Power train structure for vehicle

Abstract

The invention provides a power assembly structure of a vehicle. The power assembly structure of the vehicle can give consideration to EMC countermeasure and guarantee of safety at the time of vehicle collision. A vehicle is provided with a drive device, a battery, and an inverter (100). The drive device is provided with a motor for vehicle travel and a motor housing (510) made of a conductive material. The storage battery is a power source of the motor. The inverter (100) has a circuit unit and an inverter case (101). The inverter housing (101) is closely joined with respect to the motor housing (510). The motor housing (510) has a DC connector (CN8) disposed on a rear wall portion, and also has a DC bus (LN4) and a ferrite core (513) housed in a housing inner space (510a). A DC bus (LN4) connects a circuit section in the inverter (100) and the DC connector (CN8). The ferrite core (513) is a noise filter member provided in the DC bus (LN4).

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, an increasing number of vehicles have motors as driving sources for traveling. Such vehicles are equipped with a battery for supplying power to the motor and a power converter for converting DC to AC power between the battery and the motor.

[0003] Patent Document 1 discloses a control device for controlling two motors. The control device disclosed in Patent Document 1 includes an inverter circuit and a boost circuit. Furthermore, by placing the reactor included in the boost circuit within the housing that houses the motors, the control device achieves miniaturization of the components of the inverter and boost circuits, excluding the reactors. Specifically, the control device disclosed in Patent Document 1 achieves miniaturization of the entire device by placing the relatively large reactor within the housing that houses the motors, rather than within a cover member that houses the inverter circuit and other components.

[0004] Patent Document 2 discloses an inverter that converts DC to AC power between a motor, which is a driving source for a vehicle, and a battery. In the inverter disclosed in Patent Document 2, the entire circuitry that constitutes the inverter is housed within the housing that houses the transmission mechanism. In Patent Document 2, by eliminating the need for a separate inverter housing and instead housing the entire inverter circuitry within the transmission mechanism housing, the number of components can be reduced.

[0005] Prior art literature

[0006] Patent Literature

[0007] Patent Document 1: Japanese Patent Application Laid-Open No. 2012-065436

[0008] Patent Document 2: Japanese Patent No. 6070444 Summary of the Invention

[0009] Problems to be solved by the invention

[0010] However, existing technologies, including those disclosed in Patent Documents 1 and 2, are considered difficult to achieve while simultaneously ensuring EMC (Electro Magnetic Compatibility) measures and ensuring safety during a vehicle collision. Specifically, Patent Document 1 does not explicitly describe the DC wiring connecting the control unit and the battery. Therefore, depending on the configuration of the DC wiring, damage to the DC wiring could occur during a vehicle collision, potentially creating safety issues.

[0011] In addition, in the inverter disclosed in Patent Document 2, a power connector is provided on the cover of the upper opening of the closed housing, and a DC wiring is provided to connect the power conversion device and the battery via the power connector. In other words, it is believed that in the structure disclosed in Patent Document 2, due to the configuration of the DC wiring, the DC wiring may be damaged in the event of a vehicle collision. In addition, Patent Document 2 does not disclose a structure in which a noise filter component is provided in the DC wiring. In addition, the DC wiring is often longer on the outside of the housing due to the relationship with the location where the battery is placed. Therefore, in the inverter disclosed in Patent Document 2, there are concerns about the impact of electromagnetic waves on other devices and the impact of electromagnetic waves from other devices.

[0012] The present invention has been made to solve the above-mentioned problems, and an object of the present invention is to provide a vehicle powertrain structure capable of achieving both EMC countermeasures and ensuring safety during a vehicle collision.

[0013] Solutions to Problems

[0014] A vehicle powertrain structure according to one aspect of the present invention includes: a drive unit having a motor serving as a driving source for driving the vehicle and a drive unit housing formed of a conductive material and housing at least the motor; a battery serving as a power source for the motor; and a power converter disposed between the motor and the battery, having a circuit unit for converting power between the motor and the battery and a converter housing formed of a conductive material and housing the circuit unit. In the vehicle powertrain structure according to the present invention, the converter housing is tightly coupled to or integrally formed with the drive unit housing, a DC connector connected to wiring extending from the battery is disposed on a wall of the drive unit housing, and DC wiring connecting the circuit unit of the power converter unit to the DC connector and a noise filter component disposed within the DC wiring are housed within the drive unit housing.

[0015] The vehicle powertrain structure of the aforementioned embodiment includes a noise filter component installed in the DC wiring. This prevents noise generated by the power converter from leaking from the DC wiring closer to the DC connector than the noise filter component, as well as from the wiring from the DC connector to the battery (EMI countermeasure). Furthermore, even if noise from other equipment were to propagate through the wiring from the battery to the DC connector, this noise would be prevented from interfering with the power converter's operation (EMS countermeasure).

[0016] Furthermore, in the vehicle powertrain structure of the aforementioned embodiment, the DC wiring is housed within a drive unit housing formed of a conductive material. This prevents electromagnetic waves from radiating from the DC wiring closer to the power converter than the noise filter components to the outside of the housing, and also prevents electromagnetic waves from interfering with the DC wiring from outside the housing. Thus, the vehicle powertrain structure of the aforementioned embodiment achieves EMC countermeasures.

