Power train structure for vehicle

Abstract

The invention provides a power assembly structure of a vehicle, which can ensure safety when the vehicle collides. A vehicle is provided with: a drive device having a motor (M) and a motor case; a battery; and an inverter that performs power conversion between the motor (M) and the battery. An inverter housing of the inverter is closely engaged with the motor housing, and a DC connector (CN1) connected to a wire extending from the battery is disposed on a rear wall portion in the motor housing. A DC bus (LN2) connecting the DC connector (CN1) and a circuit portion of the inverter is disposed within the motor housing.

Description

Technical Field

[0001] The present invention relates to a powertrain structure of a vehicle, and more particularly to a powertrain structure including a motor for driving and a power conversion device. Background Art

[0002] In recent years, the number of vehicles equipped with motors as a driving source for traveling has increased. Such vehicles are equipped with batteries for supplying power to the motors. Patent Document 1 discloses a drive device for a vehicle equipped with a motor as a driving source for traveling.

[0003] The vehicle drive device disclosed in Patent Document 1 includes a motor serving as a driving source for travel, a transmission mechanism connected to the motor, and a drive device housing that houses the motor and transmission mechanism. The drive device housing has a groove-like portion formed by recessing a portion of its outer wall inwardly in a rectangular parallelepiped shape, adjacent to the portion housing the motor. The groove-like portion separates the portion housing the motor, transmission mechanism, and the like.

[0004] In addition, the vehicle drive device further includes an inverter device disposed between the battery and the motor and having a component unit and a capacitor unit. The inverter device further includes an inverter housing constituting an outer shell, and the component unit and the capacitor unit are housed within the inverter housing. In the vehicle drive device, a portion of the inverter housing (the portion housing the capacitor unit) is housed within a groove-shaped portion provided in the drive device housing. In the vehicle drive device disclosed in Patent Document 1, the vehicle drive device is miniaturized by housing a portion of the inverter housing within the groove-shaped portion.

[0005] Prior art literature

[0006] Patent Literature

[0007] Patent Document 1: Japanese Patent Application Laid-Open No. 2014-113915 Summary of the Invention

[0008] Problems to be solved by the invention

[0009] However, it is believed that existing technologies, including the technology disclosed in Patent Document 1, are difficult to ensure safety during a vehicle collision. Specifically, while Patent Document 1 does not explicitly mention the DC wiring connecting the inverter device and the battery, a connector for the DC wiring is provided on the inverter housing. Therefore, it is believed that in the vehicle drive device disclosed in Patent Document 1, the DC wiring connecting the inverter device and the battery is routed outside the drive device housing. Consequently, there are concerns that the DC wiring could be damaged due to relative displacement between the drive device and the vehicle body or surrounding components during a vehicle collision, necessitating measures such as ensuring space around the DC wiring to allow for relative displacement during a vehicle collision.

[0010] The present invention has been made to solve the above-mentioned problems, and an object of the present invention is to provide a powertrain structure for a vehicle that can ensure safety during a vehicle collision.

[0011] Solutions to Problems

[0012] A vehicle powertrain structure according to one embodiment of the present invention includes: a drive unit mounted on the vehicle, comprising a motor serving as a driving source for driving the vehicle and a drive unit housing that houses at least the motor; a battery serving as a power source for the motor; and a power converter mounted on the vehicle, comprising a circuit unit that converts power between the motor and the battery and a converter housing that houses the circuit unit. In this embodiment of the vehicle powertrain structure, the converter housing is tightly joined to the drive unit housing or integrally formed with the drive unit housing. A power connector connected to wiring extending from the battery is provided on a peripheral wall of the drive unit housing, and a conductive member connecting the power connector and the circuit unit is disposed within the drive unit housing.

[0013] In the vehicle powertrain structure of the above embodiment, since the conductive member connecting the power connection portion and the circuit portion is arranged within the drive unit housing, the drive unit housing protects the conductive member even in the event of a vehicle collision. This prevents damage to the conductive wiring during a vehicle collision.

[0014] Furthermore, the term “closely bonded” as used above means that even if a minute gap is formed at the bonded portion between the drive device housing and the converter device housing, electromagnetic waves will not enter or exit through the gap.

[0015] Furthermore, "power conversion" performed by the circuit unit of a power converter device refers to converting at least one variable (voltage, current, frequency, phase, or number of phases) of power into another form. For example, this includes converting DC power into AC power, or converting voltage up or down.

[0016] In the powertrain structure of the vehicle of the above-mentioned scheme, the conversion device housing and the drive device housing may be separately provided, the drive device housing and the conversion device housing may be formed using a conductive material, the circuit portion may have a circuit wiring extending from a connection portion connected to the conductive component, and may have a noise filter component provided on the circuit wiring.

[0017] In the vehicle powertrain structure of the above embodiment, the noise filter component is provided on the circuit wiring. This prevents noise generated by the power converter from leaking into the circuit wiring closer to the power connection than the noise filter component is provided, and into the wiring closer to the battery than the power connection (EMI (ElectroMagneticInterference) countermeasure). Furthermore, even if noise from other equipment is transmitted to the wiring between the battery and the power connection, this noise can be prevented from interfering with the drive of the power converter (EMS (ElectroMagneticSusceptibility) countermeasure).

[0018] Furthermore, in the vehicle powertrain structure of the aforementioned embodiment, both the drive unit housing and the converter housing are constructed of conductive materials, housing circuit wiring and conductive components within them. This prevents noise from escaping from the converter housing from the portion of the circuit wiring opposite the power supply connection portion where the noise filter is located, or from entering from the outside of the drive unit housing or converter housing. This achieves EMS (ElectroMagnetic Compatibility) countermeasures.

