Power train structure of vehicle

Abstract

The invention provides a power train structure of a vehicle capable of improving layout. The power conversion device is provided with a DC bus bar, a smoothing capacitor, a power supply module, and an AC bus bar, which are sequentially arranged in a first direction, and a case for housing them. The housing is provided with: a power supply module having a shape extending in the second direction; a first housing part for housing the smoothing capacitor and the DC bus bar; and a second housing part having a shape protruding downward from an end on one side of the first housing part in the second direction and housing the lower part of the AC bus bar. The housing is disposed above the bent portion in a state in which the position of the second housing portion is offset from the top of the bent portion provided in the housing toward the one side in the second direction.

Description

Technical Field

[0001] The invention relates to a power transmission system structure of a vehicle. Background Art

[0002] There are known vehicles that have an engine and a motor as driving sources for traveling and a battery for supplying power to the motor (so-called hybrid vehicles). In such a vehicle, in order to drive the motor, it is necessary to convert the direct current of the battery into alternating current, and therefore, in addition to the engine, the motor and the battery, a power conversion device for performing the above conversion is also mounted.

[0003] For example, Patent Document 1 discloses the following structure: in a vehicle equipped with an engine, a motor, a battery and a power conversion device, the upper surface of a shell accommodating the motor is fastened to the bottom surface of the power conversion device (in Patent Document 1, a power control device), and the power conversion device is mounted above the above shell.

[0004] Prior art literature

[0005] Patent Literature

[0006] Patent Document 1: Japanese Patent No. 6349415

[0007] Technical problem to be solved by the invention

[0008] In the structure of Patent Document 1, the power conversion device is arranged in the space above the upper surface of the housing that accommodates the motor. Therefore, the proportion of the power conversion device in the space above the motor becomes larger, and there is a problem that it is difficult to lay out other devices above the motor. Thus, in the structure of Patent Document 1, there is still room for improvement in terms of improving layout. Summary of the invention

[0009] The present invention has been made in view of the above-mentioned circumstances, and an object of the present invention is to provide a powertrain structure of a vehicle capable of improving layout properties.

[0010] Technical means for solving technical problems

[0011] In order to solve the above technical problems, the power transmission system structure of the vehicle of the present invention comprises: an engine as a driving source for running, the engine including an engine body forming a combustion chamber; a motor as a driving source for running; a battery, the battery supplies power to the motor; a power conversion device, the power conversion device converts the direct current of the battery into an alternating current and supplies it to the motor; and a casing, the casing is arranged on one side of the engine body in a horizontal first direction and accommodates the motor inside, the power conversion device comprises: a DC bus, the DC bus is connected to the battery; a smoothing capacitor, the smoothing capacitor is arranged on one side of the DC bus in a horizontal second direction orthogonal to the first direction, and smoothes the direct current input from the battery via the DC bus; a power module, the power module is arranged on the one side of the smoothing capacitor in the second direction, and the direct current smoothed by the smoothing capacitor is converted into an alternating current. The AC busbar has a shape extending downward from the power module and is connected to the motor to transmit the AC current generated by the power module to the motor; and a shell, which accommodates the DC busbar, the smoothing capacitor, the power module and the AC busbar, the shell has a shape extending along the second direction, and has a first accommodating portion and a second accommodating portion, the first accommodating portion accommodating the power module, the smoothing capacitor and the DC busbar, the second accommodating portion has a shape protruding downward from the end of the first accommodating portion on the one side of the second direction, and accommodates the lower part of the AC busbar, the shell has a bent portion, the bent portion has an outer peripheral surface, and the outer peripheral surface is bent in a manner of bulging upward when viewed along the first direction, and the shell is arranged above the bent portion in a state where the position of the second accommodating portion is offset from the top of the bent portion to the one side in the second direction.

[0012] In this structure, the three elements of the DC bus, the smoothing capacitor and the power module are arranged in the horizontal second direction. Therefore, the size of the space occupied by these three elements in the vertical direction and the size of the first housing portion that accommodates the three elements in the vertical direction can be suppressed to be small. In addition, the AC bus is a shape extending downward from the power module. Therefore, compared with the case where the AC bus is arranged in a manner extending from the power module to one side in the second direction, the size of the space occupied by the four elements of the DC bus, the smoothing capacitor, the power module and the AC bus in the second direction and the size of the housing (the first housing portion and the second housing portion) that accommodates the four elements can be suppressed to be small. In addition, since the second housing portion protruding downward from the end of one side in the second direction of the first housing portion is provided in the housing, and the lower part of the AC bus is accommodated in the second housing portion, the size of the first housing portion in the vertical direction can be suppressed to be small, and the AC bus can be accommodated inside the housing. Moreover, the housing is arranged above the housing in a state where the position of the second housing portion is offset from the top of the curved portion of the housing to the one side in the second direction. Therefore, the second housing portion can be arranged in the space on the one side of the second direction of the curved portion in a state where its bottom is lower than the top of the curved portion, and the height position of the second housing portion and the first housing portion, that is, the housing, can be suppressed to be low. In this way, according to the above structure, the power conversion device can be compactly arranged around the housing, and the layout can be improved.

