JP2018199364A - Wiring structure of wire for park lock - Google Patents

Abstract

To provide a technology that relates to an in-wheel motor drive device provided at a turning wheel and reduces bending extension of a wire for a park lock during steering when the wire for the park lock is arranged from a park lock mechanism attached to the in-wheel motor drive device to a vehicle body.SOLUTION: A wiring structure of a wire for a park lock includes: an in-wheel motor drive device (10) having a motor part (21) which drives a wheel and a park lock mechanism which holds the wheel in a manner such that the wheel cannot rotate; a suspension device (70) which connects the in-wheel motor drive device to a vehicle body (101); and a bendable wire (48) for a park lock in which one end connects with a component (47) of the park lock mechanism and the other end extends to the vehicle body and which causes the park lock mechanism to operate. The in-wheel motor drive device can be steered in a state that a steering axis (K) extending in a vertical direction is set to its center. The wire for the park lock includes a first area (48d) extending in the vertical direction along the steering axis between its one end and the other end.SELECTED DRAWING: Figure 2

Description

  The present invention relates to a wiring layout of a parking lock wire that extends from an in-wheel motor driving device to a vehicle body and operates a parking lock mechanism provided in the in-wheel motor driving device.

  2. Description of the Related Art Conventionally, a technique in which an in-wheel motor drive device is provided inside left and right drive wheels (wheels) of a vehicle and the drive wheels are driven by the in-wheel motor drive device is known. Such a vehicle is advantageous in that it is not necessary to mount an engine or motor on the vehicle body, and the interior space of the vehicle body, such as a living room space or a cargo space, can be increased.

  The in-wheel motor drive device drives the left and right drive wheels individually. On the other hand, it is preferable to provide a parking lock device that holds the drive wheels in a non-rotatable state in response to security requirements. For example, Japanese Patent Application Laid-Open No. 2008-151308 (Patent Document 1) describes that a parking lock device is provided in each in-wheel motor drive device provided in each of the left and right drive wheels. Each parking lock device is actuated with pushable and pullable wires, each wire connecting with a single actuator. The actuator has a driving drum, and operates the left and right wheel parking lock devices by winding each wire.

JP 2008-151308 A

  An in-wheel motor drive device is connected to the vehicle body via a suspension device. As a result, the wheel and the in-wheel motor drive device can bounce and rebound in the vertical direction and are displaced with respect to the vehicle body. When the in-wheel motor drive device is provided on the steered wheel, the in-wheel motor drive device that drives the steered wheel is connected to the vehicle body via a suspension device that forms a steered axis. Thereby, the steered wheel and the in-wheel motor drive device are steered around the steered axis. That is, the park lock device connected to the unsprung portion (wheel side) of the suspension device and the actuator mounted on the spring (the vehicle body side) of the suspension device relatively move. In this case, the present inventor has found that there is a further improvement.

  In other words, if the in-wheel motor drive device and the park lock device are displaced relative to the vehicle body side actuator in the cited document 1, the park lock wire is repeatedly bent and stretched at a specific location, which may reduce durability. There is.

  In particular, when the in-wheel motor drive device is steered, the park lock device is also displaced about the turning axis, and when the park lock device is displaced in the left-right direction about the steered axis, the parking lock wire is also bent each time. It is stretched or repeatedly bent in the left-right direction at the same location so as to repeat mountain folding and valley folding. Therefore, if the parking lock wire is repeatedly bent and stretched over a long period of time at the same location, there is a possibility that bending fatigue accumulates and breaks early.

  In view of the above circumstances, the present invention relates to a park lock mechanism for a vehicle having an in-wheel motor drive device provided on left and right steered wheels, and provides a technique for reducing the bending and stretching of the park lock wire during turning. With the goal.

  For this purpose, a parking lock wire wiring structure according to the present invention includes a motor unit for driving a wheel, an in-wheel motor driving device having a parking lock mechanism for holding the wheel in a non-rotatable manner, and the in-wheel motor driving device. The in-wheel motor drive device is provided with a suspension device connected to the vehicle body, and a bendable parking lock wire that has one end connected to the park lock mechanism and the other end extending to the vehicle body to operate the park lock mechanism. A first region extending in the vertical direction along the turning axis is included between one end and the other end of the parking lock wire.

  According to the present invention, since the first region of the parking lock wire is wired in the vicinity of the turning axis, the parking lock wire is hardly bent and stretched when the in-wheel motor drive device is steered, The first region extending long in the vertical direction is merely twisted. Therefore, the displacement and bending extension of the parking lock wire accompanying the turning can be reduced as compared with the prior art, and bending fatigue does not accumulate in the parking lock wire. The first region extending in the vertical direction along the turning axis is when the part of the parking lock wire extends so as to overlap the turning axis, and when the part of the parking lock wire is close to the turning axis. The case where it is arrange | positioned and it extends substantially parallel to the turning axis line is included. The location close to the turning axis is, for example, a predetermined radius region centered on the turning axis. Although the predetermined radius region is not particularly limited, for example, paying attention to the coil spring seat of the shock absorber arranged along the turning axis, the predetermined radius region is set to be twice the radius of the coil spring seat.

  Although the wiring layout of the park lock wire is not particularly limited, as a preferred embodiment of the present invention, the park lock wire further includes an intermediate region and a second region between the first region and the other end, Connected to the in-wheel motor drive device side on the upper side and connected to the intermediate region on the lower side, the second region extended in the vertical direction, connected to the intermediate region on the lower side, and connected to the vehicle body side on the upper side, And the middle part is curved and extends downward.

  Alternatively, as another embodiment of the present invention, the parking lock wire further includes an intermediate region and a second region between the first region and the other end, and the first region is connected to the in-wheel motor drive device side on the lower side. The upper region is connected to the intermediate region, the second region extends in the vertical direction, the upper region is connected to the intermediate region, and the lower region is connected to the vehicle body side. The intermediate region is curved and extends on both sides downward and the intermediate portion upward. . According to these embodiments, even if the in-wheel motor drive device is steered and the park lock mechanism is displaced, the curvature of the intermediate region can be hardly changed. In addition, according to these embodiments, the second region extends in the vertical direction and is connected to the vehicle body side on the upper side or the lower side. Therefore, for example, the second region is separated from the wheel house and the interior space of the wheel house partition wall. A part of the parking lock wire can be routed by bypassing the wheel house of the vehicle body, such as along the back surface (surface directed toward the inside of the vehicle body). Therefore, there is no need to drill through holes in the wheel house partition wall and pass park lock wires through the through holes, and there is no need to enlarge the wheel house. Therefore, the rigidity and strength of the wheel house are not lowered, and the internal space of the vehicle body is not sacrificed.