[0019] In the powertrain structure of the vehicle of the above-mentioned scheme, it can also be that the conversion device housing is placed on the drive device housing, and has a lower protrusion formed in a manner of protruding toward the drive device housing below, the drive device housing has a recessed portion for the lower protrusion to enter, the circuit wiring in the circuit portion is accommodated in the lower protrusion, and the conductive component is formed in a manner of extending downward from the recessed portion.

[0020] The motor has a stator and a rotor that are circular when viewed from the axial core direction of the rotating shaft. Therefore, the housing area of ​​the motor in the drive unit housing becomes a cylindrical area. In the powertrain structure of the vehicle of the above scheme, in view of the shape of the housing area of ​​the motor as described above in the drive unit housing, a recessed portion is provided in a portion that does not interfere with the housing area of ​​the motor, and the lower protrusion of the conversion unit housing enters the recessed portion. Therefore, in the powertrain structure of the vehicle of the above scheme, it is possible to suppress the enlargement of the drive unit housing and the conversion unit housing, thereby suppressing damage to the powertrain and its peripheral parts during a vehicle collision. In addition, by suppressing the enlargement of the drive unit housing and the conversion unit housing, a high degree of freedom in vehicle design can be ensured.

[0021] In the powertrain structure of the vehicle of the above aspect, a differential gear connected to an output shaft for transmitting driving force for running to wheels may be accommodated in the drive device case, and the conductive member may have an arc-shaped portion provided so as to surround the differential gear.

[0022] In the vehicle powertrain structure of the above embodiment, the arcuate portion of the conductive member prevents interference between the differential gear and its surrounding walls and the conductive member, while minimizing the gap between the conductive member and the differential gear. Consequently, the vehicle powertrain structure of the above embodiment can minimize the size of the drive unit housing, reduce damage to the drive unit housing and surrounding areas during a vehicle collision, and ensure a high degree of design freedom.

[0023] In the vehicle powertrain structure according to the above aspect, the noise filter component may include at least a cylindrical ferrite core, and the ferrite core may be housed in the lower protrusion with its cylindrical axis extending in the vertical direction.

[0024] Taking into account the function of the ferrite core as a noise filter, it is desirable to have a shape with a small inner diameter, a thick wall thickness, and a long shape in the direction of the cylinder axis. In the powertrain structure of the vehicle of the above scheme, it is possible to prevent the conversion device housing from becoming longer in the front-to-back direction and the vehicle width direction while taking into account the function of the ferrite core as a noise filter as described above. That is, by arranging the cylinder axis of the ferrite core along the up-down direction, it is possible to suppress the portion of the conversion device housing that houses the ferrite core from bulging in the front-to-back direction and the vehicle width direction. Thus, when the conversion device housing and the drive device housing are viewed from above, it is possible to prevent the conversion device housing from protruding from the outer contour of the drive device housing. Thus, even in the event of a vehicle collision, damage to the circuit wiring inserted into the cylinder of the ferrite core can be suppressed, which is conducive to ensuring high safety.

[0025] In the powertrain structure of the vehicle of the above-mentioned scheme, the circuit wiring may also have: an insertion portion, which is inserted into the tube of the ferrite core; and an extension portion, which is connected to the insertion portion and extends toward the side opposite to the connection portion connected to the conductive component across the ferrite core, and the insertion portion and the extension portion are connected above the ferrite core.

[0026] In the vehicle powertrain structure of the above-described embodiment, the connection point between the insertion portion and the extension portion of the circuit wiring is located above the ferrite core. Therefore, in the vehicle powertrain structure of the above-described embodiment, compared to a case where the connection point between the insertion portion and the extension portion of the circuit wiring is located away from (outside of) the ferrite core, the converter housing can be prevented from increasing in size in the vehicle's longitudinal and width directions. This prevents the portion of the converter housing housing the ferrite core from bulging in the longitudinal and width directions, thus preventing damage to the converter housing during a vehicle collision.

[0027] In the powertrain structure of the vehicle according to the above aspect, the drive device and the power conversion device may be mounted on a front portion of the vehicle, and the power connection portion may be disposed on a rear wall portion of the drive device housing disposed rearward of the motor.

[0028] In the vehicle powertrain structure of the above-described solution, the drive unit and power conversion unit are mounted on the front of the vehicle, and the power connection portion is disposed on the rear wall of the drive unit housing. Therefore, in the vehicle powertrain structure of the above-described solution, even if a head-on collision causes an obstacle to enter the front portion of the vehicle where the drive unit and power conversion unit are disposed, damage to the power connection portion caused by the obstacle or by vehicle components that are moved rearward due to the obstacle can be prevented. Specifically, the drive unit housing that houses the motor has relatively high rigidity and therefore functions as a protective member to protect the power connection portion during a head-on collision.

[0029] In the powertrain structure of the vehicle of the above-mentioned scheme, it is also possible that an auxiliary device that uses electricity from the battery to operate is installed on the vehicle, and auxiliary device wiring is accommodated in the drive device housing. The auxiliary device wiring branches from the conductive component and connects the power connection part and the auxiliary device.

[0030] In the vehicle powertrain structure of the above embodiment, since the auxiliary equipment wiring branching from the conductive member is housed within the drive unit housing, the auxiliary equipment wiring is also protected in the event of a vehicle collision. This allows the auxiliary equipment wiring branching from the conductive member to be used to supply power to the auxiliary equipment, while also ensuring high safety in the event of a vehicle collision.