[0017] Furthermore, in the vehicle powertrain structure of the aforementioned embodiment, the noise filter component is not housed within the converter housing. Instead, the noise filter component is housed within the drive unit housing, which is tightly bonded to or integrally formed with the converter housing. Therefore, in the vehicle powertrain structure of the aforementioned embodiment, the size of the converter housing can be reduced by an amount corresponding to the absence of the noise filter component, thereby preventing the converter housing from impacting surrounding areas during a vehicle collision.

[0018] Furthermore, in the vehicle powertrain structure of the above embodiment, since the DC wiring is housed within the relatively rigid drive unit housing, damage to the DC wiring during a vehicle collision can be suppressed. Thus, in the vehicle powertrain structure of the above embodiment, even in a vehicle collision, the DC wiring can be protected for at least the period until power supply is cut off, ensuring high safety.

[0019] Furthermore, the term "tightly joined" means that even if a slight gap were to form between the drive unit housing and the converter unit housing, electromagnetic waves would not pass through the gap. Furthermore, the "power conversion" performed by the circuit unit of the power converter unit refers to conversion between DC power and AC power, as well as voltage step-up and step-down conversion.

[0020] In the powertrain structure of the vehicle of the above-mentioned scheme, it can also be that the conversion device housing is placed on at least a portion above the drive device housing, and when viewed from above, the rear end portion of the conversion device housing is formed into a tapered shape in a manner such that the width gradually decreases from the outer side to the inner side in the vehicle width direction as it moves from the front to the rear.

[0021] In the vehicle powertrain structure of the above-described embodiment, the rear end of the converter housing is formed in the tapered shape described above. This prevents the converter housing from colliding with surrounding components even in the event of a vehicle collision. Specifically, during a vehicle collision (particularly a sideways collision), the converter housing may rotate together with the drive unit housing when viewed from above. In such a situation, if the rear end of the converter housing is not tapered as described above, the risk of collision between the corners of the rear end and surrounding components (such as skeletal components and auxiliary equipment) increases, potentially damaging the power converter.

[0022] On the other hand, in the vehicle powertrain structure of the above embodiment, by providing the rear end portion of the converter housing with the aforementioned tapered shape, the risk of collision between the rear end portion of the converter housing and surrounding components (particularly components positioned rearward of the power converter) can be reduced even in the event of a vehicle collision, such as a side impact. Consequently, the vehicle powertrain structure of the above embodiment contributes to ensuring high safety during a vehicle collision.

[0023] In the vehicle powertrain structure of the above aspect, the noise filter member and a DC input / output portion of the power converter, which is a connection portion connected to the DC wiring, may be arranged in an overlapping positional relationship when viewed from above.

[0024] In the vehicle powertrain structure of the above embodiment, the DC input / output section of the power converter and the noise filter component housed in the drive unit housing are arranged so as to overlap when viewed from above. Therefore, the tapered rear end of the converter housing prevents the converter housing from protruding from the outline of the drive unit housing when viewed from above. Consequently, in the vehicle powertrain structure of the above embodiment, even in the event of a vehicle collision, the power converter housing is prevented from colliding with surrounding components before the drive unit housing, thereby further ensuring high safety during a vehicle collision.

[0025] In the powertrain structure of the vehicle of the above-mentioned scheme, a power line for supplying DC power to auxiliary equipment may be accommodated in the drive device housing, and a branch portion for branching the power line may be provided in the drive device housing at a position closer to the DC connector than a position where the noise filter component is provided in the DC wiring.

[0026] In the vehicle powertrain structure of the above embodiment, a branching portion is provided at the aforementioned location in the DC wiring, which branches the power line. This prevents noise generated by the power conversion device from being transmitted to the power line. Furthermore, since the power line is also housed within the drive unit housing, electromagnetic waves originating from outside the housing are also prevented from being transmitted to the power line. Consequently, the vehicle powertrain structure of the above embodiment facilitates more reliable EMC countermeasures.

[0027] In the powertrain structure of the vehicle of the above-mentioned scheme, it is also possible that the drive device housing accommodates AC wiring that connects the circuit portion of the power conversion device and the motor, and the wall portion of the drive device housing is respectively provided with a drive device-side DC connector, which is a connecting portion of the DC wiring connected to the circuit portion, and a drive device-side AC connector, which is a connecting portion of the AC wiring connected to the circuit portion, and the wall portion of the conversion device housing is respectively provided with a conversion device-side DC connector, which is a connecting portion of the circuit portion connected to the DC wiring, and a conversion device-side AC connector, which is a connecting portion of the circuit portion connected to the AC wiring, and the drive device-side DC connector and the conversion device-side DC connector, and the drive device-side AC connector and the conversion device-side AC connector are coupled by sliding the power conversion device relative to the drive device.

[0028] In the vehicle powertrain structure of the above embodiment, the drive unit and the power converter are configured so that the converter-side DC connector and the drive unit-side DC connector, and the converter-side AC connector and the drive unit-side AC connector, are respectively connected by sliding movement. This allows for easy attachment and detachment of the power converter and the drive unit during manufacture and maintenance of the power unit.

[0029] In the vehicle powertrain structure of the above aspect, when the DC wiring is viewed from a direction intersecting both the up-down direction and the sliding direction, the DC wiring may be arranged to meander in the sliding direction.