  The means for supporting the park lock wire is not particularly limited, but as a further preferred embodiment of the present invention, an in-wheel motor drive device side clamp member provided on the unsprung member as viewed from the suspension device and holding the park lock wire; The vehicle further includes a vehicle body side clamp member that is provided on the sprung member as viewed from the suspension device and holds the parking lock wire. According to this embodiment, it is possible to wire a series of the first region, the intermediate region, and the second region in a U shape or an inverted U shape so as to float in the air. The unsprung member refers to a member attached to the wheel side as viewed from the suspension device. For example, the unsprung member refers to a member connected to the in-wheel motor drive device or the wheel side member as viewed from the suspension device. On the other hand, the sprung member refers to a member attached to the vehicle body side as viewed from the suspension device, for example, a member connected to the vehicle body or a vehicle body side member as viewed from the suspension device. As another embodiment, the clamp member may hold another portion of the park lock wire.

  Although the wiring layout of the park lock wire is not particularly limited, as one embodiment of the present invention, the intermediate region of the park lock wire extends in the vehicle width direction. According to this embodiment, the in-wheel motor drive device can be connected to the vehicle body by the suspension member such as an arm that extends in the vehicle width direction and can swing in the vertical direction. Examples of the suspension device including such a suspension member include a double wishbone suspension device, a strut suspension device, and a multi-link suspension device. As another embodiment, the suspension device may be a trailing arm type suspension device or other methods.

  Although the suspension device is not particularly limited, as one embodiment of the present invention, the suspension device includes a strut that extends in the vertical direction and is coupled to the in-wheel motor driving device at the lower end, a base end that is coupled to the vehicle body, and the in-wheel motor driving device. A pair of coil spring seats that have a free end that is freely connected to each other and that can swing in the vertical direction, the steering axis overlaps with the strut, and the strut holds the upper end and the lower end of the coil spring. The first region is disposed so as to overlap the coil spring seat as viewed in the direction of the turning axis. According to this embodiment, the first region can be brought close to the turning axis. And when an in-wheel motor drive device is steered, the twist of a 1st area | region can be decreased. From the viewpoint of reducing torsion, the first region should be as long as possible, and should be very close or substantially coincident with the turning axis. This suspension device is, for example, a strut suspension device. The coil spring seat overlapping the first region may be either an upper coil spring seat or a lower coil spring seat.

  As one embodiment of the present invention, the parking lock wire is wired along a power line extending from the in-wheel motor drive device to the vehicle body. According to this embodiment, when the in-wheel motor drive device is steered, the power line is hardly displaced, and the region extending in the vertical direction along the steered axis is only twisted. Therefore, the power line is not repeatedly bent and extended, bending fatigue does not accumulate, and durability is improved. As another embodiment, the wiring layout of the parking lock wire and the power line may be different.

  Although the park lock wire is not particularly limited, as one embodiment of the present invention, the park lock wire passes through the tube and moves forward and backward in the tube. According to this embodiment, the parking lock mechanism is attached to the in-wheel motor drive device by connecting the end of the parking lock wire on the vehicle body side to the shift lever so that the parking lock wire is pushed and pulled by the operation of the shift lever. Can be operated reliably. As another embodiment, the parking lock electric actuator is provided on the vehicle body side, and the end of the parking lock wire on the vehicle body side is connected to the parking lock electric actuator, so that the parking lock wire is moved by the operation of the parking lock actuator. The park lock mechanism which is pushed and pulled and attached to the in-wheel motor drive device can be reliably operated.

  An in-wheel motor drive device according to the present invention includes a hub wheel including a coupling portion for coupling with a wheel, a wheel hub bearing portion that rotatably supports the hub wheel, a motor portion that drives the hub wheel, and a hub wheel from the motor portion. Suspension comprising a parking lock mechanism that holds the rotating element included in the drive transmission path up to and being unrotatable and a bendable parking lock wire extending from the parking lock mechanism to the vehicle body, and constituting a steering axis extending in the vertical direction Connected to the car body by the device. The parking lock wire includes a first region extending in the vertical direction along the turning axis.

  According to the present invention, since the first region of the parking lock wire is wired in the vicinity of the turning axis, the parking lock wire is hardly bent and stretched when the in-wheel motor drive device is steered, The first region extending long in the vertical direction is merely twisted. Therefore, the displacement and bending extension of the parking lock wire accompanying the turning can be reduced as compared with the prior art, and bending fatigue does not accumulate in the parking lock wire. The first region extending in the vertical direction along the turning axis is when the part of the parking lock wire extends so as to overlap the turning axis, and when the part of the parking lock wire is close to the turning axis. The case where it is arrange | positioned and it extends substantially parallel to the turning axis line is included. The location close to the turning axis is, for example, a predetermined radius region centered on the turning axis. Although the predetermined radius region is not particularly limited, for example, paying attention to the coil spring seat of the shock absorber arranged along the turning axis, the predetermined radius region is set to be twice the radius of the coil spring seat. The rotation element included in the drive transmission path from the motor unit to the hub wheel is, for example, a motor rotation shaft, a shaft of a speed reduction unit, or a hub wheel.

  As described above, according to the present invention, it is possible to provide a suitable wiring layout in which the amount of displacement associated with steering is small with respect to the parking lock wire of the in-wheel motor drive device. And when the in-wheel motor drive device is steered, the parking lock wire is not repeatedly bent and stretched, and the durability of the parking lock wire is improved.

It is a schematic diagram which shows the wiring structure of the parking lock wire which becomes 1st Embodiment of this invention, and represents the state seen from the vehicle width direction inner side. It is a schematic diagram which shows 1st Embodiment, and represents the state seen from the vehicle front. It is a schematic diagram which shows 1st Embodiment, and represents the state seen from 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 top view which shows typically the inside of the deceleration part of an in-wheel motor drive device. 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 cross-sectional view which shows the in-wheel motor drive device of a modification. It is a schematic diagram which shows the wiring structure of the park lock wire which becomes 2nd Embodiment of this invention, and represents the state seen from the vehicle front.

  Hereinafter, embodiments of the present invention will be described in detail with reference to the drawings. FIG. 1 is a schematic view showing a wiring structure of a parking lock wire according to a first embodiment of the present invention together with a wheel and a wheel as viewed from the inner side in the vehicle width direction. FIG. 2 is a schematic diagram showing the first embodiment together with the wheel wheels, and shows a state viewed from the front of the vehicle. FIG. 3 is a schematic diagram showing the first embodiment together with the wheel wheels, and shows a state viewed from above the vehicle.

  In the first embodiment, the wheel wheel W, the in-wheel motor drive device 10, and the suspension device 70 are arranged on the vehicle width direction outer side of the vehicle body 101 (only the vehicle width direction outer side portion 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 (FIG. 1) of the 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 a suspension member disposed above the axis O of the in-wheel motor drive device 10 and is disposed on the inner side in the vehicle width direction with respect to the wheel wheel W and the in-wheel motor drive device 10.