[0031] Effects of the Invention

[0032] In the vehicle powertrain structure of each of the above-described aspects, safety during a vehicle collision can be ensured. BRIEF DESCRIPTION OF THE DRAWINGS

[0033] Figure 1It is a diagram showing a schematic configuration of a vehicle equipped with the powertrain according to the embodiment.

[0034] Figure 2 A diagram showing the power supply path between the battery and the motor.

[0035] Figure 3 This is a rear view of the powertrain as viewed from the rear.

[0036] Figure 4 This is a right side view showing part of the motor housing and the inverter.

[0037] Figure 5 This is a top view of the inverter.

[0038] Figure 6 It is a cross-sectional view showing the structure of a DC input and output unit in the inverter.

[0039] Figure 7 This is a perspective view showing the layout structure of the DC bus in the motor case.

[0040] Figure 8 1 and 2 are diagrams showing the layout structure of a DC bus in a motor housing, wherein (a) is a right side view and (b) is a front view.

[0041] Explanation of symbols

[0042] 100 Inverter (power conversion device)

[0043] 101 inverter housing (conversion device housing)

[0044] 102a Lower protrusion

[0045] 106 DC input and output unit

[0046] 107 smooth portion (circuit portion)

[0047] 108 Power Module Department (Circuit Department)

[0048] 200 batteries

[0049] 510 motor housing (drive unit housing)

[0050] 510a recessed portion

[0051] 510b rear wall portion (peripheral wall portion)

[0052] 1061 ferrite core (noise filter component)

[0053] 1062Y capacitor (noise filter component)

[0054] BR1, BR2 branches

[0055] C Electric compressor (auxiliary equipment)

[0056] CN1 DC connector (power connection)

[0057] DF differential gear

[0058] LN1 power wiring harness

[0059] LN2 DC bus (conductive member)

[0060] LN3 auxiliary equipment wiring harness

[0061] LN4 DC bus (circuit wiring)

[0062] S drive shaft (output shaft) DETAILED DESCRIPTION

[0063] Hereinafter, embodiments of the present invention will be described with reference to the accompanying drawings. Note that the embodiments described below are merely illustrative of the present invention, and the present invention is not limited to the embodiments described below except for its essential configuration.

[0064] In the drawings used in the following description, “FR” indicates the front of the vehicle, “RR” indicates the rear of the vehicle, “LH” indicates the left side of the vehicle, “RH” indicates the right side of the vehicle, “UP” indicates the upper side of the vehicle, and “LO” indicates the lower side of the vehicle.

[0065] 1. Structure of vehicle V

[0066] use Figure 1 The structure of the vehicle V according to the embodiment of the present invention will be described.

[0067] like Figure 1 As shown, in the vehicle V, a powertrain PT including an inverter (power conversion device) 100 is mounted in a powertrain chamber R1 at the front.

[0068] Vehicle V is a so-called hybrid electric vehicle (HEV). Vehicle V is equipped with an engine E and a motor M as driving sources for travel (i.e., the driving sources for wheels W). Specifically, in vehicle V, the engine E and motor M constitute a drive device. Furthermore, a powertrain PT includes the engine E and motor M, in addition to a transmission TM.

[0069] The motor M constituting the drive device is a three-phase, three-wire AC motor that rotates in response to a supply of three-phase AC power. It comprises a rotating shaft, a rotor with permanent magnets positioned around the shaft, and a stator disposed on the outer circumference of the rotor, each of which has coils wound around its teeth. The multiple coils consist of a U-phase coil, a V-phase coil, and a W-phase coil, each supplied with currents of different phases.

[0070] The transmission TM is connected to the motor M and reduces the speed of the rotation input from the motor M. The transmission TM is integrally formed with the differential gear DF.

[0071] The vehicle V of this embodiment is, for example, a parallel hybrid electric vehicle capable of traveling solely by the driving force of the motor M, traveling by the driving force of both the motor M and the engine E, and traveling solely by the driving force of the engine E. Furthermore, the vehicle V is capable of deceleration regeneration, where the motor M generates electricity using the force transmitted from the wheels W when the vehicle V is decelerating.

[0072] Battery 200 is mounted behind the powertrain PT, specifically under the floor of the vehicle interior R2. Battery 200 exchanges power with motor M. When motor M is driven as a driving source for travel, battery 200 supplies power to motor M. In this case, DC power is supplied via a DC-DC converter 300 located in the power supply circuit between battery 200 and motor M.

[0073] On the other hand, when the motor M is driven as a generator during deceleration of the vehicle V, the battery 200 stores the electric power generated by the motor M.

[0074] The inverter 100 is connected to a three-phase, three-wire motor M. The inverter 100 is a power conversion device that converts DC power from the battery 200 into AC power and supplies it to the motor M. Specifically, the inverter 100 converts DC power supplied from the battery 200 via a DC circuit including a DC-DC converter 300 into three-phase AC power and supplies it to the motor M.

[0075] When the motor M is driven as a generator during deceleration of the vehicle V, the inverter 100 converts AC power generated by the motor M into DC power and supplies the DC power to the battery 200 via a DC circuit including a DC-DC converter 300 .

[0076] In addition, Figure 1 Although not shown in the figure, the vehicle V further includes a low-voltage battery for supplying power to electrical components provided in various parts of the vehicle V. The low-voltage battery has a lower nominal voltage than the battery 200 .

