Onboard structure of electric unit

Abstract

The vehicle-mounted structure of the electric unit 1 includes the following components: a drive unit 10 having a drive motor 11; and a generator unit 20 having a generator motor 21. The drive unit 10 and the generator unit 20 are respectively mounted on the vehicle body. The drive unit 10 is positioned further rearward than the generator unit 20. The drive unit 10 and the generator unit 20 have an interference portion C located lower than the center of the rotation axis 11a of the drive motor 10 and the center of the rotation axis 21c of the generator motor 21. According to the gap CL, the gap between the drive unit 10 and the generator unit 20 is smaller at the interference portion C compared to other portions.

Description

Technical Field

[0001] This invention relates to an on-vehicle structure for an electric unit. Background Technology

[0002] JP2013-126839A discloses a configuration in which an inverter is mounted on a vehicle via a mounting bracket and an inverter tray. With this configuration, if a collision load is applied to the front of the vehicle, the inverter tilts together with the mounting bracket and inverter tray, thereby reducing the collision load applied to the inverter. Furthermore, the rear end of the inverter tray abuts against the power unit bracket, thereby suppressing interference from the inverter with the power unit bracket, which is a highly rigid component. Summary of the Invention

[0003] In vehicles, electric units, sometimes comprising a drive unit and a generator unit, are configured in the motor housing as follows: the drive unit has a drive motor, and the generator unit has a generator motor. That is, the drive unit and the generator unit are respectively mounted on the vehicle body, and sometimes the drive unit is positioned further rearward in the vehicle's longitudinal direction than the generator unit.

[0004] In the event of a frontal collision with this type of vehicle, the power generation unit interferes with the drive unit, pushing the drive unit backward. In this situation, structurally, the drive motor is prone to rotating relative to its axis of rotation. Therefore, if the drive motor rotates rearward from the upper part of the drive unit, the drive unit may interfere, in some areas, with other components located behind it.

[0005] To suppress interference between the upper part of the drive unit and other components, buffering during a frontal collision by mounting other structures onto the drive unit is also considered. However, in this case, in addition to the increased complexity of the construction, there is a possibility of an increase in the number of structural components and the weight.

[0006] The present invention was proposed in view of this problem, and its purpose is to suppress local interference above the drive unit with a simple structure in the event of a frontal collision of a vehicle.

[0007] An on-vehicle structure of an electric unit according to one aspect of the present invention includes: a drive unit having a drive motor; and a generator unit having a generator motor, wherein the drive unit and the generator unit are respectively mounted on the vehicle body. The drive unit is positioned further rearward than the generator unit. The drive unit and the generator unit have an interference portion in the event of a frontal collision at a location lower than the rotation axis center of the drive motor and the rotation axis center of the generator motor. At the interference portion, the gap between the drive unit and the generator unit is smaller than that between other portions. Attached Figure Description

[0008] Figure 1 This is a diagram showing the electric unit viewed from the left side of the vehicle's direction of travel.

[0009] Figure 2 This is a diagram showing the electric unit viewed from the right side of the vehicle's direction of travel.

[0010] Figure 3 This is an external view of the drive motor.

[0011] Figure 4 This is an external view of the generator motor.

[0012] Figure 5 This diagram shows the installation status of the electric unit on the vehicle body.

[0013] Figure 6 This diagram illustrates the situation when a vehicle is involved in a head-on collision.

[0014] Figure 7 This is the first explanatory diagram of the interference section.

[0015] Figure 8 This is a diagram showing the electric motor unit viewed from section VII-VII.

[0016] Figure 9 This is the second explanatory diagram of the interference section.

[0017] Figure 10 This diagram illustrates the situation when there is interference with the instrument panel.

[0018] Figure 11 This is the third explanatory diagram of the interference section.

[0019] Figure 12 This is the first of the fourth explanatory diagrams for the interference section.

[0020] Figure 13 This is the second diagram of the fourth explanatory diagram of the interference section. Detailed Implementation

[0021] The embodiments of the present invention will now be described with reference to the accompanying drawings.