  The strut 76 extends in the vertical direction, the lower end of the strut 76 is coupled to the in-wheel motor drive device 10, and the upper end of the strut 76 is coupled to the vehicle body 101 above the wheel wheel W. 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. The lower arm 71 is also referred to as a suspension link or simply a link since it connects the unsprung in-wheel motor drive device 10 and the body 101 on the spring as viewed from the coil spring 78. The lower arm 71 is also simply referred to as an arm.

  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.

  A tie rod 80 is disposed above the lower arm 71. The tie rod 80 is disposed behind the axis O and 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 rear portion of the in-wheel motor drive device 10. In addition, the rear part of the in-wheel motor drive device 10 means the rear part in the vehicle front-rear direction. 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.

  When viewed from the suspension device 70 having the coil spring 78, the wheel side member of the in-wheel motor driving device 10 or the like is also referred to as an unsprung member, and the vehicle body side member such as the vehicle body 101 or the like is also referred to as a sprung member.

  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 in which the inside of the speed reduction portion is viewed from the outside in the vehicle width direction. In FIG. 5, the right side of the page represents the front of the vehicle, the left side of the page represents the rear of the vehicle, the upper side of the page represents the upper side of the vehicle, the lower side of the page represents the lower side of the vehicle, and each gear inside the speed reduction unit is represented by a tip circle. Individual teeth are omitted. FIG. 6 is a developed sectional view schematically showing the in-wheel motor drive device. 6 is a developed plane obtained by connecting the plane including the axis M and the axis N shown in FIG. 5 and the plane including the axis N and the axis O in this order. FIG. 7 is a plan view showing the inside of the speed reduction portion of the in-wheel motor drive device.

  The in-wheel motor drive device 10 includes a wheel hub bearing portion 11 provided at the center of a wheel (not shown), a motor portion 21 that drives the wheel, and a speed reduction portion that decelerates the rotation of the motor portion and transmits it to the wheel hub bearing portion 11. 31 and a park lock mechanism 41 that holds the wheels in a non-rotatable manner. The motor unit 21 and the speed reduction unit 31 are arranged offset from the axis O of the wheel hub bearing unit 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 in-wheel motor drive device 10 can drive an electric vehicle at a speed of 0 to 180 km / h.

  As shown in FIG. 6, the wheel hub bearing portion 11 is a rotating inner ring / fixed outer ring, and is disposed coaxially on the outer diameter side of the inner ring 12 and the inner ring 12 as a rotating wheel (hub ring) coupled to a wheel wheel (not shown). An outer ring 13 as a fixed ring, and a plurality of rolling elements 14 disposed in an annular space between the inner ring 12 and the outer ring 13.

  A plurality of outer ring protrusions 13 f are provided upright on the outer circumferential surface of the outer ring 13 at intervals in the circumferential direction. A through hole is formed in each outer ring protrusion 13f protruding in the outer diameter direction. Each through-hole extends in parallel with the axis O, and the bolt 15 is passed from one side in the axis O direction. A shaft portion of each bolt 15 is screwed into a female screw hole formed in the front portion 38 f of the main body casing 38. Thereby, the outer ring 13 is connected and fixed to the front portion 38f. 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 inner ring 12 is a cylindrical body that is longer than the outer ring 13 and is passed through the center hole of the outer ring 13. A coupling portion 12f is formed at one end portion in the axis O direction of the inner ring 12 protruding from the outer ring 13 to the outside of the in-wheel motor drive device 10. The coupling part 12f is a flange and constitutes a coupling part for coupling coaxially with a brake rotor and a wheel wheel W (FIG. 2) (not shown). The inner ring 12 is coupled to the wheel wheel W by the coupling portion 12 f and rotates integrally with the wheel wheel W.

  A plurality of rows of rolling elements 14 are arranged in the annular space between the inner ring 12 and the outer ring 13. The outer peripheral surface of the central portion of the inner ring 12 in the direction of the axis O constitutes the inner raceway surface of the plurality of rolling elements 14 arranged in the first row. An inner race 12r is fitted to the outer periphery of the other end of the inner ring 12 in the axis O direction. The outer peripheral surface of the inner race 12r constitutes the inner race of the plurality of rolling elements 14 arranged in the second row. The inner peripheral surface at one end of the outer ring 13 in the direction of the axis O constitutes the outer raceway surface of the rolling elements 14 in the first row. An inner peripheral surface of the other end portion of the outer ring 13 in the axis O direction forms an outer raceway surface of the rolling elements 14 in the second row. A seal member 16 is further interposed in the annular space between the inner ring 12 and the outer ring 13. The seal member 16 seals both ends of the annular space to prevent entry of dust and foreign matter. The output shaft 37 of the speed reduction unit 31 is inserted into the center hole at the other end in the axis O direction of the inner ring 12 and is spline-fitted.

  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.

  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. For example, as shown in FIG. 5, the axis M of the motor unit is offset from the axis O in the vehicle front-rear direction, and specifically, is arranged in front of the vehicle with respect to the axis O.

  Returning to FIG. 6, 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 the rolling bearings 27 and 28. . The motor casing 25 has a substantially cylindrical shape, and is integrally coupled to the back surface portion 38b of the main body casing 38 at one end in the axis M direction, and the other end in the axis M direction is sealed with a plate-like motor casing cover 25v.

  The speed reduction unit 31 includes an input shaft 32 s that is coaxially coupled to the motor rotation shaft 22 of the motor unit 21, an input gear 32 that is provided coaxially on the outer peripheral surface of the input shaft 32 s, a plurality of intermediate gears 33 and 35, An intermediate shaft 34 coupled to the center of the gears 33, 35, an output shaft 37 coupled coaxially with the inner ring 12 of the wheel hub bearing portion 11, an output gear 36 provided coaxially on the outer peripheral surface of the output shaft 37, and a plurality of these The main body casing 38 accommodates the gears and the rotating shaft. The main body casing 38 is also referred to as a speed reduction part casing because it forms an outline of the speed reduction part 31.

  The input gear 32 is an external helical gear. The input shaft 32s has a hollow structure, and one end portion in the axial direction of the motor rotation shaft 22 is inserted into the hollow input shaft 32s and is spline-fitted so as not to be relatively rotatable (the same applies to the following including serrations). 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.

  An axis N serving as the center of rotation of the intermediate shaft 34 of the deceleration unit 31 extends in parallel with the axis O. 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 large-diameter 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 small-diameter input gear 32. The small-diameter second intermediate gear 35 is disposed on one side in the axis N direction from the first intermediate gear 33 and meshes with the large-diameter 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. The speed reduction 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. 6, the output gear 36 is an external helical 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 other end of the output shaft 37 in the direction of the axis O is rotatably supported by the back surface portion 38b of the main body casing 38 via a rolling bearing 37n.