[0077] Here, the battery 200 is, for example, a lithium ion battery or a nickel-metal hydride battery having a nominal voltage of 24V or higher, and the low-voltage battery is, for example, a lead battery or a lithium ion battery having a nominal voltage of 12V or 24V.

[0078] The vehicle V is further equipped with a PCM (Powertrain Control Module) 400 as a controller that integrally controls a powertrain PT including the motor M and the engine E.

[0079] Furthermore, in the vehicle V, an electric compressor (auxiliary equipment) C of an air conditioner is also mounted in the powertrain chamber R1. The electric compressor C is driven by receiving DC power from the battery 200.

[0080] 2. Electrical connection between battery 200, powertrain PT and electric compressor C

[0081] use Figure 2 The electrical connection between the battery 200 , the powertrain PT, and the electric compressor C will be described.

[0082] like Figure 2 As shown, the battery 200 is connected to the powertrain PT via a DC-DC converter 300. The powertrain PT includes a motor M. The motor M is connected to the inverter 100 via an AC bus bar LN6. The inverter 100 is connected to the battery 200 via the DC-DC converter 300 and via a power line LN1.

[0083] A DC connector (power connection portion) CN1 is provided on the peripheral wall of the motor housing (drive device housing 510) that houses the motor M. A power harness LN1 is connected to the DC connector CN1. A DC bus (conductive member) LN2 connected to the DC connector CN1 is provided within the motor housing 510. The DC bus LN2 connects the DC connector CN1 to the inverter 100.

[0084] A DC connector CN2 is further provided on the peripheral wall of the motor housing 510. An auxiliary equipment wiring harness LN3 connected to the electric compressor C is connected to the DC connector CN2.

[0085] In motor housing 510 , DC wiring (DC bus) LN7 branched from DC bus LN2 is connected to DC connector CN2 .

[0086] DC power from the battery 200 is supplied to the inverter 100 via the DC-DC converter 300 , converted to AC power, and supplied to the motor M. When the vehicle V decelerates, the AC power generated by the motor M is converted to DC power in the inverter 100 and supplied to the battery 200 via the DC-DC converter 300 .

[0087] On the other hand, the DC power supplied from the battery 200 via the DC-DC converter 300 supplies power to the electric compressor C via the DC bus LN7 and the auxiliary equipment wiring harness LN3 .

[0088] 3. Configuration of various parts in the powertrain PT

[0089] use Figure 3 The arrangement of each part in the powertrain PT will be described. Figure 3 This is a rear view of the powertrain PT as viewed from the rear of the vehicle V.

[0090] like Figure 3 As shown, in the powertrain chamber R1, the engine E, the motor M, and the transmission TM are arranged in this order from right to left. The engine E is, for example, a multi-cylinder reciprocating engine.

[0091] The motor M is positioned adjacent to the left side of the lower portion (cylinder block) of the engine E and is housed within a motor housing (drive unit housing) 510 comprised of a first motor housing 511 and a second motor housing 512. The first motor housing 511 and the second motor housing 512 each have a disk shape (shallow or deep), and are joined together with their opening edges butted against each other.

[0092] Here, in Figure 3 In the figure, the motor M housed in the motor housing 510 is omitted from illustration, but the rotation shaft of the motor M is arranged so as to extend in the vehicle width direction.

[0093] The first motor case 511 and the second motor case 512 are both formed using a conductive material (eg, a metal material or a carbon fiber reinforced resin).

[0094] A DC connector CN1, which connects to the power harness LN1, is provided on the rear wall 511a of the first motor housing 511. A DC connector CN2, which connects to the auxiliary equipment harness LN3, is provided on the rear wall 512b of the second motor housing 512. Specifically, the DC connectors CN1 and CN2 are provided on the rear wall 510b, which is part of the peripheral wall of the motor housing 510.

[0095] A downwardly recessed recess 512a is provided at the rear upper portion of the second motor housing 512 in the motor housing 510. The recess 512a is formed in a shape and size so as not to interfere with the motor M housed therein.

[0096] The Transmission™ includes an axle housing 520 as an outer shell. The axle housing 520 is seamlessly joined (closely coupled) to the left side of the second motor housing 512 within the motor housing 510. The transmission™'s speed change mechanism and the gear mechanism comprising the differential gear DF ​​are housed within the axle housing 520. The axle housing 520 is formed of a conductive material (e.g., metal or carbon fiber reinforced resin).

[0097] The inverter 100 is arranged in a portion extending from above the second motor case 512 to above the axle case 520 in the vehicle width direction of the vehicle V.

[0098] The inverter 100 includes an inverter housing (converter housing) 101 that forms an outer shell. The inverter housing 101 is composed of a housing body 102, a cover 103, and a hood 104. The housing body 102 has an opening at the top and a lower protrusion 102a that extends into the recessed portion 512a of the second motor housing 512. The lower protrusion 102a of the housing body 102 is provided with a rearward ( Figure 3 The opening 102b is open (on the front side of the drawing). The opening 102b is a so-called inspection hole, which is used to insert tools when performing work such as electrical connections. The opening 102b is closed by a cover 104.

[0099] The cover 103 closes the opening of the housing body 102. A plurality of (two, as an example, in this embodiment) PCM connectors CN3 are provided to protrude upward on the cover 103. The PCM connector CN3 is a connector for connecting the PCM 400 to the inverter 100.

[0100] Furthermore, the case body 102 , the lid 103 , and the cover 104 are all formed using a conductive material (eg, a metal material or a carbon fiber reinforced resin).