[0022] Figure 1 This is a view of the electric unit 1 from the left side of the vehicle. Figure 2 This is a view of the electric unit 1 from the right side of the vehicle. Figure 3 This is an external view of the drive motor 11. Figure 4 This is an external view of the generator motor 21. Figure 5 This diagram shows the installation status of the electric unit 1 towards the vehicle body. Figure 3 The drive motor 11 is shown together with the inverter 12. Figure 1In the diagram, "front" and "rear" refer to the front and rear of the vehicle in the forward and backward direction, while "above" and "below" refer to the above and below in the direction of the plumb bob.

[0023] The electric unit 1 is mounted in the vehicle and includes a drive unit 10 and a power generation unit 20. The drive unit 10 has... Figure 3 The drive motor 11 and the power generation unit 20 shown have Figure 4 The generator motor 21 is shown. Both the drive motor 11 and the generator motor 21 are mounted on the vehicle. This vehicle is configured as a series hybrid vehicle that uses electricity generated by the generator motor 21 from the power of the internal combustion engine to drive the drive motor 11, which constitutes the drive source of the vehicle. The electric unit 1 is located in the motor compartment at the front of the vehicle.

[0024] Inverter 12 is positioned above drive motor 11. Drive motor 11 and inverter 12 are bolted together to form a single unit, and the housing of inverter 12 is bolted to the housing of drive motor 11. Drive motor 11 and generator motor 21 are separate units. Therefore, drive unit 10 with drive motor 11 and generator unit 20 with generator motor 21 are separate units.

[0025] The drive unit 10 also includes a reducer 13. The reducer 13 is connected to the drive motor 11. The drive motor 11 and the reducer 13 are bolted together to form a single unit. The reducer 13 has an output shaft 13a. The drive motor 11 transmits power to the output shaft 13a via the reducer 13, and then transmits power to the drive wheels of the vehicle via the output shaft 13a and the drive shaft of the vehicle connected to the output shaft 13a. The output shaft 13a is located below the drive motor 11.

[0026] The power generation unit 20 also includes an accelerator 22. The accelerator 22 is connected to the generator motor 21. The generator motor 21 and the accelerator 22 are fastened together as a single unit by bolts. The accelerator 22 has a rotating shaft 22a. Power is transmitted from the internal combustion engine to the rotating shaft 22a. Therefore, the generator motor 21 generates electricity using the power of the internal combustion engine.

[0027] The drive unit 10 also includes a first support portion 30 and a second support portion 40. The first support portion 30 is disposed below the drive motor 11, providing support for the drive unit 10 from below. The first support portion 30 is located below and... Figure 5 The suspension component 60 shown is connected to the vehicle body and is connected to the drive unit 10 from above. The first support part 30 is connected to the drive motor 11 and supports the drive unit 10 by supporting the drive motor 11.

[0028] The first support portion 30 has a first bracket 31, a second bracket 32, and a third bracket 33. The first bracket 31 is disposed below the drive motor 11. The first bracket 31 extends upward and is connected to the drive motor 11.

[0029] The second bracket 32 ​​is located at the front of the first bracket 31. The second bracket 32 ​​extends upward and is connected to the drive motor 11. The second bracket 32 ​​is connected from the front to a boss provided on the housing of the drive motor 11.

[0030] The third bracket 33 is positioned below the first bracket 31. The third bracket 33 is connected to the drive motor 11 above and to the suspension component 60 below.

[0031] The second support portion 40 is positioned further rearward than the first support portion 30. Located behind and below the drive unit 10, the second support portion 40 supports the drive unit 10 from below. The second support portion 40 is connected to the suspension member 60 below and to the drive unit 10 above. The second support portion 40 is connected to the reducer 13, supporting the reducer 13 and thus supporting the drive unit 10.

[0032] The second support portion 40 has a bracket 41 and a support member 42. The bracket 41 is connected to the reducer 13 at the front and above, and to the support member 42 at the rear and below. The bracket 41 is connected to the support member 42 at a position lower than the output shaft 13a.

[0033] The bracket component 42 is connected to the bracket 41 at the top via a mounting sleeve, and to the suspension component 60 at the bottom. A bracket 43 is also provided on the second support portion 40. The bracket 43 connects the bracket 41 to the reducer 13. The bracket 43 is connected from the rear to a boss provided on the housing of the reducer 13.