  An annular recess 36 c is formed on one end surface of the output gear 36 in the axis O direction. The annular recess 36c is centered on the axis O. An annular convex portion 38g that is received in the annular concave portion 36c is formed in the front portion 38f of the main body casing 38. A rolling bearing 37m is provided between the inner diameter side portion of the annular recess 36c and the inner diameter side portion of the annular projection 38g. As a result, the central portion in the direction of the axis O of the output shaft 37 is rotatably supported by the front portion 38f of the main body casing 38 via the rolling bearing 37m.

  The reduction gear 31 rotates the input shaft 32s 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. Is decelerated and transmitted to the output shaft 37.

  The main body casing 38 includes a cylindrical portion, and plate-shaped front portion 38f and back portion 38b that cover both ends of the cylindrical portion. The cylindrical portion covers the inside of the speed reducing portion 31 so as to surround the axes O, N, and M extending in parallel with each other. The plate-like front portion 38 f covers one side in the axial direction inside the speed reduction portion 31. The plate-like back surface portion 38 b covers the other side in the axial direction inside the speed reduction portion 31. 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 internal space of the speed reduction portion 31 and the internal space of 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 body casing 38 defines an internal space of the speed reducing portion 31 and accommodates all the rotating elements (rotating shafts and gears) of the speed reducing portion 31 in the internal space. As shown in FIG. 5, the lower part of the main body casing 38 is an oil storage part 39. The oil reservoir 39 is disposed below the input gear 32. Lubricating oil that lubricates the motor unit 21 and the speed reduction unit 31 is stored in the oil storage unit 39 that occupies the lower part of the internal space of the main body casing 38.

  Returning to FIG. 6, the input shaft 32 s, the intermediate shaft 34, and the output shaft 37 are both supported by the rolling bearing described above. The rolling bearings 32m, 34m, 37m, 32n, 34n, and 37n are radial bearings.

  The inner diameter portion of the output gear 36 is recessed in the direction of the axis O by the annular recess 36 c, and the plate thickness dimension of the inner diameter portion of the output gear 36 is made smaller than the tooth width of the output gear 36. The annular recess 36c accommodates the rolling bearing 37m. Thus, with respect to the position in the axis O direction, the output gear 36 and the rolling bearing 37m can be arranged so as to overlap each other, so that the dimension in the axis direction of the in-wheel motor drive device 10 can be reduced.

  The park lock mechanism 41 includes a park gear 42 as an engaged member, a park pole 43 as an engaging member, and a park cam 44 as a moving member that swings the park pole 43. The park gear 42 is coaxially attached and fixed to the outer periphery of the input shaft 32s. As shown in FIG. 5, the park gear 42 includes a recess 42 a that forms a tooth bottom surface of the gear and a pair of tooth surfaces. In addition to the embodiment shown in FIG. 6, as a modification (not shown), the park gear 42 may be coaxially attached and fixed to the outer periphery of the motor rotating shaft 22.

  The park pole 43 is a lever member whose other end swings with one end as a fulcrum, and is disposed adjacent to the park gear 42. As shown in FIG. 5, the park pole 43 rotates between a lock position (solid line) meshing with the park gear 42 and a lock release position (virtual line) away from the park gear 42. The park pole 43 is pivotally supported on the pivot 45 at one end. The pivot 45 is erected on the inner wall surface of the main body casing 38 and extends parallel to the axis M. The park pole 43 has a front surface facing the park gear 42 and a back surface opposite to the park gear 42 between one end and the other end. The park pole 43 is formed with a convex portion 43 a that engages with the concave portion 42 a of the park gear 42. The convex portion 43 a is disposed at the other end of the park pole 43.

  As shown by the solid line in FIG. 5, when the park pole 43 is set to the locked position and the convex portion 43a of the park pole 43 engages the concave portion 42a of the park gear 42, the rotation of the park gear 42 is locked and the input shaft 32s cannot rotate. . The drive transmission path from the motor rotation shaft 22 to the inner ring 12 via the speed reduction unit 31 is held unrotatable, and a park lock state in which the wheels do not rotate is realized.

  On the contrary, as shown by the phantom line in FIG. 5, when the park pole 43 is in the unlocked position and the convex portion 43a of the park pole 43 is not engaged with the concave portion 42a of the park gear 42, the rotation of the park gear 42 is allowed and the input The shaft 32s can rotate. That is, the drive transmission path from the motor rotation shaft 22 through the speed reduction portion 31 to the inner ring 12 is allowed to rotate, and the wheels can be rotated.

  A park cam 44 and a rotating shaft 46 are provided on the side opposite to the park gear 42 as viewed from the park pole 43. The rotation shaft 46 is a support member that supports the park cam 44. As shown in FIG. 6, the rotation shaft 46 is rotatably supported at one end on the inner wall surface of the main body casing 38, and is coupled to the park cam 44 at the center. The other end of the rotation shaft 46 passes through the main body casing 38 and is coupled to a park lock operating member 47 provided outside the main body casing 38. As shown in FIG. 5, the park cam 44 is a substantially circular member and is coupled to the rotation shaft 46 at the center. A part of the outer periphery of the park cam 44 is formed so as to bulge in the outer diameter direction from the remaining outer periphery to form a cam portion 44a. When the park cam 44 rotates, the cam portion 44 a presses the back surface of the park pole 43 or retreats from the back surface of the park pole 43.

  As shown by a solid line in FIG. 5, the park cam 44 presses the back surface of the park pole 43, and the convex portion 43 a of the park pole 43 is not engaged with the concave portion 42 a of the park gear 42 from the unlock position (imaginary line in FIG. 5). , And rotate to the lock position (solid line in FIG. 5) to be engaged. On the other hand, when the park pole 43 is moved from the locked position to the unlocked position, the park cam 44 rotates so as to move backward from the back surface of the park pole 43 as indicated by the phantom line, and is biased by a torsion spring (not shown). The park pole 43 is returned to the unlock position indicated by the phantom line.

  In the park lock mechanism 41, one end portions of the park gear 42, the park pole 43, the park cam 44, the pivot shaft 45, and the rotation shaft 46 are accommodated in the main body casing 38 as shown in FIG. That is, the park lock mechanism 41 of this embodiment is a built-in type.

  Further, the park gear 42, the park pole 43, and the park cam 44 are disposed adjacent to the upper space of the oil reservoir 39 as shown in FIG. 5. In addition, the park gear 42, the park pole 43, and the park cam 44 are disposed below the intermediate gear 35.

  As shown in FIG. 6, the axial positions of the park gear 42, the park pole 43, and the park cam 44 overlap with the axial position of the intermediate gear 35. Specifically, the axial direction dimensions of the park gear 42, the park pole 43, and the park cam 44 are smaller than the tooth width of the intermediate gear 35 and fall within the tooth width dimension of the intermediate gear 35.