[0030] In the vehicle powertrain structure of the above embodiment, the DC wiring is routed in a serpentine manner when viewed from the aforementioned intersecting directions. Therefore, compared to a case where the DC wiring is routed vertically in a straight line from the power conversion device to the DC connector, the vertical dimensions of the area within the drive device housing the DC wiring can be minimized. Consequently, the vehicle powertrain structure of the above embodiment facilitates minimizing the vertical dimensions of the entire powertrain.

[0031] In the powertrain structure of the vehicle of the above-mentioned scheme, it is also possible that the drive device also has a transmission connected to the output shaft of the motor, the drive device housing is configured to also accommodate the transmission, and the conversion device housing is fixed to the part of the drive device housing that accommodates the transmission via a bracket.

[0032] In the vehicle powertrain structure described above, the converter housing is secured to the transmission housing portion of the drive housing via a bracket. Therefore, not only is the connector connection achieved through the aforementioned sliding movement, but the securing of the housings via the bracket also provides a more secure connection between the converter housing and the drive housing. This prevents the drive housing and converter housing from separating due to vibrations during vehicle travel or impacts during a collision.

[0033] In the powertrain structure of the vehicle of the above-mentioned scheme, the drive device and the power conversion device may be mounted in a powertrain room provided in the front portion of the vehicle, the battery may be mounted in a portion closer to the rear side of the vehicle than the powertrain room, and the DC connector may be arranged on the wall portion on the rear side of the drive device housing.

[0034] In the vehicle powertrain structure described above, the drive unit and power converter are housed in a powertrain compartment located at the front of the vehicle, and the DC connector is located on the rear wall of the drive unit housing. Therefore, in the event of a head-on collision, damage to the DC connector caused by obstacles entering the powertrain compartment or by vehicle components being pushed backward by such obstacles is minimized. Consequently, the vehicle powertrain structure described above further ensures high safety during a collision.

[0035] Effects of the Invention

[0036] In the vehicle powertrain structure of each of the above-described aspects, it is possible to achieve both EMC countermeasures and ensuring safety during a vehicle collision. BRIEF DESCRIPTION OF THE DRAWINGS

[0037] Figure 1 It is a diagram showing a schematic configuration of a vehicle equipped with the powertrain according to the embodiment.

[0038] Figure 2 This is a front view of the powertrain.

[0039] Figure 3 This is a top view of a portion of the powertrain as seen from above.

[0040] Figure 4 1 and 2 are diagrams showing the structure of an inverter, wherein (a) is a top view and (b) is a right side view.

[0041] Figure 5 It is a plan view showing the connector and wiring provided in the motor housing.

[0042] Figure 6 1 and 2 are diagrams showing the structure between DC connectors in a motor case, (a) being a front view and (b) being a right side view.

[0043] Figure 7 It is a right side view showing the layout structure of the electric power lines in the space inside the housing.

[0044] Figure 8 Viewed from the left side of the vehicle Figure 7 Figure A of the part.

[0045] Figure 9 1 and 2 are diagrams showing changes in the posture of the inverter during a side collision, wherein (a) is a diagram showing the state before the collision and (b) is a diagram showing the state after the collision.

[0046] Explanation of symbols

[0047] 100 Inverter (power conversion device)

[0048] 101 inverter housing (conversion device housing)

[0049] 101a Housing rear end

[0050] 200 batteries

[0051] 500 Drive housing

[0052] 510 motor housing

[0053] 510a Space inside the shell

[0054] 513 ferrite core (noise filter component)

[0055] 520 axle housing

[0056] 530 bracket

[0057] C Electric compressor (auxiliary equipment)

[0058] CN8 DC Connector

[0059] JB junction box (branch)

[0060] LN3 power line

[0061] LN4 DC bus (DC wiring)

[0062] M motor

[0063] PT Powertrain

[0064] V Vehicle DETAILED DESCRIPTION

[0065] 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.

[0066] 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.

[0067] 1. Structure of vehicle V

[0068] use Figure 1 The structure of the vehicle V according to the embodiment of the present invention will be described.

[0069] 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.

[0070] The vehicle V is a so-called hybrid electric vehicle (HEV). The vehicle V is equipped with an engine E and a motor M as driving sources for traveling (ie, driving sources for wheels W). A powertrain PT includes the engine E and the motor M, and also includes a transmission TM.

[0071] The motor M is a three-phase, three-wire AC motor that rotates when supplied with three-phase AC power. It includes an output shaft, a rotor with permanent magnets arranged around the output shaft, and a stator arranged around the rotor's outer circumference, 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, and currents of different phases are supplied to the coils of each phase.

[0072] 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.

[0073] 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.

[0074] The battery 200 exchanges electric power with the motor M. When the motor M is driven as a driving source for traveling, the battery 200 supplies electric power to the motor M. In this case, DC power is supplied via a DC-DC converter 300 provided in the power supply circuit between the battery 200 and the motor M.

[0075] 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.

[0076] 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.

[0077] 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 .

[0078] 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 .

[0079] 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.

[0080] Battery 200 is mounted under a floor panel of a vehicle compartment R2 that is partitioned rearwardly from powertrain compartment R1 via dash panel DP.

[0081] Furthermore, the vehicle V is equipped with a PCM (Powertrain Control Module) 400 as a controller that integrally controls a powertrain PT including a motor M and an engine E.