[0034] The suspension component 60 is located lower than the electric unit 1. The drive unit 10 is fixed to the suspension component 60 via the first support 30 and the second support 40, thereby being mounted on the vehicle body at the lower part. The drive unit 10 is configured to tilt forward relative to the vehicle.

[0035] In addition to the suspension component 60, the vehicle body also includes a longitudinal beam 70 and a bumper reinforcement 80. The longitudinal beam 70 is positioned higher than the suspension component 60. The longitudinal beam 70 connects to the bumper reinforcement 80 on the front side of the vehicle and extends from the bumper reinforcement 80 toward the rear of the vehicle. The output shaft 13a is located lower than the longitudinal beam 70 and higher than the suspension component 60, and the inverter 12 is positioned higher than the longitudinal beam 70.

[0036] The power generation unit 20 also has a support portion 50. The power generation unit 20 is fixed to the longitudinal beam 70 via the support portion 50. The power generation unit 20 is fixed in a suspended state from the longitudinal beam 70 by means of the support portion 50. The support portion 50 is fixed to the longitudinal beam 70 by bolts. Figure 4 The generator unit 21 shown has a mounting part 21a, which is fixed to the longitudinal beam 70 by bolts. The support part 50 is fixed to the upper surface of the longitudinal beam 70. Thus, the generator unit 20 is mounted on the vehicle body at the upper part.

[0037] The generator 21 has a protrusion 21b. The protrusion 21b is disposed on the housing of the generator 21 and protrudes rearward. The protrusion 21b together with the second bracket 32 ​​constitutes the first interference portion C1. The interference portion C, including the first interference portion C1, will be further described later.

[0038] Next, the vehicle-mounted structure of the electric unit 1 having a drive unit 10 and a power generation unit 20 will be described, wherein the drive unit 10 has a drive motor 11 and the power generation unit 20 has a power generation motor 21.

[0039] The drive unit 10 and the power generation unit 20, configured as described above, are respectively mounted on the vehicle body. Furthermore, the drive unit 10 is located behind the power generation unit 20. In this configuration, if a frontal collision occurs, interference will occur as described below.

[0040] Figure 6 This diagram illustrates the situation when a vehicle is involved in a head-on collision. Figure 6 The comparative example is shown below. Except for the absence of the interference part C, the comparative example is configured the same as the electric unit 1. Figure 6 The diagram shows the brake booster 100 positioned behind the drive unit 10 as another component. The brake booster 100 is located behind the upper portion of the drive motor 11. In this embodiment, it is also related to... Figure 6 Similarly, as shown, the brake booster 100 is positioned behind the drive unit 10.

[0041] In the event of a frontal collision, the obstacle 110 positioned in front of the power generation unit 20 interferes with the power generation unit 20, pushing it backward. The backward-pushing power generation unit 20 then interferes with the drive unit 10, pushing it backward as well. In this example, the gap between the drive motor 11 and the power generation motor 21, and between the drive unit 10 and the power generation unit 20, is minimal. Therefore, in this example, the power generation motor 21 interferes with the drive motor 11.

[0042] If the power generation unit 20 interferes with the drive unit 10, the power generation unit 20 will press the entire drive unit 10 backward. On the other hand, the drive motor 11 has a rotation shaft 11a shown by the dashed line, and in terms of construction, the drive motor 11 is easily rotatable relative to the rotation shaft 11a. Therefore, when the power generation unit 20 interferes with the drive unit 10, the drive motor 11 can rotate clockwise in the figure, that is, in a direction that causes the upper part of the drive unit 10 to face backward. As a result, it is possible that the drive unit 10 may interfere with other components located behind the drive unit 10 in its upper part and in a localized manner.

[0043] Specifically, in this example, the upper portion of the drive unit 10 partially interferes with the brake booster 100, causing the brake booster 100 to press the brake pedal inside the vehicle compartment backward. As a result, in this situation, it is possible for an impact to be transmitted to the brake pedal pressed by the driver.

[0044] Furthermore, in this example, when the power generation unit 20 presses the entire drive unit 10 in, the drive unit 10 is pressed backward using the second support part 40 as a fulcrum. Therefore, in this example, it is easy to make the drive motor 11 rotate clockwise in the figure.