[0101] 4. Construction and Configuration of Inverter 100

[0102] use Figure 4 and Figure 5 The structure and configuration of the inverter 100 will be described.

[0103] like Figure 4 As shown, in the front-rear direction of the vehicle V, the rear end of the inverter housing 101 of the inverter 100 is arranged forward of the rear end of the motor housing 510. Figure 4 , the first motor housing 511 is omitted from the illustration, but the rear end of the inverter housing 101 is arranged forward of the rear end of the first motor housing 511. Furthermore, the front end of the inverter housing 101 is coplanar with the front end of the first motor housing 511 or arranged rearward of the front end of the first motor housing 511.

[0104] As described above, the housing body 102 of the inverter housing 101 has a lower protrusion 102a protruding downward at the rear end. The lower protrusion 102a enters the recess 512a of the second motor housing 512, and the lower surface engages with the upper surface of the recess 512a. Figure 4As shown in section A of FIG, the DC bus LN2 protrudes upward from an opening provided in the recessed portion 512a of the second motor housing 512. The DC bus LN2 is connected to the DC wiring in the inverter 100. The opening 102b is used for this connection.

[0105] like Figure 5 As shown, inverter 100 includes a DC input / output unit 106, a smoothing unit 107, a power module unit 108, and an AC input / output unit 109, arranged in order from the rear end toward the front end within inverter housing 101. Furthermore, the portion of inverter housing 101 housing DC input / output unit 106 (lower protrusion 102a) is narrower in the vehicle width direction than the other portions and is positioned to the right. Specifically, lower protrusion 102a housing DC input / output unit 106 is positioned inward in the vehicle width direction relative to the other portions of inverter housing 101.

[0106] The smoothing portion 107 is configured to include a smoothing capacitor such as a film capacitor or an electrolytic capacitor. Alternatively, an X capacitor may be provided in the smoothing portion 107 .

[0107] The power module 108 is formed of an IGBT (Insulated Gate Bipolar Transistor). However, the power module 108 does not necessarily need to be formed of an IGBT, and may be formed of a known power module such as a MOSFET (Metal Oxide Semiconductor Field Effect Transistor).

[0108] The AC input / output unit 109 includes an AC bus LN5 for connecting to the motor M. The AC bus LN5 passes through an opening 102c provided in the bottom wall of the case main body 102 of the inverter case 101 and connects to an AC bus LN6 extending from the motor M (see FIG. Figure 2 )connect.

[0109] An opening 103a is provided above the AC input / output unit 109 in the cover 103. This opening 103a is a so-called access hole, used to insert tools when connecting the AC bus LN5 and AC bus LN6. Opening 103a is sealed by a cover 105 formed of a conductive material (e.g., metal or carbon fiber reinforced resin).

[0110] Although not shown in detail, the inverter case 101 is also provided with a refrigerant circulation path for cooling the smoothing unit 107 and the power module unit 108 .

[0111] 5. Configuration of the DC Input / Output Unit 106 in the Inverter 100

[0112] use Figure 6 The configuration of the DC input / output unit 106 in the inverter 100 will be described.

[0113] like Figure 6 As shown, the DC input / output unit 106 includes a ferrite core 1061 and a Y capacitor 1062 as noise filter components, a DC bus (circuit wiring) LN4 , and a resin mold 1063 , and is housed in the lower protrusion 102 a of the inverter case 101 .

[0114] The ferrite core 1061 is a rectangular cylindrical member, arranged with its axis extending in the vertical direction, and secured to the housing body 102 via a peripheral flange. The lower end of the ferrite core 1061 is positioned at or above the upper edge of the opening 102b formed in the rear portion of the lower protrusion 102a.

[0115] The DC bus LN4 includes an insertion portion LN41 inserted into the tube of the ferrite core 1061, and an extension portion LN42 connected to the insertion portion LN41 and extending from above the ferrite core 1061 toward the smooth portion 107. In this embodiment, the connection points PT1 and PT2 between the insertion portion LN41 and the extension portion LN42 are located above the ferrite core 1061. More specifically, when viewed from above, the connection points PT1 and PT2 are located at a position that overlaps with the tube hole of the ferrite core 1061.

[0116] The portion of the positive and negative insertion portions LN41 that passes through the tube of the ferrite core 1061 is covered with an electrically insulating resin mold 1063. This can reduce the number of steps required for handling components when manufacturing the inverter 100.

[0117] One end of the Y capacitor 1062 is connected to a portion of the insertion portion LN41 of the DC bus LN4 below the portion covered by the resin mold 1063. Figure 6 In the figure, only one of the pair of insertion portions LN41 is shown, and accordingly, only one Y capacitor 1062 is shown. However, Y capacitor 1062 is connected to each insertion portion of the pair of insertion portions LN41. The other end of Y capacitor 1062 is connected to the ground (ground). In this embodiment, it is connected (grounded) to the conductive housing main body 102.

[0118] like Figure 4As shown in section A of FIG5 , DC bus LN2 protrudes upward from recessed portion 512a of second motor housing 512. Its front end is positioned within lower protrusion 102a of housing body 102, overlapping a portion of insertion portion LN41 closer to the front end than the portion connected to Y capacitor 1062. Insertion portion LN41 of DC bus LN4 and DC bus LN2 are connected using a tool inserted through opening 102b provided in lower protrusion 102a. After connection, opening 102b is sealed by cover 104.

[0119] Here, the lower protrusion 102 a of the inverter case 101 and the DC bus LN2 are arranged so as not to interfere with the portion of the motor case 510 in which the stator 513 and the rotor of the motor M are housed.