  The park lock operating member 47 is attached to the outside of the main body casing 38. The park lock actuating member 47 is coupled to the rotating shaft 46 and is disposed behind the rotating shaft 46 with reference to FIG. The park lock actuating member 47 is a link, and one end is coupled to the rotation shaft 46 and the other is coupled to one end of the park lock wire 48. The park lock operation member 47 rotates the park cam 44 coupled to the rotation shaft 46 by pushing and pulling the parking lock wire, and moves the park pole 43 to one of the lock position and the lock release position.

  The other end (not shown) of the park lock wire 48 extends to the vehicle body of the electric vehicle. Specifically, it is connected to an operating device having an operation element such as a shift lever or an electric actuator for parking lock. The park lock wire 48 includes an outer tube 48t and an inner wire 48w. The inner wire 48w can be pushed and pulled. When the driver of the electric vehicle in the vehicle compartment space operates the shift lever, the inner wire 48w moves forward and backward in the outer tube 48t, the park lock operating member 47 is operated, and the park cam 44 connected to the rotating shaft 46 is moved. It is rotated to move the park pole 43 to either the locked position or the unlocked position.

  As shown in FIGS. 1 to 3, the park lock wire 48 includes one end 48 a, a front-rear direction region 48 b, a bent portion 48 c, The first region 48d, the intermediate region 48e, and the second region 48f are included. The one end portion 48a, the front-rear direction region 48b, the bent portion 48c, the first region 48d, the intermediate region 48e, and the second region 48f are continuous in this order.

  As shown in FIG. 3, the parking lock wire 48 extends inward in the vehicle width direction from the parking lock operating member 47, but is bent so as to immediately turn toward the rear of the vehicle at one end 48a, and ends in one end of the front / rear direction region 48b. Connect with. The front-rear direction region 48b extends in the horizontal direction, specifically, the vehicle front-rear direction, and is connected to one end of the bent portion 48c at the other end of the front-rear direction region 48b. The front-rear direction region 48 b is gripped by the clamp member 49. The clamp member 49 is supported by the wheel side member (unsprung member) as viewed from the suspension device 70. Specifically, the clamp member 49 is attached and fixed to the motor casing cover 25v, and supports the central portion of the front-rear direction region 48b. The clamp member 49 has a recess for receiving the outer periphery of the front / rear direction region 48b and holds the front / rear direction region 48b so as not to move relatively in the vertical direction. Allow movement.

  As shown in FIG. 2, the bent portion 48c extends from the in-wheel motor drive device 10 side so as to bend downward toward the vehicle body 101 side, and is connected to the upper end of the first region 48d at the other end of the bent portion 48c.

  The first region 48d extends in the vertical direction along the turning axis K, but is not limited to coincide with the turning axis K, and extends substantially parallel to the turning axis K. However, the first region 48d is preferably wired so as to be close to the turning axis K. The lower end of the first region 48d is connected to one end of the intermediate region 48e.

  The intermediate region 48e extends in a curved manner so that both ends are upward and the central portion is downward. The other end of the intermediate region 48e is connected to the lower end of the second region 48f. The second region 48f is wired at a position away from the turning axis K and extends in the vertical direction. That is, the series of first region 48d, intermediate region 48e, and second region 48f are wired in a U shape as shown in FIGS.

  The series of first region 48d, intermediate region 48e, and second region 48f extend along a plurality of power lines 93 to be described later. The park lock wire 48 is held by the clamp member 94 above the second region 48f. The clamp member 94 bundles the parking lock wire 48 and the plurality of power lines 93. The clamp member 94 of the present embodiment supports the vehicle body side portion of the parking lock wire 48 that is closer to the other end than the second region 48f, and maintains the second region 48f in a posture extending in the vertical direction.

  The clamp member 94 is supported by a vehicle body side member (also referred to as a sprung member) as viewed from the suspension device 70, and specifically, is attached and fixed to the vehicle body 101 via a bracket 95. The clamp member 94 has a recess or a through hole for receiving the outer periphery of the vehicle body side portion of the parking lock wire 48 and holds the vehicle body side portion so as not to move relatively in the vehicle width direction and the vehicle front-rear direction. A slight movement of the second region 48f in the extending direction, that is, a slight vertical movement is allowed. On the other hand, the first region 48d, the intermediate region 48e, and the second region 48f are not gripped by a clamp member or the like and are floating in the air.

  By disposing the bracket 95 on the inner side in the vehicle width direction than the wheel house 102, the second region 48f can be wired on the inner side in the vehicle width direction than the partition wall of the wheel house 102. The parking lock wire 48 can be routed so as to bypass the wheel house 102, and the wheel house 102 can be made smaller by bringing the partition wall of the wheel house 102 closer to the in-wheel motor drive device 10.

  As shown in FIGS. 1 and 2, a power line terminal box 25 b is attached to the upper part of the motor unit 21. The power line terminal box 25b is formed across the upper portion of the motor casing 25 (FIG. 6) and the upper portion of the motor casing cover 25v (FIG. 6), and is disposed at a position protruding upward from the substantially cylindrical motor casing 25. . The power line terminal box 25 b has a plurality of power line connecting portions 91. The present embodiment has three power line connecting portions 91 that are aligned at intervals in the vertical direction, and receives power from the inverter (reference numeral 103 in FIG. 8). Each power line connecting portion 91 includes a plurality of pairs of female screw holes and through holes, and one end of the power line 93 is passed through and fixed to each through hole. The core wire of the power line 93 is connected to a conducting wire extending from the coil 24c (FIG. 6) of the stator 24 inside the power line terminal box 25b.

  A cylindrical sleeve 92 is fitted to the outer periphery of the end of each power line 93. The sleeve 92 is in close contact with the outer periphery of the power line 93 to protect each power line 93. Each sleeve 92 is inserted into and fixed to the through hole of the power line connecting portion 91 together with the one end portion of the power line 93, holds one end portion of the power line 93, and further, the through hole of the power line connecting portion 91 and the power line The annular gap with 93 is sealed. 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. A through hole is formed in the tongue portion 92t. As shown in FIG. 1, bolts 91 b are screwed into the through holes of the tongue portion 92 t, and the respective bolts 91 b are screwed into the female screw holes of the power line connecting portion 91, whereby each sleeve 92 is fixedly attached to the power line connecting portion 91. Is done.

  Each power line 93 includes a core wire made of a conductor and an insulating covering portion covering the entire circumference of the core wire. One end of each power line 93 is held by each power line connecting portion 91 and each 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. The other end of the power line 93 is connected to an inverter (reference numeral 103 in FIG. 8) mounted on the vehicle body 101.