[0045] To suppress interference between the upper part of the drive unit 10 and other components, buffering during a frontal collision by mounting other structures on the drive unit 10 is also considered. However, in this case, in addition to the increased complexity of the structure, it is possible to increase the number of structural components and the weight.

[0046] In view of the above situation, in this embodiment, the interference part C is provided in the following manner.

[0047] Figure 7 This is the first explanatory diagram of the interference part C. Figure 8 Therefore Figure 7 The diagram shown illustrates a cross-section VII-VII of the electric motor unit 1. Section VII-VII is a horizontal plane comprising the center position of the plumb bob in the vertical direction of the protrusion 21b. Figure 8 In the middle, right and left refer to the right and left sides relative to the direction of vehicle movement.

[0048] like Figure 7 As shown, the drive unit 10 and the generator unit 20 have a first interference portion C1 located below the center of the rotation shaft 11a of the drive motor 11 and the center of the rotation shaft 21c of the generator motor 21, as indicated by the dashed lines. On the drive unit 10 side, the second bracket 32 ​​constitutes the first interference portion C1; on the generator unit 20 side, the protrusion 21b constitutes the first interference portion C1. The rotation shaft 21c is located between the rotation shaft 11a and the output shaft 13a in the vertical direction.

[0049] Regarding the first interference portion C1, the entire fixed portion of the second bracket 32 ​​relative to the first bracket 31 on the drive unit 10 side is located lower than the center of the rotation axis 11a. The reason is as follows: If the protrusion 21b interferes with the second bracket 32 ​​during a frontal collision, the collision load is transferred from the second bracket 32 ​​to the first bracket 31 via the fixed portion relative to the first bracket 31. Therefore, specifically, the first interference portion C1 on the drive unit 10 side is set as the fixed portion of the second bracket 32 ​​relative to the first bracket 31 from the viewpoint of collision load transfer. Line L1 represents the vertical position of the fixed portion of the second bracket 32 ​​in the vertical direction at its center position.

[0050] The entire fixing part of the second bracket 32 ​​is located lower than the center of the rotation axis 11a, thereby enabling the input of impact loads from the power generation unit 20, which is located lower than the center of the rotation axis 11a. The entire fixing part of the second bracket 32 ​​is also located lower than the center of the rotation axis 21c. This further enables the input of impact loads from the power generation unit 20, which is located lower than the center of the rotation axis 21c. The same applies when not the entire fixing part of the second bracket 32, but rather the center of the fixing part in the plumb direction, is located lower than the center of the rotation axis 11a, and even further lower than the center of the rotation axis 21c.

[0051] Regarding the first interference portion C1, on the power generation unit 20 side, the entire front end face of the protrusion 21b is located lower than the center of the rotation axis 21c. Specifically, the first interference portion C1 on the power generation unit 20 side is defined as the front end face of the protrusion 21b from the viewpoint of interference with the second bracket 32. The front end face of the protrusion 21b is the interference portion relative to the second bracket 32, and line L2 representatively represents the plumb direction position of the front end face of the protrusion 21b at its center position in the plumb direction. The front end face of the protrusion 21b interferes with the fixing portion of the second bracket 32. The fixing portion of the second bracket constitutes the opposite portion of the first interference portion C1 on the power generation unit 20 side, and the front end face of the protrusion 21b constitutes the opposite portion of the first interference portion C1 on the power generation unit 20 side.

[0052] The entire front end face of protrusion 21b is located lower than the center of rotation axis 21c, thereby enabling the transfer of impact load from the power generation unit 20, which is located lower than the center of rotation axis 21c, to the drive unit 10. The entire front end face of protrusion 21b is located lower than the center of rotation axis 11a. This also enables the transfer of impact load from the power generation unit 20, which is located lower than the center of rotation axis 11a, to the drive unit 10. The same applies when not the entire front end face of protrusion 21b, but rather the center of that front end face in the plumb line is located lower than the center of rotation axis 21c, and further lower than the center of rotation axis 11a.