[0120] 6. Layout of DC Buses LN2 and LN7 in Motor Housing 510

[0121] use Figure 7 and Figure 8 The arrangement of the DC buses LN2 and LN7 in the internal space 510 a of the motor housing 510 will be described.

[0122] As described above, a DC connector CN1 connected to the power harness LN1 is provided on the rear wall 511a of the first motor housing 511, and a DC connector CN2 connected to the auxiliary equipment harness LN3 is provided on the rear wall 512b of the second motor housing 512. Furthermore, a DC bus bar LN2 is provided within the motor housing 510, projecting upward from the opening of the recessed portion 512a.

[0123] like Figure 7 and Figure 8 As shown in (a) and (b) of FIG5 , a DC bus LN7 branching from DC bus LN2 and connected to DC connector CN2 is further arranged in internal space 510a of motor housing 510. Furthermore, a fuse 514 provided in DC bus LN7 is housed in internal space 510a of motor housing 510.

[0124] Here, as Figure 7 As shown, a portion of the differential gear DF ​​protrudes from the transmission TM side into the interior space 510a of the motor housing 510 in a truncated cone shape. Furthermore, a drive shaft S extends rightward from the differential gear DF. Within the interior space 510a of the motor housing 510, DC buses LN2 and LN7 are arranged so as not to interfere with the protruding portion of the differential gear DF ​​or the drive shaft S.

[0125] The DC bus LN2 connecting the inverter 100 and the DC connector CN1 includes DC bus lines LN21 to LN24. The DC bus LN7 branching from the DC bus LN2 and connected to the DC connector CN2 includes DC bus lines LN71 and LN72.

[0126] The DC bus LN21 and the DC bus LN22 are wires having a portion protruding upward from the opening of the recessed portion 512a. The DC bus LN21 is connected to the DC bus LN23 at its lower end portion (connection portion BR1). Figure 8 As shown in (b), DC bus LN23 has a generally U-shaped shape when viewed from the front. One end of DC bus LN23 is connected to DC connector CN1 via terminal TE1. DC bus LN23 is connected to fuse 514 at its upper portion (connection location BR2). DC bus lines LN21 and LN23 represent one pole (either the positive pole or the negative pole) of the multiple bus lines LN21 to LN24 that comprise DC bus line 2.

[0127] A DC bus LN71 extending downward from fuse 514 is connected to fuse 514 at connection point BR3. DC bus LN71 is one of the pair of bus lines forming DC bus LN7 (either the positive or negative pole). The lower end of DC bus LN71 is connected to DC connector CN2.

[0128] DC bus LN22 is connected to DC bus LN72 at its lower end (connection location BR4). DC bus LN72 is connected to DC connector CN2 at its lower end. DC bus LN72 is the other pole (the other of the positive and negative poles) of the pair of bus lines that make up DC bus LN7.

[0129] DC bus LN24 is connected to DC bus LN72 at connection point BR5 below connection point BR4. DC bus LN24 is connected to DC connector CN1 via terminal TE2. DC buses LN22 and LN24 are the other pole (the other of the positive and negative poles) of the multiple buses LN21 to LN24 that constitute DC bus 2.

[0130] Here, as Figure 8 As shown in (a), the DC bus LN24 and the DC bus LN72 both have arc shapes. That is, the DC bus LN24 and the DC bus LN72 are to avoid the differential gear DF ​​(in Figure 8 (a) (not shown) The arc-shaped portion where the drive shaft S and the surrounding wall interfere with the conductive member.

[0131] DC bus lines LN24 and LN72 are formed into an arcuate shape to avoid interference with the differential gear DF ​​extending into the interior space 510a of the motor housing 510 or the drive shaft S inserted into the interior space 510a. Specifically, DC bus lines LN21 to LN24, LN71, and LN72 are routed within the interior space 510a of the motor housing 510 while avoiding interference with the differential gear DF ​​and the drive shaft S.

[0132] 7. Effect

[0133] In the structure of the powertrain PT of the vehicle V of this embodiment, the DC bus (conductive member) LN2, which connects the DC connector (power supply connection portion) CN1 and the smoothing portion (circuit portion) 107 of the inverter (power conversion device) 100, is located within the interior space 510a of the motor housing (drive device housing) 510. Therefore, even in the event of a vehicle collision, the motor housing 510 can protect the DC bus LN2. This prevents damage to the DC bus LN2 during a vehicle collision. Compared to placing conductive members such as the DC bus LN2 outside the motor housing 510, there is no need to secure space to allow for displacement of the conductive member or to provide a protector for the conductive member to prevent damage from colliding with surrounding components or the vehicle body during a collision.

[0134] Furthermore, in the structure employed in the powertrain PT of the vehicle V of this embodiment, a ferrite core (noise filter component) 1061 is provided on the DC bus (circuit wiring) LN4 within the inverter case 101, and a Y capacitor 1062 is connected thereto. This prevents noise generated by the power module unit 108 of the inverter 100, etc., from leaking into the portion of the DC bus LN4 closer to the DC connector CN1 than the portion where the ferrite core 1061 is provided, and into the power harness LN1 connected to the DC connector CN1 (EMI countermeasure). Furthermore, even if noise from other equipment is transmitted to (superimposed on) the power harness LN1, this noise can be prevented from interfering with the drive of the inverter 100 (EMS countermeasure).

