire 26w is bent at the curved portion B in the middle, and extends straight along the other end surface 24g of the stator 24. Here, the third lead wire 26w branches at a circumferential position W2 centered on the axis M, and is connected to the W-phase one coil 24c at this position. Further, the third lead line 26w extends in a counterclockwise direction from the circumferential position W2 and branches at a circumferential position W3 that is about 90 ° away from the circumferential position W2 in the counterclockwise direction. It is connected to the other one coil 24c. Further, the third lead line 26w continues to bend and extend counterclockwise from the circumferential position W3, and branches at a circumferential position W4 that is about 90 ° clockwise from the circumferential position W3. Furthermore, it is connected to another one coil 24c. The remaining third lead wire 26w extends while curving counterclockwise from the circumferential position W4, and is another one of the W phase at a circumferential position W1 that is approximately 90 ° away from the circumferential position W4. Connected to the coil 24c.

  As described above, the tip region of the third lead wire 26w and the tip region of the first lead wire 26u are disposed at the other end portion in the axis M direction of the motor portion 21, extend straight, and are disposed substantially in parallel.

  However, the tip region of the third lead wire 26w and the tip region of the second lead wire 26v extend straight and non-parallel so as to become farther from each other toward the coil 24c side from the tip (terminal 26t).

  The bent portion B of the third lead wire 26w has a smaller radius of curvature than an arc region that is curved with the same radius as the stator 24, but has a larger radius of curvature than a later-described proportional (FIG. 9) lead wire. Therefore, the third lead wire 26w of this embodiment is not forcibly bent. The terminal 26 t and the third conductor 46 w corresponding to the third lead wire 26 w can be disposed close to the outer peripheral surface of the stator 24.

  The third lead wire 26w described above is arranged in the same manner as the first and second lead wires 26u and 26v by the fixing agent such as an enamel, a binding wire, a clamp member, or the like. It is preferably fixed to the other end face 24g in the direction. Thereby, when assembling the in-wheel motor drive device 10, each terminal 26t can be made to substantially correspond to the corresponding conductor 46, respectively.

  The ends of the power line 41 and the leading end of the lead line 26 which are arranged vertically and make a pair are arranged so as to be adjacent to each other via a cover portion 25p that vertically separates the space. In the present embodiment, three pairs of the leading end of the lead wire 26 and the end of the power line 41 are provided so as to be adjacent to each other in the substantially circumferential direction of the motor unit 21. Here, the substantially circumferential direction may be strictly arranged on a predetermined arc centered on the axis M, or may be arranged on a straight line orthogonal to a radial line passing through the axis M. It may be a thing.

  The end of each coil 24c on the side connected to the lead wire 26 has been described so far, but the opposite end of each coil 24c is connected to a neutral point (not shown). Each coil 24c of the present embodiment is a star connection, but as a modification (not shown), each coil 24c may be a triangular connection. Further, the branch layout of the lead lines 26 and the connection layout of the lead lines 26 and the coil 24c are not limited to the embodiment shown in FIG.

  Returning to FIG. 3, the speed reduction unit 31 is a three-axis parallel shaft gear reducer, and is coaxial with the input shaft 32 s coaxially coupled with the motor rotation shaft 22 of the motor unit 21 and the outer peripheral surface of the input shaft 32 s. An input gear 32, a plurality of intermediate gears 33, 35, an intermediate shaft 34 coupled to the center of these intermediate gears 33, 35, and an output shaft 37 coupled coaxially to the inner ring 12 of the wheel hub bearing portion 11. And an output gear 36 provided coaxially on the outer peripheral surface of the output shaft 37, and a main body casing 38 for accommodating 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. 3, 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 output gear 36 is rotatably supported by the tooth tips and teeth and the back surface portion 38b.

  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 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. 3, 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 portion, and a front portion 38f and a back portion 38b that cover both ends of the cylindrical portion. 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 front portion 38f covers the internal parts of the speed reducing portion 31 from one side in the axial direction. The 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 both supported by the above-described rolling bearing. 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. 3, the axial dimensions of these rolling bearings 32m, 34m, and 36m are 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.

  Next, a proportional in-wheel motor drive device 90 will be described. FIG. 9 shows a state in which the motor unit 21 provided in the proportional in-wheel motor drive device 90 is viewed from the other axial side (inboard side). Regarding this comparison, the same components as those in the embodiment described above are denoted by the same reference numerals, description thereof is omitted, and different configurations will be described below. In this comparison, all the leading end regions of the plurality of lead lines 26 are arranged in parallel in order to satisfy the layout that is easy to assemble and looks good and the versatility of the motor parts. All the terminals 26t are also arranged in parallel. In FIG. 9, in order to clearly show the coil 24c, the leading end region of the lead wire 26 is mainly shown, and the remaining region of the lead wire 26 is omitted.