[0053] Regarding the drive unit 10 and the power generation unit 20, the fixing portion of the second bracket 32 ​​is positioned lower than the center of the rotation shaft 11a, and the front end face of the protrusion 21b is positioned lower than the center of the rotation shaft 21c, thus providing a first interference portion C1 positioned lower than both the centers of the rotation shaft 11a and the rotation shaft 21c.

[0054] According to the first interference section C1, after a frontal collision with the vehicle, the generator 21 interferes with the lower part of the drive unit 10. Therefore, it interacts with the... Figure 6 Compared to the comparative example described above, the drive motor 11 tends to rotate counterclockwise in the figure, thus suppressing its clockwise rotation. Therefore, interference between the drive unit 10 and other components in the upper part and locally can be suppressed. Furthermore, this also prevents the generator motor 21 from pressing the entire drive unit 10 backward using the second support 40 as a fulcrum. As a result, interference between the drive unit 10 and other components in the upper part and locally can be further suppressed.

[0055] like Figure 8 As shown, the drive unit 10 and the power generation unit 20, as interference parts C, also have a second interference part C2. The second interference part C2 is composed of a protrusion 13b and a protrusion 22b. The protrusion 13b is disposed on the reducer 13, and the protrusion 22b is disposed on the accelerator 22. The protrusion 13b is formed by a portion of the housing of the reducer 13 and is disposed at the front of the housing. The protrusion 22b is formed by a portion of the housing of the accelerator 22 and is disposed at the rear of the housing. Regarding the drive unit 10 and the power generation unit 20, as described later... Figure 11 As shown, similar to the first interference section C1, the second interference section C2 is located below the center of the rotation axis 11a of the drive motor 11 and the center of the rotation axis 21c of the generator motor 21.

[0056] The interference section C has a gap CL. A first gap CL1 represents the gap CL of the first interference section C1, and a second gap CL2 represents the gap CL of the second interference section C2. The gap CL is defined as the gap in the vehicle's longitudinal direction. The gap CL replaces the gap in the direction in which the power generation unit 20 is actually pressed in during a frontal collision and interferes with the drive unit 10 (hereinafter referred to as the interference direction of the power generation unit 20), and is used as the gap indicating that gap. In other words, the gap CL serves as the gap in the interference direction of the power generation unit 20.

[0057] Relatedly, the first interference portion C1 and the second interference portion C2 respectively cause the opposing portions of the interference portion C on the drive unit 10 side and the interference portion C on the power generation unit 20 side to approach each other in the left-right direction of the vehicle, but do not overlap. This is because, in this embodiment, there is a tendency that, in an actual frontal collision, the power generation unit 20 is pressed to the right and rearward and interferes with the drive unit 10.

[0058] Therefore, in this embodiment, in the first interference portion C1 and the second interference portion C2, the interference portion C on the drive unit 10 side is respectively disposed to the right rear of the interference portion C on the power generation unit 20 side. That is, as long as the interference portion C is the part that generates interference during an actual frontal collision of the vehicle, it is not necessary for the opposing portions of the interference portion C on the drive unit 10 side and the interference portion C on the power generation unit 20 side to overlap in the left-right direction and the vertical direction.

[0059] At the interference section C, the gap between the drive unit 10 and the power generation unit 20 is set to be smaller compared to other parts besides the interference section C. The other parts are the housing of the electric unit 1 and the support of the electric unit 1, excluding the interference section C. The housing of the electric unit 1 includes the outer shell of the drive motor 11, the power generation motor 21, the reducer 13, and the accelerator 22, and the support of the electric unit 1 includes the first support 30 and the second support 40.

[0060] Gap CLX represents an example of a gap in the parts other than the interference part C. Gap CLX is related to the utilization of... Figure 6 The plumb bob positions of the interference portions differ from those in the comparative example described earlier, but for the gaps in these interference portions, gaps of similar size are shown. Figure 6 In comparison, the gap CL is also small enough compared to the gap in the comparative case.

[0061] The gaps CL1 and CL2 are set to approximately the same size. This suppresses localized interference in either the first interference portion C1 or the second interference portion C2. Consequently, the impact load is dispersed in the first interference portion C1 and the second interference portion C2, thus suppressing the application of large loads to a portion of the housings of the drive unit 10 and the power generation unit 20.