[0013] In the above structure, preferably, the engine body, the motor and the power conversion device are mounted on the vehicle in a posture in which the first direction is consistent with the vehicle width direction and the second direction is consistent with the front-rear direction of the vehicle, the engine has peripheral equipment, and the peripheral equipment is arranged on the one side of the first direction of the engine body and at a position away from the casing upward, and the power conversion device is arranged at the following position: below the peripheral equipment and above the casing, and at a rear position compared to the front end of at least one of the engine body and the casing (Technical Solution 2).

[0014] According to this structure, the power conversion device can be arranged using the space between the peripheral equipment and the housing. In addition, in this structure, the power conversion device is arranged at a position that is located behind the front end of at least one of the engine body and the housing. Therefore, when the vehicle collides with the front, the engine body or the housing can collide with the collision object or the like that exists in front of the power transmission system before the power conversion device, and the load applied to the power conversion device can be suppressed to be small.

[0015] In the above structure, it is preferred that the power conversion device is mounted on the vehicle in a posture where the one side in the second direction is consistent with the front side in the front-rear direction of the vehicle, and the housing has a bus insertion portion, which is arranged at the front end portion of the housing and allows the AC bus to be inserted along the vehicle width direction (Technical Solution 3).

[0016] In this structure, when assembling the powertrain, the AC busbar can be inserted into the busbar insertion portion by moving the power conversion device in the vehicle width direction. Therefore, the size of the operation space in the vertical direction that needs to be ensured around the power conversion device in order to insert the AC busbar into the busbar insertion portion can be suppressed to be small. Therefore, according to this structure, the AC busbar can be inserted into the busbar insertion portion, and the gap size in the vertical direction between the power conversion device and the peripheral equipment can be reduced to ensure the installation space of the power conversion device and the peripheral equipment.

[0017] In the above structure, it is preferred that a low voltage battery whose output voltage is lower than that of the battery is provided, and the low voltage battery is arranged above the power conversion device and on the one side of the engine body in the first direction (technical solution 4).

[0018] According to this configuration, the low voltage battery can be disposed by utilizing the space on the one side of the engine body in the first direction and above the power conversion device.

[0019] Effects of the Invention

[0020] As described above, according to the powertrain structure of the vehicle of the present invention, layout properties can be improved. BRIEF DESCRIPTION OF THE DRAWINGS

[0021] Figure 1 It is a system diagram showing a schematic configuration of a vehicle according to an embodiment of the present invention.

[0022] Figure 2 This is a schematic perspective view of the power transmission unit.

[0023] Figure 3 This is a schematic side view of the power transmission unit as seen from the front.

[0024] Figure 4 This is a schematic side view of the power transmission unit as seen from the rear.

[0025] Figure 5 This is a schematic side view of the power transmission unit as seen from the left side.

[0026] Figure 6 is a schematic top view of the power transmission unit.

[0027] Figure 7 is from Figure 5 The state shown is a diagram in which the engine and the power conversion device are removed.

[0028] Figure 8 It is a schematic top view showing the periphery of the power conversion device in a state where the upper cover is removed.

[0029] Fig. 9 It is a schematic cross-sectional view showing the internal structure of the power conversion device.

[0030] Fig.10 It is a schematic perspective view for explaining the surrounding structure of the AC bus bar and the bus bar insertion portion.

[0031] Fig.11 This is a schematic perspective view showing an exploded view of an AC bus bar.

[0032] Explanation of symbols

[0033] 1 Engine body

[0034] 7A EGR cooler (peripheral equipment)

[0035] 7B EGR cooler connection (peripheral equipment)

[0036] 7C EGR valve unit (peripheral equipment)

[0037] 8 Fuel pump (peripheral equipment)

[0038] 20 Housing

[0039] 21 Front cover

[0040] 22 Motor housing

[0041] 23 Drive axle housing

[0042] 70 Specific devices (peripheral devices)

[0043] 100 Power conversion device

[0044] 101 Housing

[0045] 104 Containment Unit 1

[0046] 105 Containment Unit 2

[0047] 113 Smoothing capacitor

[0048] 114 Power Module

[0049] 116 Control circuit board

[0050] 111 DC bus

[0051] 115 AC bus

[0052] M Motor

[0053] E engine. DETAILED DESCRIPTION

[0054] (Overall structure)

[0055] Figure 1 It is a system diagram showing the schematic structure of a vehicle V to which the powertrain structure of the vehicle involved in the embodiment of the present invention is applied. Hereinafter, the front-to-back direction of the vehicle V is referred to simply as the front-to-back direction. In addition, the left-to-right direction of the vehicle V in the vehicle width direction and in the forward-facing state is referred to simply as the left-to-right direction. In addition, the front, rear, left, and right in each figure correspond to the above-mentioned directions. In the present embodiment, the left-to-right direction is equivalent to the "first direction" of the claims, and the left side is equivalent to the "one side of the first direction" of the claims. In addition, the front-to-back direction is equivalent to the "second direction" of the claims, and the front side is equivalent to the "one side of the second direction" of the claims.