[0082] 2. Configuration of Inverter 100

[0083] use Figure 2 The arrangement of the inverter 100 in the powertrain room R1 will be described. Figure 2 This is a front view of the powertrain PT including the inverter 100 as viewed from the front side of the vehicle V.

[0084] like Figure 2 As shown, the engine E, the motor M, and the transmission TM are arranged in order from right to left in the powertrain chamber R1 . The engine E includes an engine lower portion 541 and an engine upper portion 542 arranged above the engine lower portion 541 .

[0085] The motor M is disposed adjacent to the left side of the engine lower portion 541 of the engine E and includes a motor housing 510 comprising a first motor case 511 and a second motor case 512 as an outer shell. The first motor case 511 is joined to the left side of the engine lower portion 541, and the second motor case 512 is joined to the left side of the first motor case 511 without a gap. Both the first motor case 511 and the second motor case 512 are formed using a conductive material (e.g., metal or carbon fiber reinforced resin).

[0086] 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 speed change mechanism that constitutes the Transmission™ is housed within the axle housing 520. The axle housing 520 is also formed of a conductive material (e.g., metal or carbon fiber reinforced resin).

[0087] In the powertrain PT, the motor housing 510 and the axle housing 520 are combined to form a drive device housing 500 .

[0088] The inverter 100 is adjacent to the first motor housing 511 in the vehicle width direction of the vehicle V and is arranged in a portion extending from above the second motor housing 512 to above the axle housing 520. The inverter 100 is connected to the first motor housing 511 via a connector (in the Figure 2 (omitted in the figure) and the connector of the inverter 100 ( Figure 2 The inverter 100 is connected to the first motor housing 511 by being connected to the first motor housing 511 (not shown). In addition, the connection between the connectors is achieved by sliding the inverter 100 in the right direction relative to the drive device housing 500.

[0089] Inverter 100 also includes an inverter case (converter housing) 101 that forms an outer shell. Inverter housing 101 is fixed to axle housing 520 (a portion of drive device housing 500 that houses transmission TM) via bracket 530 .

[0090] In the powertrain room R1 of the vehicle V (refer to Figure 1 ) is also equipped with an electric compressor (auxiliary equipment) C for air conditioning. The electric compressor C is supplied with power from the battery 200 (see Figure 1The power harness LN1 is connected to the DC circuit in the drive device housing 500 via a connector CN1 connected at one end, and is connected to the electric compressor C via a connector CN2 connected at the other end.

[0091] 3. Construction and Configuration of Inverter Housing 101

[0092] use Figure 3 The structure and arrangement of the inverter case 101 will be described.

[0093] like Figure 3 As shown, in the front-to-rear direction of the vehicle V, the rear end portion 101a of the inverter case 101 is arranged coplanar with the rear end portion of any one of the first motor case 511, the second motor case 512, and the axle housing 520, or the rear end portion 101a of the inverter case 101 is arranged forward of the rear end portion of any one of the first motor case 511, the second motor case 512, and the axle housing 520. Specifically, the rear end portion 101a of the inverter case 101 is arranged forward of any one of the first motor case 511, the second motor case 512, and the axle housing 520.

[0094] Furthermore, in the front-to-rear direction of the vehicle V, the front end 101b of the inverter case 101 is arranged coplanar with the front end of any one of the first motor case 511, the second motor case 512, and the axle housing 520. Alternatively, the front end 101b of the inverter case 101 is arranged rearward of the front end of any one of the first motor case 511, the second motor case 512, and the axle housing 520. Specifically, the front end 101b of the inverter case 101 is arranged rearward of the front end of the first motor case 511 and the front end of the axle housing 520. Furthermore, the front end 101b of the inverter case 101 is arranged substantially coplanar with the front end of the second motor case 512.

[0095] Furthermore, the rear end portion 101a of the inverter housing 101 has a tapered shape, with the width gradually decreasing from the left side (outer side) to the right side (inner side) in the vehicle width direction as the vehicle moves from the front toward the rear. Specifically, when an imaginary line L1 is drawn along the rear end surface of the rear end portion 101a of the inverter housing 101, the rear end portion 101a of the inverter housing 101 is formed such that the imaginary line L1 intersects the imaginary line L0 extending along the vehicle width direction at an angle less than 90°.

[0096] 4. Detailed Structure of Inverter 100

[0097] use Figure 4 The detailed structure of the inverter 100 will be described.

[0098] Figure 4As shown in (b) of FIG. 1 , the inverter case 101 of the inverter 100 is composed of a case body 102 and a cover 103. The case body 102 has an opening at the top, and the cover 103 closes the opening of the case body 102. Both the case body 102 and the cover 103 are formed using a conductive material (e.g., metal or carbon fiber reinforced resin).

[0099] like Figure 4 As shown in Figures (a) and (b), a DC connector (inverter-side DC connector) CN3 is provided on the rear side of the right side wall of the housing body 102, and an AC connector (inverter-side AC connector) CN4 is provided on the front side. The DC connector CN3 connects the DC wiring between the inverter 100 and the battery 200, while the AC connector CN4 connects the AC wiring between the inverter 100 and the motor M.

[0100] A plurality of (three in this embodiment, for example) PCM connectors CN51 to CN53 (hereinafter collectively referred to as PCM connectors CN5 ) are provided to protrude upward from the cover 103 . These PCM connectors CN5 connect the PCM 400 to the inverter 100 .