  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 called an in-wheel motor drive device-side region (first region) 93d, and the region connected to the vehicle body 101 is the vehicle-side region (first region). 2 region) 93f, and a region between the in-wheel motor drive device side region 93d and the vehicle body side region 93f is referred to as an intermediate region 93e.

  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 bends and extends so as to immediately turn downward, It continues to the upper side of the in-wheel motor drive device side region 93d.

  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 an intermediate region at the lower end of the in-wheel motor drive device side region 93d. Connect to one end of 93e. The vehicle body side region 93f extends in the vertical direction, is connected to the other end of the intermediate region 93e at the lower end of the vehicle body side region 93f, and is connected to the vehicle body 101 side at the upper end of 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. In other words, the series of in-wheel motor drive device side region 93d, intermediate region 93e, and vehicle body side region 93f are unsprung as shown in FIGS. The in-wheel motor drive device 10 as a member and the vehicle body 101 as a sprung member are held.

  The power line 93 is supported by the clamp member 94. Specifically, the clamp member 94 supports the vehicle body side portion of the power line 93 rather than the vehicle body side region 93f. The clamp member 94 has a recess or a through hole that receives the outer periphery of the vehicle body side region 93f, and grips the vehicle body side portion so as not to move relatively in the vehicle width direction and the vehicle front-rear direction. A slight movement of the vehicle body side portion is allowed in the vertical direction. On the other hand, the in-wheel motor drive device side region 93d, the intermediate region 93e, and the vehicle body side region 93f are not gripped by the clamp member but float in the air.

  In addition, the clamp member 94 may bundle a plurality of power lines 93 and park lock wires 48 with a common recess or through hole, or a recess or through for passing the individual power lines 93 and park lock wires 48. You may have two or more holes.

  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 partition wall of 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 partition wall of the wheel house 102 closer to the in-wheel motor drive device 10.

  As shown in FIG. 2, the in-wheel motor drive device side region 93d is disposed along the turning axis K and extends in the vertical direction. Arrangement along the turning axis K is not limited to coincide with the turning axis K, but extends substantially parallel to the turning axis K. However, the in-wheel motor drive device side region 93d is preferably wired so as to be as close as possible to the turning axis K.

  As shown in FIG. 8, in this embodiment, a plurality of in-wheel motor drive device side regions 93d are arranged in a predetermined radius region 79e with the turning axis K as the center in a radius region 79e that is twice the radius of the lower coil spring seat 79c. Accordingly, the in-wheel motor drive device side region 93d extends in the vertical direction along the turning axis. Further, when viewed in the direction of the turning axis K, at least one of the plurality of in-wheel motor drive device side regions 93d overlaps the projection region 79d of the lower coil spring seat 79c.

  The first region 48d of the parking lock wire 48 described above is also wired to a predetermined radius region 79e that is twice the radius of the lower coil spring seat 79c. As a preferred form, the first region 48d may overlap the projection region 79d of the lower coil spring seat 79c.

  Alternatively, the lower coil spring seat 79c shown in FIG. 8 is replaced with the upper coil spring seat 79b (FIG. 1), and the first region 48d and the in-wheel motor drive device side are arranged in a predetermined radius region or projection region of the upper coil spring seat 79b. The region 93d may be wired.

  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, the series of in-wheel motor drive device side region 93d, intermediate region 93e, and vehicle body side region 93f are curved in a U shape with the lower side closed and the upper side opened, and the in-wheel motor drive device 10 serving as the unsprung member. And it is hold | maintained at the vehicle body 101 as a sprung member.

  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.

  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, when the in-wheel motor drive device 10 is in a straight traveling state without turning, as shown in FIG. 1, the vehicle longitudinal direction position of the in-wheel motor drive device side region 93d overlaps the vehicle longitudinal direction position of the vehicle body side region 93f. It should be arranged.

  As shown in FIG. 2, 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 area 93e is connected to the in-wheel motor drive device side area 93d and the vehicle body side area 93f on both sides, so that it is not gripped by a clamp member or the like and floats in the air.

  By the way, according to the wiring structure of the parking lock wire 48 of the first embodiment, the in-wheel motor drive device 10 including the motor unit 21 that drives the wheel, and the parking lock mechanism 41 that holds the wheel unrotatable, and the in-wheel. A suspension device 70 that couples the motor drive device 10 to the vehicle body; and a bendable parking lock wire 48 that has one end connected to the park lock mechanism 41 and the other end extending to the vehicle body to operate the park lock mechanism 41; The motor drive device 10 can be steered around a turning axis K extending in the up-down direction, and the park lock wire 48 extends in the up-down direction along the turning axis K between one end and the other end. A first region 48d is included. As a result, when the in-wheel motor drive device 10 is steered, the parking lock wire 48 is hardly displaced, and the first region 48d extending in the vertical direction is merely twisted. Accordingly, the parking lock wire 48 is not repeatedly bent and stretched, bending fatigue does not accumulate, and durability is improved.

  In addition, according to the first embodiment, the park lock wire 48 further includes the intermediate region 48e and the second region 48f between the first region 48d and the other end connected to the vehicle body 101. The first region 48d is connected to the in-wheel motor drive device 10 side on the upper side and is connected to the intermediate region 48e on the lower side. The second region 48f extends in the vertical direction, and is connected to the intermediate region 48e on the lower side and connected to the vehicle body 101 side on the upper side. The intermediate region 48e extends in a curved manner with both sides as the upper side and the intermediate portion as the lower side. As a result, even if the unsprung member such as the in-wheel motor drive device 10 bounces upward, rebounds downward, or steers, it can be reduced that the parking lock wire 48 is repeatedly bent and extended. . Further, according to the first embodiment, the second region 48f on the vehicle body side extends in the vertical direction and is connected to the vehicle body 101 side on the upper side or the lower side. For example, the second region 48f is a wheel as shown in FIG. A part of the parking lock wire 48 can be routed by bypassing the wheel house of the vehicle body, such as along the rear surface of the wheel house partition wall that partitions the house 102 and the vehicle interior space (surface facing the inside of the vehicle body). Therefore, it is not necessary to make a through hole in the wheel house partition wall and pass the parking lock wire 48 through the through hole, and it is not necessary to enlarge the wheel house 102. Therefore, the rigidity and strength of the wheel house 102 are not reduced, and the internal space of the vehicle body is not sacrificed.

  Further, according to the first embodiment, the in-wheel motor driving device 10 as the unsprung member is provided with the clamp member 49 on the in-wheel motor driving device 10 side that holds the park lock wire 48, and the sprung member The vehicle body 101 further includes a clamp member 94 on the vehicle body 101 side that holds the parking lock wire 48. Thus, the series of the first region 48d, the intermediate region 48e, and the second region 48f can be wired in a U shape so as to float in the air as shown in FIGS.