[0062] Figure 9 This is the second explanatory diagram of the interference part C. Figure 10This diagram illustrates the situation when the instrument panel 90 interferes with the vehicle body. The vehicle body also has an instrument panel 90. The instrument panel 90 is located further rearward than the drive unit 10, distinguishing the motor compartment from the passenger compartment. The instrument panel 90 has a front extension 91. The front extension 91 is located below and behind the drive motor 11, and the drive unit 10 interferes with the front extension 91 in the event of a frontal collision. The drive motor 11 also interferes with the front extension 91.

[0063] The first interference portion C1 is positioned lower than the interference position P of the drive unit 10 of the instrument panel 90. The interference position P is contained in the front extension 91. The first interference portion C1 is positioned lower than the interference position P in both the plumb bob position of the second bracket 32 ​​and the plumb bob position of the protrusion 21b. The second interference portion C2 is also positioned lower than the interference position P, similar to the first interference portion C1.

[0064] like Figure 10 As shown, if a frontal collision occurs, the generator motor 21 interferes with the drive unit 10 at the first interference point C1. Therefore, if the drive unit 10 is pressed rearward and interferes with the instrument panel 90 at the interference position P1, the collision load is transferred from the generator motor 21 to the drive unit 10 and to a position lower than the interference position P. Thus, the drive unit 10 is pressed further downward and rearward than the interference position P.

[0065] As a result, at a position higher than the interference position P, the drive unit 10 is pressed forward with the interference position P as the fulcrum. That is, the entire drive unit 10 rotates counterclockwise in the figure with the interference position P as the fulcrum. Therefore, it is possible to suppress the drive unit 10 from interfering locally with the brake booster 100 as the first interference point in the upper part.

[0066] Figure 11 This is the third explanatory diagram for interference part C. Figure 11 Visual confirmation was taken into account; protrusions 13b and 22b are indicated by black. For example... Figure 11 As shown, in the electric unit 1, the drive unit 10 and the power generation unit 20 are separate, and therefore swing independently. As a result, the gap between the drive unit 10 and the power generation unit 20 sometimes decreases. At this time, the drive unit 10 is supported from below, so the upper part has a greater swing amplitude.

[0067] Therefore, in the electric unit 1, the first interference portion C1 (protrusion 21b) on the generator side and the second interference portion C2 (protrusion 22b) on the accelerator side are positioned in the plumb direction to overlap with the first support portion 30. Protrusions 21b and 22b are positioned to overlap with the fixing portion of the second bracket 32. The double-dotted line indicates the range of the plumb direction position of the entire fixing portion of the second bracket 32.

[0068] Therefore, the protrusions 21b and 22b on the side of the power generation unit 20 are positioned in the portion of the drive unit 10 where the sway amplitude is small. As a result, even under severe swaying conditions, the first gap CL1 and the second gap CL2 can be ensured to be of sufficient size.

[0069] Figure 12 This is the first of the fourth explanatory diagrams for the interference part C. Figure 13 This is Figure 2 of the fourth explanatory diagram for the interference section C. The cross-sectional lines show the space formed below the approximately cylindrical sidewalls of the outer casings of the generator 21 and the accelerator 22. Figure 13 In the middle, line L3, at its center in the plumb direction, represents the plumb direction position of the front end face of convex 22b, which is the interference part relative to convex 13b.

[0070] like Figure 12 , Figure 13 As shown, regarding the electric unit 1, the first interference portion C1, i.e., the protrusion 21b, on the generator motor 21 side is positioned further downward in the plumb direction than the center of the rotation axis 21c of the generator motor 21, and the second interference portion C2, i.e., the protrusion 22b, on the accelerator 22 side is positioned further downward in the plumb direction than the center of the rotation axis 22a of the accelerator 22. In the protrusion 21b, the entire protrusion 21b is positioned further downward in the plumb direction than the center of the rotation axis 21c, and in the protrusion 22b, the entire protrusion 22b is positioned further downward in the plumb direction than the center of the rotation axis 22a.