  As shown in FIG. 9, the protrusion distance of the cover portion 25p from the axis M that becomes the rotation center of the motor unit 21 is D3. Since the lead wire 26 is thick and difficult to bend, the radius of curvature cannot be made sufficiently small, and the radius of curvature at the bent portion B becomes large. If a sufficient length is secured at the bent portion B with respect to the lead wire 26 and a tip region extending straight from the bent portion B is further secured, the tip of the lead wire 26 moves away from the stator core 24b, and the protruding distance D3 increases.

  That is, the proportional protrusion distance D3 is larger than the protrusion distance D1 of FIG. 7 showing the embodiment of the present invention (D3> D1). For this reason, in comparison, even if the radial dimension of the stator 24 is reduced, the protruding distance D3 of the lead wire 26 is unnecessarily large, and it is difficult to accommodate the motor unit 21 in the internal space of the wheel that is restricted in the radial direction. There's a problem.

  The in-wheel motor drive device 10 of the present embodiment is arranged coaxially with a wheel hub bearing 11 that rotatably supports an inner ring 12 that is a rotating wheel, a motor rotating shaft 22 that drives the inner ring 12, and a motor rotating shaft 22. A cylindrical stator 24, a coil 24c wound around a stator core 24b of the stator 24, a motor unit 21 having first and second lead wires 26u and 26v drawn from the coil 24c, and a terminal box for receiving power from an external power source 29 and an outer diameter side of the stator 24, one end screwed with the screw 47 is disposed in the internal space J of the terminal box 29, and the other end screwed with the screw 48 is the internal space L of the motor unit 21. First and second conductors 46u and 46v connected to the tips of the first and second lead lines 26u and 26v, respectively. The first conductor 46u and the second conductor 46v are disposed at positions close to each other. On the other hand, the tip region of the first lead wire 26u and the tip region of the second lead wire 26v extend straight away from the tip (terminal 26t) toward the coil (24c). Further, the remaining area of the first and second lead lines 26 u and 26 v excluding the tip area is routed along the axial end surface of the stator 24. According to this embodiment, the tip region of the first lead line 26u and the tip region of the second lead line 26v are routed in parallel. This eliminates the need to bend the middle in order to align the tips of the lead wires 26u and 26v in parallel, and it is not necessary to secure the curvature radius of the bent portion. The protruding distance to the tip can be reduced. Therefore, according to this embodiment, it contributes to size reduction of the in-wheel motor drive device 10.

  Further, according to the present embodiment, one end that is provided on the outer diameter side of the stator 24 and that is screwed with the screw 47 is disposed in the internal space J of the terminal box 29, and the other end that is screwed with the screw 48 is the motor unit 21. And a third conductor 46w connected to the tip of the third lead wire 26w drawn from the coil 24c in the internal space L. The third conductor 46w is disposed at a position close to the first conductor 46u. On the other hand, the tip region of the second lead wire 26v and the tip region of the third lead wire 26w extend straight from the tip toward the coil 24c side so as to become farther from each other. Further, the remaining area excluding the tip area of the third lead wire 26w is routed along the other end face 24g of the stator 24 in the axis M direction. According to this embodiment, the tip region of the third lead line 26w and the tip region of the second lead line 26v are routed in parallel. This eliminates the need to bend the middle in order to align the tips of the lead wires 26w and 26v in parallel, and it is not necessary to secure the radius of curvature of the bent portion, so that the lead wires 26w and 26v extend from the axis M at the center of the motor portion 21. The protruding distance to the tip can be reduced. Therefore, according to this embodiment, it contributes to size reduction of the in-wheel motor drive device 10.

  Further, according to the present embodiment, the third conductor 46w, the first conductor 46u, and the second conductor 46v are arranged in this order with an interval in the substantially circumferential direction of the motor unit 21. As a result, the protrusion distance D1 can be reduced in the rotary electric motor having the three lead wires 26.

  Further, according to the present embodiment, the first to third electric conductors 46u, 46v, 46w extend substantially parallel to the axis M of the motor unit 21, and the terminal box 29 includes first to third power lines extending from an external power source. 41, 41 and 41 are fixed by sleeves 43 and screws 44, and the first to third power lines 41, 41 and 41 are provided in the inner space J of the terminal box 29 in the first to third conductors 46u, 46v, Each end of the first to third power lines 41, 41, 41 is connected to one end of 46 w, 46 v, 46 v, 46 v, 46 v, Arranged adjacent to the outer diameter side as viewed from 46w. As a result, the end portions of the three power lines 41 and the three conductors 46 can be arranged in an orderly manner, and the peripheral structure of the terminal box can be reduced in size.