[0101] like Figure 4 As shown in (a) of FIG. 1 , the inverter 100 includes a DC input / output unit 104, a smoothing unit 105, a power module unit 106, and an AC input / output unit 107 housed in an inverter case 101. The DC input / output unit 104, the smoothing unit 105, the power module unit 106, and the AC input / output unit 107 housed in the case 101 are arranged sequentially from the rear side to the front side in the front-to-rear direction of the vehicle V. In the inverter 100, the DC input / output unit 104 is housed in the rear end portion 101a of the tapered inverter case 101.

[0102] The smoothing portion 105 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 105 .

[0103] The power module 106 is formed of an IGBT (Insulated Gate Bipolar Transistor). However, the power module 106 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).

[0104] The DC connector CN3 is configured as a part of the DC input / output unit 104 , and the AC connector CN4 is configured as a part of the AC input / output unit 107 .

[0105] Although detailed description is omitted, the inverter case 101 is also provided with a refrigerant circulation path for cooling the smoothing unit 105 and the power module unit 106 .

[0106] 5. Structure inside the motor housing 510

[0107] use Figures 5 to 8 The electrical structure in the motor housing 510 will be described.

[0108] like Figure 5 As shown, a DC connector (drive device side DC connector) CN6 and an AC connector (drive device side AC connector) CN7 are provided on the left side wall of the first motor housing 511. The DC connector CN6 is connected to the DC connector CN3 (see FIG. Figure 4 ) is connected to the AC connector CN7 of the inverter 100 (see Figure 4 ) is connected to the connector and is arranged on the front side.

[0109] As described above, the coupling of the DC connector CN3 and the DC connector CN6 and the coupling of the AC connector CN4 and the AC connector CN7 are simultaneously achieved by sliding the inverter case 101 of the inverter 100 toward the first motor case 511 in the horizontal direction.

[0110] like Figures 5 to 7 As shown, two DC bus bars (DC wiring) LN4 , a ferrite core (noise filter component) 513 , three AC bus bars (AC wiring) LN2 , and a power line LN3 are housed in a housing inner space 510 a of a motor housing 510 .

[0111] like Figure 6 and Figure 7 As shown, two DC buses LN4 connect the DC connector CN6 and the DC connector CN8. Figure 7 and Figure 8 As shown, three AC buses LN2 connect the AC connector CN7 and the coils of the stator 515 of the motor M.

[0112] like Figure 6As shown in (a) and (b) of FIG1 , the ferrite core 513 is provided in the longitudinal middle portion of the DC bus LN4. Specifically, the DC bus LN4 is routed so that the longitudinal middle portion passes through the hole in the ferrite core 513. The ferrite core 513 is provided for noise suppression (EMC measures) in the powertrain PT including the inverter 100.

[0113] like Figure 5 and Figure 7 As shown, the power line LN3 connects the DC bus LN4 and the connector CN1. Figure 6 As shown in (a) and (b), power line LN3 branches at locations (PT1 and PT2) on the DC bus LN4 closer to the DC connector CN8 than the location where the ferrite core 513 is located. That is, power line LN3 branches at the junction box (branching portion) JB on the DC bus LN4 closer to the DC connector CN8 than the location where the ferrite core 513 is located. Furthermore, power line LN3 is routed within the housing space 510a so as to extend forward. Furthermore, power line LN3 is connected to connector CN1 in the forward portion of the housing space 510a. Furthermore, a fuse 514 is provided between one portion of the wiring of power line LN3 and one portion of the busbar of DC bus LN4.

[0114] Here, in this embodiment, the power line LN3 is composed of a covered wire. Figure 7 and Figure 8 As shown, a short circuit or the like does not occur at a portion where power line LN3 intersects AC bus LN2.

[0115] like Figure 6 As shown in FIG. 5( a ), the DC bus LN4 is arranged in a meandering manner in the vehicle width direction within the housing internal space 510 a. More specifically, the DC bus LN4 is arranged in a meandering manner between a portion below the DC connector CN6 and a portion to the left of the portion.

[0116] like Figure 6 As shown in (a) and (b) of FIG. 1 , the ferrite core 513 is arranged below the DC connector CN6. Therefore, when the DC connector CN3 and the DC connector CN6 of the inverter 100 are connected, the ferrite core 513 is aligned with the DC input and output unit 104 (see FIG. 1 ) of the inverter 100 when viewed from above. Figure 4 (a)) Overlapping positional relationship configuration.

[0117] 6. Behavior of the power unit PT during a vehicle collision

[0118] use Figure 9The behavior of the power unit PT during a vehicle collision will be described. A case of an offset collision on the front left side of the vehicle V will be described below.

[0119] like Figure 9 As shown in (a), in the vehicle V of this embodiment, a powertrain PT is mounted in a powertrain chamber R1 provided at the front. Figure 9 In (a) and (b) of FIG. 1 , only the engine E and the inverter 100 in the powertrain PT are shown.

[0120] In the vehicle V of the present embodiment, the inverter 100 is arranged on the left side of the engine E in the powertrain room R1. The inverter 100 is arranged so that the rear end portion 101a of the inverter case 101 faces the vehicle rear side.