[0071] By configuring the protrusions 21b and 22b on the side of the power generation unit 20 in this way, the space represented by the cross-section can be effectively and flexibly utilized. As a result, the expansion of the electric unit 1 in the vehicle's longitudinal direction is suppressed due to the configuration of the protrusions 21b and 22b, which is beneficial for the miniaturization of the electric unit 1. The same applies when the vertical position of the front end face of the protrusion 21b is lower than the center of the rotation axis 21c, and when the vertical position of the front end face of the protrusion 22b is lower than the center of the rotation axis 22a.

[0072] Next, the main effects of this implementation method will be explained.

[0073] The vehicle-mounted structure of the electric unit 1 includes the following components: a drive unit 10 having a drive motor 11; and a generator unit 20 having a generator motor 21. The drive unit 10 and the generator unit 20 are respectively mounted on the vehicle body. The drive unit 10 is positioned further rearward than the generator unit 20. The drive unit 10 and the generator unit 20 have an interference portion C located lower than the center of the rotation axis 11a of the drive motor 11 and the center of the rotation axis 21c of the generator motor 21. According to the gap CL, the gap between the drive unit 10 and the generator unit 20 is smaller at the interference portion C compared to other portions.

[0074] According to this structure, after a frontal collision, the generator 21 interferes with the lower part of the drive unit 10. Therefore, it is compatible with the... Figure 6 Compared to the comparative example described above, the drive motor 11 is more prone to, for example... Figure 6 The drive motor 11 rotates counterclockwise in the diagram, thus suppressing its clockwise rotation. Therefore, interference between the drive unit 10 at its upper part and other components, except for the electric motor 1, located behind the drive unit 10, can be suppressed.

[0075] Specifically, in this embodiment, the brake booster 100 is disposed behind the drive motor 11 as another component. Therefore, the upper part of the drive unit 10 partially interferes with the brake booster 100, which results in the suppression of impact transmission to the brake pedal pressed by the driver.

[0076] Furthermore, at this time, it is also possible to prevent the generator motor 21 from pressing the entire drive unit 10 backward with the second support part 40 as a fulcrum. As a result, it is possible to prevent the drive unit 10 from interfering with other components in the upper part and locally.

[0077] Furthermore, according to this structure, compared to other structures installed on the drive unit 10 for frontal collision buffering, the structure becomes more complex, but the increase in structural components and weight is also suppressed. Therefore, in the event of a frontal collision, local interference at the upper part of the drive unit 10 can be suppressed with a simple structure.

[0078] In this embodiment, the vehicle body has an instrument panel 90 located further rearward than the drive unit 10, and the interference portion C is positioned lower than the interference position P of the drive unit 10 of the instrument panel 90.

[0079] According to this structure, after a frontal collision, after the drive unit 10 interferes with the instrument panel 90 at the interference position P, the collision load can be used to press the drive unit 10 further downward and rearward than the interference position P. As a result, the entire drive unit 10 can easily rotate in the direction that presses the upper part of the drive unit 10 forward with the interference position P as the fulcrum. Therefore, it is possible to suppress interference of the drive unit 10 at its upper part with other components besides the electric unit 1 as the first interference point, thereby further suppressing local interference with other components.

[0080] In this embodiment, the drive unit 10 has a reducer 13 connected to the drive motor 11, and the power generation unit 20 has an accelerator 22 connected to the power generator motor 21. The interference portion C has: a first interference portion C1 provided on the drive motor 11 and the power generator motor 21; and a second interference portion C2 provided on the reducer 13 and the accelerator 22.

[0081] According to this structure, the collision load is dispersed in the first interference section C1 and the second interference section C2, thus suppressing the application of large loads to a portion of the housings of the drive unit 10 and the power generation unit 20.

[0082] In this embodiment, the drive unit 10 also has a first support portion 30 fixed to the vehicle body and supporting the drive motor 11 from below. The first interference portion C1 (protrusion 21b) on the generator motor 21 side and the second interference portion C2 (protrusion 22b) on the accelerator 22 side are provided in the plumb direction at a position overlapping with the first support portion 30.

[0083] With this structure, the protrusions 21b and 22b on the side of the power generation unit 20 are positioned in the portion of the drive unit 10 where the sway amplitude is small. Therefore, even under severe swaying conditions, the first gap CL1 and the second gap CL2 can be ensured to be of sufficient size.