  Next, the in-wheel motor drive device 20 which becomes the modification of this invention is demonstrated. FIG. 8 shows a state in which the motor unit 21 provided in the modified in-wheel motor drive device 20 is viewed from the other side (inboard side) in the axial direction. About this modification, 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 this modification, the first conductor 46u, the third conductor 46w, and the second conductor 46v are arranged in this order at intervals in the substantially circumferential direction of the motor unit 21.

  All of the three lead wires 26 are routed so as to extend straight in the tip region and bend at a curvature radius substantially equal to the radius of the stator 24 in the remaining region. In other words, all the lead lines 26 are not bent with a radius of curvature less than the radius of the stator 24. In FIG. 8, the leading end region of the lead line 26 is mainly shown, and the remaining region of the lead line 26 is omitted. The arrangement of the remaining area is not particularly limited.

  According to the modification shown in FIG. 8, the tip regions of the first to third lead lines 26u, 26v, 26w are routed non-parallel to each other. According to this embodiment, it is not necessary to bend the middle of the first to third lead wires 26u, 26v, 26w with a radius of curvature smaller than the radial dimension of the stator 24, and the first to third lead wires 26u, 26v, Since it is not necessary to align the tip region of 26w in parallel, each terminal 26t and each conductor 46 can be arranged closer to the outer peripheral surface of the stator 24. The cover portion 25p is also arranged closer to the outer peripheral surface of the stator 24. Accordingly, the protruding distance D2 from the axis M to the cover portion 25p is further reduced (D1> D2). The dimension of the motor unit 21 in the direction perpendicular to the axis is further reduced, which contributes to the downsizing of the in-wheel motor drive device 20.

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

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

10 in-wheel motor drive, 11 wheel hub bearing,
21 motor part, 22 motor rotating shaft, 23 rotor,
24 stator, 24b stator core, 24c coil,
24d salient pole, 24g stator other end surface,
25 motor casing, 25p cover part,
25v motor casing cover, 25x plate part,
26 motor lead wire, 26u first lead wire,
26v second lead wire, 26w third lead wire,
26t terminal, 29 terminal box, 31 reducer,
41 power lines (first to third power lines), 41c core wires,
42 terminals, 43 sleeves, 44 screws,
45 partition, 46 conductor, 46u first conductor,
46v second conductor, 46w third conductor, 47,48 screw,
B Bent part, M, N, O axis.

Claims (5)

A wheel hub bearing that rotatably supports the rotating wheel;
A motor having a motor rotating shaft for driving the rotating wheel, a cylindrical stator arranged coaxially with the motor rotating shaft, a coil wound around a stator core of the stator, and first and second lead wires drawn from the coil And
A terminal box that receives power from an external power source;
First and second provided on the outer diameter side of the stator, one end is disposed inside the terminal box, and the other end is connected to the leading ends of the first and second lead wires inside the motor unit, respectively. With a conductor,
The first and second conductors are disposed at positions close to each other,
The in-wheel motor drive device, wherein a tip region of the first lead wire and a tip region of the second lead wire extend straightly away from each other toward the coil side from the tip. A third conductor provided on the outer diameter side of the stator, having one end disposed in the terminal box and the other end connected to a tip of a third lead wire drawn from the coil inside the motor unit; Prepared,
The third conductor is disposed at a position close to the second conductor;
2. The in-wheel motor drive device according to claim 1, wherein a tip end region of the second lead wire and a tip end region of the third lead wire extend straight away from each other toward the coil side from the tip.   The in-wheel motor drive device according to claim 2, wherein tip regions of the first to third lead wires are arranged in parallel with each other.   4. The in-wheel motor drive device according to claim 3, wherein the third conductor, the first conductor, and the second conductor are arranged in this order at intervals in a substantially circumferential direction of the motor unit. 5. . The first to third conductors extend substantially parallel to the axis of the motor unit,
The terminal box is fixed with ends of first to third power lines extending from the external power source,
The first to third power lines are connected to the one ends of the first to third conductors inside the terminal box, respectively.
5. The end portions of the first to third power lines are arranged adjacent to the outer diameter side as viewed from the first to third conductors with respect to the radial position of the motor portion. The in-wheel motor drive device in any one of.

Images