[0121] Furthermore, a bumper reinforcement BR is disposed in front of the powertrain PT mounted in the powertrain chamber R1, and front side frames SF are disposed on both sides. The bumper reinforcement BR is disposed so as to extend in the vehicle width direction, and the front side frames SF are disposed so as to have their front ends connected to the bumper reinforcement BR and extend rearward from this connection.

[0122] like Figure 9 As shown in (b), assuming a corner collision of the vehicle V, the collision object (obstacle) 700 intrudes into the powertrain chamber R1 as indicated by arrow B1. In this case, the left portion of the bumper reinforcement BR is pressed rearward. As a result, a portion of the left front side frame SF undergoes deformation, such as buckling, to absorb the impact force. Furthermore, in this case, the powertrain PT rotates leftward when viewed from above, as indicated by arrow B2.

[0123] like Figure 9 As shown in FIG. 2( b ), when the powertrain PT rotates as indicated by arrow B2 due to an offset collision, the rear end portion 101 a of the inverter case 101 approaches the vehicle interior R2 .

[0124] Here, assuming a comparative example in which the rear end portion 901 a of the inverter case is not formed into a tapered shape like in the present embodiment, it is considered that the rear end portion 901 a collides with the dash panel DP.

[0125] On the other hand, in the present embodiment, since the rear end portion 101 a of the inverter case 101 is formed in a tapered shape as described above, it is possible to prevent the rear end portion 101 a from colliding with the dash panel DP.

[0126] 7. Effect

[0127] The powertrain PT of vehicle V in this embodiment has a ferrite core (noise filter component) 513 installed in DC bus (DC wiring) LN4. This prevents noise generated by the inverter (power conversion device) from leaking from a portion of DC bus LN4 closer to DC connector CN8 than the portion where ferrite core 513 is installed, as well as from the wiring from DC connector CN8 to battery 200 (EMI countermeasure). Furthermore, even if noise were to propagate through the wiring from battery 200 to DC connector CN8, this noise would be prevented from interfering with the drive of inverter 100 (EMS countermeasure).

[0128] Furthermore, in the structure employed by the powertrain PT of vehicle V, the DC bus LN4 is housed within a drive unit housing 500 (specifically, within a motor housing 510) formed of a conductive material. Consequently, electromagnetic waves are prevented from being radiated from a portion of DC bus LN4 closer to the inverter 100 than the portion where the ferrite core 513 is located, and electromagnetic waves are also prevented from interfering with the DC bus LN4 from outside the drive unit housing 500. Thus, EMC measures are implemented in the powertrain structure of vehicle V.

[0129] Furthermore, in the structure employed in the powertrain PT of the vehicle V, the ferrite core 513 is not housed within the inverter case 101, but rather within the drive device case 500, which is in close contact with the inverter case 101. Therefore, in the structure employed in the powertrain PT of the vehicle V, the size of the inverter case 101 can be reduced by an amount corresponding to the absence of the ferrite core 513, thereby preventing the inverter case 101 from colliding with surrounding components during a vehicle collision.

[0130] Furthermore, in the structure of the powertrain PT of the vehicle V of this embodiment, since the DC bus LN4 is housed within the relatively rigid drive device case 500, damage to the DC bus LN4 during a vehicle collision can be suppressed. Thus, the structure of the powertrain PT of the vehicle V can protect the DC bus LN4 even in a vehicle collision, at least until power is cut off, ensuring high safety.

[0131] Furthermore, if the DC bus LN4 is disposed outside the drive device housing 500 as in the techniques disclosed in Patent Documents 1 and 2, it is also possible to consider a structure that ensures sufficient space to prevent the DC bus LN4 from being caught by surrounding components or violently impacted during a vehicle collision, or to ensure space for a protector to protect the DC bus LN4. It is believed that adopting such a structure can also prevent damage to the DC bus LN4 disposed outside the drive device housing 500 during a vehicle collision.

[0132] However, when the DC bus LN4 is disposed outside the drive device case 500 as described above, it is considered difficult to increase the degree of freedom in the layout of the powertrain PT and achieve a more compact vehicle V. In contrast, in the structure adopted by the powertrain PT of the vehicle V of the present embodiment, since the DC bus LN4 is housed within the drive device case 500, the space around the DC bus LN4 for ensuring safety can be kept small, thereby achieving a high degree of freedom in the layout of the powertrain PT and a more compact vehicle V.

[0133] Furthermore, as described above, “closely bonded” means that even if a minute gap is formed at the bonded portion between the drive device housing 500 and the inverter housing 101 , electromagnetic waves will not enter or exit through the gap.

[0134] Furthermore, in the structure of the powertrain PT of the vehicle V of this embodiment, since the rear end portion 101a of the inverter case 101 is formed in the tapered shape as described above, even in the event of a vehicle collision, the inverter case 101 can be prevented from colliding with surrounding parts (such as the dash panel DP) (see FIG. Figure 9 That is, in the event of a vehicle collision (particularly a side collision), the inverter housing 101 may rotate together with the drive device housing 500 when viewed from above. In such a case, if the rear end portion 101a of the inverter housing 101 is not formed into a tapered shape as described above ( Figure 9 In the comparative example of the rear end portion 901a in (b), there is a high risk that the corner of the rear end portion 901a will collide with surrounding members (such as the dash panel DP), and the inverter 100 may be damaged.