  Further, according to the first embodiment, as shown in FIGS. 2 and 3, since the intermediate region 48e extends in the vehicle width direction, it is an arm that extends in the vehicle width direction and can swing up and down like the lower arm 71. The in-wheel motor drive device 10 can be connected to the vehicle body 101.

  In addition, according to the first embodiment, the suspension device 70 extends in the vertical direction and has a strut 76 that is coupled to the in-wheel motor drive device 10 at the lower end, vehicle width direction inner ends 73d and 73f that are coupled to the vehicle body, and the in-wheel motor. 2 includes a lower arm 71 having a vehicle width direction outer end 72 that is directionally connected to the drive device 10 and is swingable in the vertical direction. As shown in FIG. 2, the turning axis K overlaps with the strut 76, and the strut 76 The coil spring 78 includes a pair of coil spring seats 79b and 79c that are held between the upper end and the lower end of the coil spring 78, and can extend and contract between the upper end and the lower end of the strut 76. Here, the first region 48d is preferably arranged so as to overlap the upper coil spring seat 79b or the lower coil spring seat 79c, preferably in the direction of the axis line K. In other words, it may be arranged in the projection area 79d shown in FIG. 8, whereby the first area 48d can be brought closer to the turning axis K. And when the in-wheel motor drive device 10 is steered, the twist of the first region 48d can be reduced.

  Further, according to the first embodiment, the parking lock wire 48 is wired along the power line 93 extending from the in-wheel motor drive device 10 to the vehicle body 101. Accordingly, when the in-wheel motor drive device 10 is steered, the park lock wire 48 is hardly displaced, and the first region 48d extending in the vertical direction is merely twisted. Accordingly, the parking lock wire 48 is not repeatedly bent and stretched, bending fatigue does not accumulate, and durability is improved.

  Moreover, the in-wheel motor drive device 10 of 1st Embodiment is a wheel hub bearing which rotatably supports the inner ring | wheel 12 and the inner ring | wheel 12 as a hub wheel including the coupling | bond part 12f for couple | bonding with a wheel, as shown in FIG. Part 11, motor part 21 that drives inner ring 12, park lock mechanism 41 that holds inner ring 12 in a non-rotatable manner, and bendable park lock wire 48 that extends from park lock mechanism 41 to vehicle body 101, and extends vertically. It is connected to the vehicle body 101 by a suspension device 70 that constitutes the turning axis K. The park lock wire 48 includes a first region 48 d extending in the vertical direction along the turning axis K. Accordingly, when the in-wheel motor drive device 10 is steered, the park lock wire 48 is hardly displaced, and the first region 48d extending in the vertical direction is merely twisted. Accordingly, the parking lock wire 48 is not repeatedly bent and stretched, bending fatigue does not accumulate, and durability is improved.

  Next, a modification of the first embodiment will be described. FIG. 9 is a cross-sectional view showing a modification of the in-wheel motor drive device, and shows a state in which the inside of the speed reduction portion is viewed from the outside in the vehicle width direction. In the modification shown in FIG. 9, the same reference numerals are given to the configurations common to the embodiment shown in FIG. 5 described above, and the description thereof will be omitted, and different configurations will be described below. The park lock mechanism 51 of the modified example has basically the same configuration as the park lock mechanism 41 shown in FIG. 5, but is mainly different in that a park rod 54 is used instead of the park cam 44 as a moving member.

  Specifically, it has a support member 53, a park rod 54, a spring member 55, and a swing member 57. The park rod 54 moves the convex portion 43a of the park pole 43 in accordance with a lock position (solid line) that engages with the concave portion 42a of the park gear 42 and a lock release position (virtual line) that does not engage. A step member 52 is provided at the tip of the park rod 54. The step member 52 is slidable along the park rod 54. The step member 52 has a shape with a narrow tip and a wide end, and has a step on the side surface. One side surface of the step member 52 is in contact with the park pole 43. The other side surface of the step member 52 is in contact with the support member 53.

  One end of a swing member 57 is connected to the end of the park rod 54 via a pivot 56. The other end of the swing member 57 is coupled to the rotation shaft 46. One end of the swing member 57 is displaced as the rotation shaft 46 rotates. The pivot shaft 46 is coupled with the park lock actuating member 47 described above and is pivoted by pushing and pulling the park lock wire 48.

  The park rod 54 is passed through the spring member 55. The spring member 55 is contracted between the step member 52 and the swing member 57 to urge the step member 52 toward the tip end side of the park rod 54.

  The support member 53 is disposed along the other side surface of the park rod 54 and is attached and fixed to the inner wall surface of the main body casing 38. The support member 53 is formed with a step portion that engages with a step formed on the other side surface of the step member 52.

  At the unlocked position (virtual line) of the park pole 43, the park pole 43 is separated from the park gear 42, and the convex portion 43a of the park pole 43 is not engaged with the concave portion 42a of the park gear 42. In this park lock release state, the swing rod 57 brings the park rod 54 to a position close to the support member 53, the step portion of the step member 52 is locked to the step portion of the support member 53, and the step member 52 Do not press the back of the.

  When the park pole 43 is moved from the unlock position (virtual line) to the lock position (solid line), the swing member 57 is swung to move the park rod 54 away from the support member 53. Then, the step portion of the step member 52 rides on the step portion of the support member 53, and one side surface of the step member 52 presses the back surface of the park pole 43. As a result, the park pole 43 is moved from the unlocked position (virtual line) to the locked position (solid line).

  In the modified example shown in FIG. 9 as well, the rocking member 57 can be swung by the forward and backward movement of the inner wire 48w shown in FIG. 6, and the park lock state and park lock release state of the wheel can be realized.

  Next, the wiring structure of the parking lock wire according to the second embodiment of the present invention will be described. FIG. 10 is a schematic diagram showing the second embodiment, and shows a state seen from the front of the vehicle. About 2nd Embodiment, about the structure which is common in embodiment mentioned above, the same code | symbol is attached | subjected and description is abbreviate | omitted, and a different structure is demonstrated below. As shown in FIG. 10, the parking lock wire 48 according to the second embodiment includes one end 48a, a first region 48h, and an intermediate region between one end on the in-wheel motor drive device 10 side and the other end on the vehicle body 101 side. 48i and the second region 48j. The one end 48a, the first region 48h, the intermediate region 48i, and the second region 48j are continuous in this order.

  The one end 48a extends inward in the vehicle width direction from the parking lock actuating member 47, but extends so as to immediately change its direction, bends upward and rearward of the vehicle, and is connected to the lower end of the first region 48h. The first region 48h is wired along the strut 76 and extends in the vertical direction. The lower end of the first region 48 h is gripped by the clamp member 96. The upper end of the first region 48h is held by the upper coil spring seat 79b and connected to one end of the intermediate region 48i. The clamp member 96 and the upper coil spring seat 79b hold the first region 48h so as to extend along the turning axis K. The park lock wire 48 passes through the through hole 104 formed in the partition wall of the wheel house 102 above the upper coil spring seat 79 b and is drawn into the vehicle body 101.