[0135] Furthermore, in the structure of the powertrain PT of vehicle V according to this embodiment, both motor housing 510 and inverter housing 101 are constructed of conductive materials, and DC bus LN4 and DC bus LN2 are housed within them. This prevents noise from leaking out of inverter housing 101 from the portion of DC bus LN4 closer to smooth portion 107 than the portion where ferrite core 1061 is located, and prevents noise from entering inward from the outside of motor housing 510 and inverter housing 101. This achieves EMS countermeasures.

[0136] The motor M includes a stator 513 and a rotor that are circular when viewed from the axis of the rotating shaft. Therefore, the motor M housing area within the interior space 510a of the motor housing 510 is cylindrical. In the powertrain PT of the vehicle V, given the shape of the motor M housing area within the interior space 510a of the motor housing 510, a recessed portion 512a is provided in a portion that does not interfere with the motor M housing area, and the lower protrusion 102a of the inverter housing 101 (housing body 102) is positioned to extend into this recessed portion 512a. This structure of the powertrain PT of the vehicle V can suppress the increase in size of the motor housing 510 and inverter housing 101, thereby minimizing damage to the powertrain PT and its surrounding areas during a vehicle collision. Furthermore, by minimizing the increase in size of the motor housing 510 and inverter housing 101, a high degree of design freedom in the vehicle V can be ensured.

[0137] Furthermore, in the structure of the powertrain PT of the vehicle V of this embodiment, since the DC bus LN24 constituting the DC bus LN2 has an arcuate portion, interference between the differential gear DF, the drive shaft S, and the surrounding walls and the DC bus LN2 can be avoided, while minimizing the clearance between the DC bus LN2 and the differential gear DF ​​and the drive shaft S. Consequently, in the powertrain PT of the vehicle V, the size of the motor housing 510 can be suppressed, and damage to the motor housing 510 and surrounding areas during a vehicle collision can be minimized, thereby ensuring a high degree of design freedom.

[0138] Furthermore, in the structure employed in the powertrain PT of the vehicle V of this embodiment, by arranging the cylindrical axis of the ferrite core 1061 in the vertical direction, it is possible to suppress the portion of the inverter case 101 housing the ferrite core 1061 (the lower protrusion 102a) from bulging in the fore-aft and vehicle width directions. This prevents the inverter case 101 from protruding from the outer contour of the motor case 510 when viewing the inverter case 101 and motor case 510 from above. This also prevents damage to the insertion portion LN41 of the DC bus LN4, which is inserted through the cylindrical portion of the ferrite core 1061, even in the event of a vehicle collision, contributing to ensuring high safety.

[0139] Furthermore, in the structure employed in the powertrain PT of the vehicle V of this embodiment, the connection points PT1 and PT2 between the insertion portion LN41 and the extension portion LN42 of the DC bus LN4 are located above the ferrite core 1061. Therefore, in the powertrain PT of the vehicle V, compared to a configuration in which the connection points PT1 and PT2 between the insertion portion LN41 and the extension portion LN42 of the DC bus LN4 are located offset (outward) from the upper region of the ferrite core 1061 in the fore-aft and vehicle width directions, the inverter case 101 can be prevented from increasing in size in the fore-aft and vehicle width directions. This prevents the portion of the inverter case 101 (the lower protrusion 102a) housing the ferrite core 1061 from bulging in the fore-aft and vehicle width directions, thereby minimizing damage to the inverter case 101 during a vehicle collision.

[0140] Furthermore, in the structure employed by the powertrain PT of the vehicle V of this embodiment, the drive device including the motor M and the inverter 100 are mounted in the powertrain chamber R1 located at the front of the vehicle V, and the DC connector CN1 is disposed on the rear wall portion 511a of the first motor housing 511 within the motor housing 510. Therefore, in the powertrain PT of the vehicle V, even if an obstacle enters the portion of the powertrain chamber R1 of the vehicle V where the motor M and inverter 100 are located in the vehicle V during a head-on collision, damage to the DC connector CN1 caused by the obstacle or by components of the vehicle V that are displaced rearward due to the obstacle can be suppressed. Specifically, the motor housing 510, which houses the motor M, has relatively high rigidity and therefore functions as a protective member to protect the DC connector CN1 during a head-on collision.

[0141] Furthermore, in the configuration of the powertrain PT of the vehicle V of this embodiment, the DC bus (auxiliary equipment wiring) LN7, which branches off from the DC bus LN2, is housed within the interior space 510a of the motor housing 510. This protects the DC bus LN7 even in the event of a vehicle collision. This allows the DC bus LN7, which branches off from the DC bus LN2, to supply power to the electric compressor (auxiliary equipment) C, contributing to high safety during a vehicle collision.

[0142] As described above, the structure adopted in the powertrain PT of the vehicle V according to the present embodiment can ensure safety during a vehicle collision.

[0143] [Modification]

[0144] In the above embodiment, the motor housing 510 and the inverter housing 101 are separate and tightly joined. However, in the present invention, a structure in which the drive housing, including the motor housing 510, and the inverter housing 101 are integrally formed can also be employed. Specifically, in the present invention, a structure can also be employed in which the converter housing is not separate from the drive housing, but rather a portion of the drive housing has an outwardly bulging portion, and the power converter structure (circuit unit) is housed within this bulging portion. In this case, the power converter circuitry does not need to be densely packed within the drive housing, but can be dispersed within the housing.

[0145] In the above embodiment, the inverter 100 is used as an example of a power conversion device. However, in the present invention, devices other than inverters may be used as power conversion devices. For example, a DC-DC converter may be used as a power conversion device.