[0135] On the other hand, in the structure of the powertrain PT of the vehicle V of this embodiment, the rear end portion 101a of the inverter case 101 is tapered. This reduces the risk of collision between the rear end portion 101a of the inverter case 101 and surrounding components (such as the dash panel DP) even in vehicle collisions such as side impacts. Consequently, the structure of the powertrain PT of the vehicle V contributes to ensuring high safety during vehicle collisions.

[0136] Furthermore, in the structure of the powertrain PT of the vehicle V of this embodiment, the DC input / output unit 104 of the inverter 100 and the ferrite core 513 housed in the drive unit housing 500 are arranged in an overlapping positional relationship when viewed from above. Therefore, by providing the tapered rear end 101a of the inverter housing 101 as described above, the inverter housing 101 is prevented from protruding from the outline of the drive unit housing 500 when viewed from above. Consequently, the structure of the powertrain PT of the vehicle V can prevent the inverter housing 101 from colliding with surrounding components before the drive unit housing 500, even in the event of a vehicle collision, thereby further contributing to ensuring high safety during a vehicle collision.

[0137] Furthermore, in the structure of the powertrain PT of vehicle V according to this embodiment, a junction box JB is provided between the portion of DC bus LN4 where ferrite core 513 is located and the portion of DC bus LN4 connected to DC connector CN8. This junction box JB branches power line LN3. This prevents noise generated by inverter 100 from being transmitted to power line LN3. Furthermore, since power line LN3 is also housed within drive device housing 500, electromagnetic waves from outside housing 500 are also prevented from being transmitted to power line LN3. Consequently, the structure of the powertrain PT of vehicle V facilitates more reliable EMC measures.

[0138] Furthermore, in the structure of the powertrain PT of the vehicle V of this embodiment, the drive unit case 500 (specifically, the first motor case 511) and the inverter case 101 are configured to slide horizontally relative to each other, thereby coupling the DC connector (converter-side DC connector) CN3 and the DC connector (drive unit-side DC connector) CN6, and the AC connector (converter-side AC connector) CN4 and the AC connector (drive unit-side AC connector) CN7, respectively. This allows for easy attachment and detachment of the inverter case 101 and the drive unit case 500 during manufacture and maintenance of the power unit PT.

[0139] In addition, in the structure adopted by the powertrain PT of the vehicle V of this embodiment, as shown in FIG. Figure 6 As shown in (a), the DC bus LN4 is arranged to meander in the left-right direction when viewed from the side. Therefore, compared to a configuration in which the DC bus LN4 is arranged linearly from top to bottom with a ferrite core 513 disposed midway, the vertical dimension of the area within the drive device housing 500 housing the DC bus LN4 can be minimized. This configuration of the powertrain PT of the vehicle V is advantageous in minimizing the vertical dimension of the entire powertrain PT.

[0140] Furthermore, in the structure of the powertrain PT of the vehicle V of this embodiment, the inverter case 101 is fixed to the portion of the drive unit case 500 that houses the speed change mechanism (the axle housing 520) via a bracket 530. Therefore, not only is the connectors CN3, CN4, CN6, and CN7 coupled to each other by sliding movement between the inverter case 101 and the drive unit case 500, but the fixing of the inverter case 101 and the drive unit case 500 via the bracket 530 also achieves a more secure coupling between the inverter case 101 and the drive unit case 500. This prevents the drive unit case 500 from separating from the inverter case 101 due to vibrations during vehicle travel or impacts during a vehicle collision.

[0141] Furthermore, in the structure of the powertrain PT of the vehicle V of this embodiment, the powertrain PT is mounted in the powertrain chamber R1 located at the front of the vehicle V, and the DC connector CN8 is disposed on the rear wall of the drive unit case 500. Therefore, even in the event of a head-on collision of the vehicle V, damage to the DC connector CN8 caused by obstacles entering the powertrain chamber R1 or components of the vehicle V being pushed rearward by such obstacles is suppressed. Consequently, the structure of the powertrain PT of the vehicle V further contributes to ensuring high safety during a vehicle collision.

[0142] As described above, the structure adopted in the powertrain PT of the vehicle V of the present embodiment can achieve both EMC countermeasures and ensuring safety during a vehicle collision.

[0143] [Modification]

[0144] In the above embodiment, the drive unit housing 500 and the inverter housing 101 are separate components that are tightly joined together. However, in the present invention, a structure in which the drive unit housing 500 and the inverter housing are integrally formed can also be employed. Specifically, in the present invention, a structure in which the power converter housing is not separate from the drive unit housing, but rather a portion of the drive unit housing has an outwardly bulging portion, and the power converter is housed within this bulging portion. In this case, the power converter structure does not necessarily need to be densely packed within the space within the drive unit housing; it can also be dispersed within the housing space.

[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 the power conversion device. For example, a DC-DC converter may be used as the power conversion device.

[0146] In the above embodiment, a ferrite core 513 is used as an example of a noise filter component. However, in the present invention, noise filter components other than ferrite cores can also be used. For example, a choke coil, a Y capacitor, etc. can also be used as a noise filter component.

[0147] Furthermore, in the above embodiment, the wiring is connected by connecting the receptacle connectors CN1 to CN8. However, in the present invention, the wiring is not necessarily connected using receptacle connectors. In other words, in this specification, the term "connector" simply refers to the connection between the wirings, and the connection method is not limited.