[0084] In this embodiment, the first interference portion C1, i.e., the protrusion 21b, on the side of the power generation unit 20 is configured to be further below the center of the rotation axis 21c of the power generation motor 21 in the plumb direction, and the second interference portion C2, i.e., the protrusion 22b, on the side of the accelerator 22 is configured to be further below the center of the rotation axis 22a of the accelerator 22 in the plumb direction.

[0085] According to this structure, the space formed below the approximately cylindrical sidewall portions of the housings of the generator 21 and the accelerator 22 can be effectively and flexibly used for the arrangement of the protrusions 21b and 22b. Therefore, it is possible to suppress the expansion of the electric unit 1 in the vehicle longitudinal direction for the arrangement of the protrusions 21b and 22b, which is beneficial to the miniaturization of the electric unit 1.

[0086] In this embodiment, the power generation unit 20 is mounted on the vehicle body via its upper portion, and the drive unit 10 is mounted on the vehicle body via its lower portion. With this structure, the power generation unit 20, mounted on the upper portion of the vehicle body, is easily pressed rearward at its lower portion during a frontal collision, thus enabling more reliable interference between the drive unit 10 and the power generation unit 20 at the interference portion C.

[0087] In this embodiment, the drive unit 10 also includes an inverter 12. The inverter 12 is disposed on the upper part of the drive unit 10. That is, in this embodiment, interference between the drive unit 10 and other components in the upper part and in a localized manner can be suppressed. Therefore, according to this structure, damage to the inverter 12 can be suppressed in the event of a frontal collision of the vehicle, and the drive motor 11 and the inverter 12 can be integrated.

[0088] The embodiments of the present invention have been described above, but the above embodiments only illustrate a part of the application examples of the present invention, and their purpose is not to limit the technical scope of the present invention to the specific structures of the above embodiments.

[0089] In the above embodiment, the case where the first interference portion C1 on the drive unit 10 side is constituted by the second bracket 32 ​​has been described. However, the first interference portion C1 on the drive unit 10 side may also be constituted, for example, by the housing of the drive motor 11 and the protrusion provided on the first support portion 30.

Claims

1. A vehicle-mounted structure for an electric unit, comprising: a drive unit having a drive motor; and a generator unit having a generator motor, wherein, The drive unit and the power generation unit are respectively installed on the vehicle body. The drive unit is fixed to the suspension beam members of the vehicle body, and the power generation unit is fixed to the longitudinal beams of the vehicle body. The drive unit is positioned further rearward than the power generation unit. The drive unit and the power generation unit have interference portions located below the center of the rotation axis of the drive motor and the center of the rotation axis of the power generation motor. In the interference section, the gap between the drive unit and the power generation unit is smaller compared to other parts.

2. The vehicle-mounted structure of the electric unit according to claim 1, wherein, The vehicle body has an instrument panel located further rearward than the drive unit. The instrument panel has an interference position that interferes with the drive unit. The interference portion of the drive unit and the power generation unit is positioned lower than the interference position of the instrument panel with the drive unit.

3. The vehicle-mounted structure of the electric unit according to claim 1, wherein, The drive unit has a reducer connected to the drive motor. The power generation unit has an accelerator connected to the generator motor. The interference portion includes: a first interference portion disposed on the drive motor and the generator motor; and a second interference portion disposed on the reducer and the accelerator.

4. The vehicle-mounted structure of the electric unit according to claim 3, wherein, The drive unit also has a support portion that is fixed to the vehicle body and supports the drive motor from below. The first interference portion on the generator side and the second interference portion on the accelerator side are disposed in the plumb direction at a position overlapping with the support portion.

5. The vehicle-mounted structure of the electric unit according to claim 4, wherein, The first interference portion on the generator side is configured to be further below the center of the generator's rotation axis in the plumb direction, and the second interference portion on the accelerator side is configured to be further below the center of the accelerator's rotation axis in the plumb direction.

6. The vehicle-mounted structure of the electric unit according to claim 3, wherein, The power generation unit is mounted on the vehicle body via its upper portion. The drive unit is mounted on the vehicle body via its lower portion.

7. The vehicle-mounted structure of the electric unit according to claim 6, wherein, The drive unit also includes an inverter. The inverter is located on the upper part of the drive unit.

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