  The clamp member 96 is disposed above the in-wheel motor drive device 10 and is attached and fixed to the lower end portion of the strut 76. The lower end of the strut 76 is an unsprung member. The clamp member 96 has a recess or a through-hole for receiving the outer periphery of the parking lock wire 48 and holds it so as not to move relative to the vehicle width direction and the vehicle front-rear direction. A slight movement of the region 48h, that is, a slight vertical movement is allowed.

  The second region 48j of the park lock wire 48 is disposed inside the vehicle body 101 and extends in the vertical direction. The upper end of the second region 48j is connected to the other end of the intermediate region 48i. The lower end of the second region 48j is connected to an operating device such as a shift lever (not shown) of the parking lock wire 48 or a parking lock electric actuator.

  The park lock wire 48 is held by the clamp member 94 on the other end side of the second region 48j and held in a posture extending in the vertical direction. For this reason, the second region 48j floats in the air without being gripped by the clamp member or the like, and extends in the vertical direction above the clamp member 94.

  The intermediate region 48i is located above the upper coil spring seat 79b, is disposed inside the vehicle body 101, and extends in the vehicle width direction. More specifically, the intermediate region 48i extends in a curved manner with both sides being downward and the intermediate portion being upward. The intermediate region 48i is above the through-hole 104 and floats in the air without being gripped by the clamp member.

  A series of the first region 48h, the intermediate region 48i, and the second region 48j are held by the strut 76 and the vehicle body 101 while being curved in an inverted U shape with the upper side closed and the lower side opened.

  The clamp members 94 and 96 further grip the plurality of power lines 93. That is, the clamp members 94 and 96 bundle the park lock wire 48 and the plurality of power lines 93.

  The plurality of power lines 93 include an in-wheel motor drive device side region 93h, an intermediate region 93i, and a vehicle body side region 93j between one end and the other end. These regions are connected in this order, and the first region 48 h, the intermediate region 48 i, and the second region 48 j of the park lock wire 48 extend along the power line 93.

  According to the second embodiment shown in FIG. 10, the parking lock wire 48 further includes an intermediate region 48i and a second region 48j between the first region 48h and the other end on the vehicle body 101 side. The second region 48j extends in the vertical direction and is connected to the intermediate region 48i on the upper side, and is connected to the intermediate region 48i on the lower side. The intermediate region 48i extends in a curved manner with both sides being downward and the intermediate portion being upward. As a result, even if the unsprung member such as the in-wheel motor drive device 10 bounces upward, rebounds downward, or steers, it can be reduced that the parking lock wire 48 is repeatedly bent and extended. .

  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 wiring structure of the parking lock wire 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, 31 reduction part, 41 park lock mechanism,
42 Park gear, 42a Recess, 43 Park pole,
43a convex part, 44 park cam, 44a cam part,
45 pivots, 46 pivots, 47 park lock actuating members,
48 park lock wire, 48a one end,
48b front-rear direction region, 48c bent portion,
48d, 48h first region, 48e, 48i intermediate region,
48f, 48j second region, 48t outer tube,
48w inner wire, 49 clamp member,
51 Park lock mechanism, 52 Step member,
53 support members, 54 park rods,
55 spring member, 56 pivot,
57 swing member, 70 suspension device,
71 Lower arm (suspension member),
72 vehicle width direction outer side end, 73d, 73f vehicle width direction inner side end,
76 struts (suspension members), 77 shock absorbers,
78 coil spring, 79b upper coil spring seat,
79c lower coil spring seat, 79d projection area,
79e predetermined radius region, 80 tie rods,
91 power line connection, 93 power line,
93d, 93h In-wheel motor drive side area,
93e, 93i intermediate area, 93f, 93j vehicle body side area,
94,96 clamp member, 95 bracket, 101 car body,
102 wheel house, 103 inverter,
104 through hole, 105 shift lever (operation device),
K Steering axis, M, N, O axis.

Claims (8)

An in-wheel motor drive device having a motor unit that drives the wheel, and a park lock mechanism that holds the wheel in a non-rotatable manner;
A suspension device for connecting the in-wheel motor drive device to a vehicle body;
One end is connected to the park lock mechanism, the other end extends to the vehicle body, and comprises a bendable park lock wire for operating the park lock mechanism,
The in-wheel motor drive device can be steered around a turning axis extending in the vertical direction,
The parking lock wire includes a first region extending in a vertical direction along the turning axis between the one end and the other end. The parking lock wire further includes an intermediate region and a second region between the first region and the other end,
The first region is connected to the in-wheel motor drive device side on the upper side, and connected to the intermediate region on the lower side,
The second region extends in the vertical direction, is connected to the intermediate region on the lower side, is connected to the vehicle body side on the upper side,
The wiring structure of the park lock wire according to claim 1, wherein the intermediate region is curved and extends with both sides upward and an intermediate portion downward. The parking lock wire further includes an intermediate region and a second region between the first region and the other end,
The first region is connected to the in-wheel motor drive side on the lower side, and connected to the intermediate region on the upper side,
The second region extends in the vertical direction, is connected to the intermediate region on the upper side, is connected to the vehicle body side on the lower side,
The wiring structure of the park lock wire according to claim 1, wherein the intermediate region extends curvedly with both sides being downward and the intermediate portion being upward. An in-wheel motor drive device side clamp member that is provided on an unsprung member as viewed from the suspension device and holds the park lock wire;
4. The parking lock wire wiring structure according to claim 2, further comprising a vehicle body side clamp member that is provided on a sprung member as viewed from the suspension device and holds the parking lock wire.   The wiring structure of the parking lock wire according to claim 2, wherein the intermediate region extends in the vehicle width direction. The suspension device includes a strut that extends in the vertical direction and is coupled to the in-wheel motor drive device at a lower end portion, a base end that is coupled to the vehicle body, and a free end that is coupled to the in-wheel motor drive device in a freely directional manner. Including an arm swingable in the vertical direction,
The steering axis overlaps the strut;
The strut includes a pair of coil spring seats held between the upper end and the lower end of the coil spring, and is stretchable between the upper end and the lower end of the strut,
The wiring structure of the parking lock wire according to any one of claims 2 to 5, wherein the first region is disposed so as to overlap the coil spring seat when viewed in a turning axis direction.   The parking lock wire wiring structure according to claim 1, wherein the parking lock wire is wired along a power line extending from the in-wheel motor drive device to the vehicle body.   The wiring structure of the parking lock wire according to claim 1, wherein the parking lock wire is passed through the tube and moves forward and backward in the tube.

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