[0146] In the above embodiment, the bus bar LN2 is used as the conductive member connecting the inverter 100 and the DC connector CN1, but the present invention is not limited thereto. For example, a covered wire may also be used.

[0147] In the above embodiment, the DC connector CN1 is used as the connection destination for the power harness LN1. However, the present invention is not limited to this. For example, terminals may be connected to the front end of the power harness and the front end of the conductive member, and the terminals may be joined together using bolts and nuts, etc.

[0148] Furthermore, in the above embodiment, the differential gear DF ​​extends into the interior space 510a of the motor housing 510 and the drive shaft S passes through the interior space 510a. However, the present invention is not limited thereto. The differential gear DF ​​may not extend into the motor housing 510, and the drive shaft may not pass through the interior space 510a.

[0149] Furthermore, in the above embodiment, the battery 200 is mounted under the floor of the vehicle interior R2. However, the battery arrangement in the present invention is not limited to this. For example, the battery may be mounted in the powertrain compartment or under the floor of the trunk, which is located further back than the vehicle interior.

[0150] In the above embodiment, the motor housing 510 and the inverter housing 101 are formed of conductive materials, but the present invention is not limited thereto. For example, the housing itself may be formed of a non-conductive material and electromagnetically sealed.

[0151] In the above embodiment, the ferrite core 1061 and the Y capacitor 1062 are used as an example of noise filter components. However, in the present invention, noise filter components other than ferrite cores can also be used. For example, a choke coil can be used as a noise filter component.

[0152] Furthermore, in the above embodiment, the motor housing 510 is provided with the recessed portion 512 a and the inverter housing 101 is provided with the downward protruding portion 102 a . However, in the present invention, the recessed portion and the downward protruding portion do not necessarily need to be provided.

[0153] In the above embodiment, the electric compressor C of the air conditioner is used as an example of the auxiliary device, but the present invention is not limited thereto. For example, a refrigerant pump that circulates the refrigerant cooling the powertrain PT may be used as the auxiliary device.

[0154] In addition, in the above embodiment, the connection parts PT1 and PT2 of the insertion part LN41 and the extension part LN42 in the DC bus LN4 are arranged above the ferrite core 1061, but in the present invention, the connection part of the insertion part and the extension part can also be arranged on the outside deviated from the top of the ferrite core in the front-to-back direction and the vehicle width direction.

[0155] Furthermore, in the above embodiment, the insertion portion Ln41 of the DC bus LN4 is covered with the resin mold 1063 for both the positive and negative bus lines. However, in the present invention, covering with the resin mold is not necessarily required.

[0156] Furthermore, in the above embodiment, the powertrain PT includes an engine E. However, in the present invention, the powertrain does not necessarily need to include an engine. In other words, in the present invention, the above-described powertrain PT structure can also be employed in a battery-electric vehicle (BEV) that includes only a motor as a driving source for vehicle travel.

Claims

1. A powertrain structure of a vehicle, characterized in that: have: a drive device mounted on a vehicle, comprising a motor serving as a drive source for driving the vehicle and a drive device housing for accommodating at least the motor; a battery serving as a power source for the motor; as well as A power conversion device is mounted on the vehicle and includes a circuit unit for converting power between the motor and the battery and a conversion device housing for accommodating the circuit unit. The conversion device housing is tightly engaged with the drive device housing, or is integrally provided with the drive device housing. A power supply connection portion connected to wiring extending from the battery is provided on a peripheral wall portion of the drive device housing. A conductive member connecting the power connection portion and the circuit portion is arranged in the driving device housing.

2. The powertrain structure of a vehicle according to claim 1, characterized in that: The conversion device housing and the drive device housing are separately provided. The driving device housing and the conversion device housing are both formed of conductive materials. The circuit portion includes a circuit wiring extending from a connection portion connected to the conductive member, and includes a noise filter component provided on the circuit wiring.

3. The powertrain structure of a vehicle according to claim 2, characterized in that: The conversion device housing is placed on the drive device housing and has a lower protrusion formed so as to protrude toward the drive device housing below. The drive device housing has a recessed portion for the lower protrusion to enter. The circuit wiring in the circuit portion is accommodated in the lower protrusion. The conductive member is formed to extend downward from the recessed portion.

4. The powertrain structure of a vehicle according to claim 3, characterized in that: The drive unit housing houses a differential gear connected to an output shaft that transmits driving force for traveling to wheels. The conductive member has an arc-shaped portion provided so as to surround the differential gear.

5. The powertrain structure of a vehicle according to claim 3, characterized in that: The noise filter component includes at least a cylindrical ferrite core, The ferrite core is housed in the lower protrusion with its cylindrical axis extending in the vertical direction.

6. The powertrain structure of a vehicle according to claim 5, characterized in that: The circuit wiring includes: an insertion portion inserted into the tube of the ferrite core; and an extension portion connected to the insertion portion and extending toward a side opposite to the connection portion connected to the conductive member across the ferrite core. The insertion portion and the extension portion are connected above the ferrite core.

7. The powertrain structure of a vehicle according to any one of claims 1 to 6, characterized in that: The drive device and the power conversion device are mounted on the front of the vehicle. The power supply connection portion is disposed on a rear wall portion of the drive device housing that is located behind the motor.

8. The powertrain structure of a vehicle according to any one of claims 1 to 6, characterized in that: The vehicle is equipped with auxiliary equipment that operates using power from the battery. Auxiliary equipment wiring is accommodated in the drive device housing. The auxiliary equipment wiring branches from the conductive member and connects the power supply connection portion and the auxiliary equipment.

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