[0148] Furthermore, in the above embodiment, the rear end portion 101a of the inverter housing 101 is formed in a tapered shape. However, in the present invention, the rear end portion of the converter housing need not necessarily be formed in a tapered shape. The shape of the converter housing is not limited, as long as it can prevent collision with surrounding components (such as the dash panel DP) during a vehicle collision, depending on its relationship with the drive unit housing.

[0149] Furthermore, in the above embodiment, the DC input / output unit 104 of the inverter 100 and the ferrite core 513 are arranged so as to overlap when viewed from above. However, the present invention is not limited to this arrangement. For example, if sufficient space is available within the drive device housing, the DC input / output unit and the noise filter component may be arranged so as to not overlap when viewed from above, but rather to be offset.

[0150] Furthermore, in the above embodiment, the junction box JB where the power line LN3 is branched is disposed inside the drive device case 500 . However, in the present invention, the junction box may be disposed outside the drive device case.

[0151] In the above embodiment, connectors CN3, CN4, CN6, and CN7 are connected to each other by sliding the inverter housing 101 and the drive unit housing 500, but the present invention is not limited to this. For example, the conductive portions formed on the terminal block can be connected to each other by fastening other conductive portions to the conductive portions using bolts or the like. Furthermore, the direction of sliding movement does not necessarily need to be the vehicle width direction; it can also be the vehicle's front-to-back direction or an oblique direction (a direction oblique to the front-to-back direction or the vehicle width direction).

[0152] In the above embodiment, the inverter housing 101 and the axle housing 520 are fixed via the bracket 530, but the present invention is not limited thereto. For example, the coupled connectors may be further screwed together, or the converter housing may be fixed to the motor housing.

[0153] Furthermore, while the above embodiment employs a configuration in which the powertrain chamber R1 is located at the front of the vehicle V, the present invention also permits the powertrain chamber to be located at the rear of the vehicle. In this case, the DC connector, which serves as the battery connection, can be located on the front wall of the drive unit housing. This placement of the DC connector ensures high safety in the event of a rear-end collision.

[0154] 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 a refrigerant for cooling the powertrain PT may be used.

Claims

1. A powertrain structure of a vehicle, characterized in that: have: A drive device including a motor serving as a driving source for driving the vehicle and a drive device housing formed of a conductive material and accommodating at least the motor; a battery as a source of power for the motor; as well as A power conversion device is provided between the motor and the battery, and includes a circuit unit for performing power conversion between the motor and the battery, and a conversion device housing formed of a conductive material and 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 DC connector to which wiring extending from the battery is connected is provided on a wall portion of the drive device housing, and the drive device housing houses DC wiring connecting the circuit portion of the power conversion device to the DC connector and a noise filter component provided in the DC wiring.

2. The powertrain structure of a vehicle according to claim 1, characterized in that: The conversion device housing is placed on at least a portion of the upper portion of the drive device housing, and when viewed from above, the rear end portion of the conversion device housing is formed into a tapered shape in such a way that the width gradually decreases from the outer side to the inner side in the vehicle width direction as it moves from the front to the rear.

3. The powertrain structure of a vehicle according to claim 2, characterized in that: The noise filter component and a DC input / output portion, which is a connection portion connected to the DC wiring in the power conversion device, are arranged in an overlapping positional relationship in a plan view from above.

4. The powertrain structure of a vehicle according to any one of claims 1 to 3, characterized in that: The drive device housing houses a power line for supplying DC power to auxiliary equipment. In the drive device case, a branching portion for branching the power line is provided at a position of the DC wiring closer to the DC connector than a position where the noise filter component is provided.

5. The powertrain structure of a vehicle according to any one of claims 1 to 3, characterized in that: The drive device housing houses AC wiring that connects the circuit unit of the power conversion device to the motor. The wall portion of the drive device housing is provided with a drive device side DC connector, which is a connection portion of the DC wiring connected to the circuit portion, and a drive device side AC connector, which is a connection portion of the AC wiring connected to the circuit portion. The wall portion of the converter housing is provided with a converter-side DC connector, which is a connection portion of the circuit unit connected to the DC wiring, and a converter-side AC connector, which is a connection portion of the circuit unit connected to the AC wiring. The drive device-side DC connector and the converter device-side DC connector, and the drive device-side AC connector and the converter device-side AC connector are coupled together by sliding the power converter device relative to the drive device.

6. The powertrain structure of a vehicle according to claim 5, characterized in that: When the DC wiring is viewed from a direction intersecting both the up-down direction and the direction of the sliding movement, the DC wiring is laid out so as to meander in the direction of the sliding movement.

7. The powertrain structure of a vehicle according to claim 5, characterized in that: The drive device further includes a transmission connected to the output shaft of the motor. The drive device housing is configured to also accommodate the transmission. The conversion device housing is fixed to a portion of the drive device housing that houses the transmission via a bracket.

8. The powertrain structure of a vehicle according to any one of claims 1 to 3, characterized in that: The drive device and the power conversion device are mounted in a powertrain compartment provided at the front of the vehicle. The battery is mounted on a portion of the vehicle rearward of the powertrain compartment. The DC connector is disposed on the rear wall portion of the drive device housing.

Images