[0056] The vehicle V is equipped with a power transmission unit PT, a power conversion device 100 , a high voltage battery 200 , and a low voltage battery 300 .

[0057] The vehicle V is a so-called hybrid vehicle, and is equipped with an engine E and a motor M, each of which functions as a driving source for traveling, that is, a driving source for the vehicle V (wheels W). The power transmission unit PT includes the engine E (more specifically, an engine main body 1 described later) and the motor M. The power transmission unit PT includes a clutch CL, a transmission TM, and a differential DF in addition to the engine E and the motor M.

[0058] The motor M includes an output shaft, a rotor, a permanent magnet around the output shaft, and a stator, which is composed of a plurality of coils arranged on the outer circumference of the rotor. The output shaft (rotor) rotates by supplying alternating currents with phase differences to the plurality of coils of the stator. In the present embodiment, the motor M is a three-phase AC synchronous motor, which includes a U-phase coil, a V-phase coil, and a W-phase coil, and currents with different phases are supplied to the coils of each phase.

[0059] The clutch CL connects the engine E and the motor M so that they can be disconnected. The transmission TM is connected to the motor M, and changes the speed of the rotation input from the motor M and outputs it. The differential DF transmits the rotation output from the transmission TM to the wheels W via the drive shaft S and the like. The vehicle V is a parallel hybrid vehicle that can travel based only on the driving force of the motor M, based on the driving force of both the motor M and the engine E, and based only on the driving force of the engine E. Specifically, when the clutch CL is disconnected, only the driving force of the motor M is applied to the wheels W. On the other hand, when the clutch CL is connected and the motor M does not generate a driving force, only the driving force of the engine E is applied to the wheels W. In addition, when the clutch CL is connected and the motor M generates a driving force, the output of the engine E and the motor M is applied to the wheels W. In addition, the vehicle V is a vehicle capable of deceleration regeneration, and the motor M generates electricity through the rotational force transmitted from the wheels W when the vehicle V is decelerated.

[0060] The high voltage battery 200 is a battery that exchanges electric power with the motor M. When the motor M is driven as a driving source for traveling, the high voltage battery 200 supplies electric power to the motor M. On the other hand, when the motor M is driven as a generator, the high voltage battery 200 stores electric power generated by the motor M.

[0061] The power conversion device 100 converts the DC current of the high voltage battery 200 into AC current and supplies it to the motor M. Specifically, the power conversion device 100 converts the DC current into a three-phase AC current. In addition, when the motor M is driven as a generator, the power conversion device 100 converts the AC current generated by the motor M into a DC current and supplies it to the high voltage battery 200.

[0062] The low voltage battery 300 is a battery that supplies power to electrical components installed in various parts of the vehicle V. The low voltage battery 300 is a battery having a lower rated voltage (output voltage) than the high voltage battery 200. For example, the high voltage battery 200 is a lithium ion battery or a nickel metal hydride battery having a rated voltage of 24V or more, whereas the low voltage battery 300 is a lead battery or a lithium ion battery having a rated voltage of 12V or 24V.

[0063] In this embodiment, the power transmission unit PT, the power conversion device 100 and the low voltage battery 300 are housed in a powertrain room R1 defined in the front of the vehicle V. The high voltage battery 200 is housed in the lower part of a vehicle room R2 defined behind the powertrain room R1.

[0064] (engine)

[0065] Figure 2 It is a schematic perspective view of the power transmission unit PT and its surroundings. Figure 3 , Figure 4 and Figure 5 It is a schematic side view of the power transmission unit PT and its surroundings. Figure 3 This is a diagram showing the power transmission unit PT etc. as viewed from the front. Figure 4 This is a diagram showing the power transmission unit PT etc. as viewed from the rear. Figure 5 This is a diagram showing the power transmission unit PT and the like as viewed from the left side. Figure 6 1 is a schematic top view of the power transmission unit PT and its surroundings. Figure 5 The low voltage battery 300 is omitted in FIG. Figure 6 In FIG. 1 , the low voltage battery 300 is indicated by a dashed line.

[0066] The engine E includes an engine body 1 in which a combustion chamber C is formed. The engine body 1 is a reciprocating internal combustion engine, and includes: a cylinder block 2 in which a cylinder (not shown) is formed, a cylinder head 3 covering the upper portion of the cylinder block 2, a piston (not shown) inserted into the cylinder so as to be reciprocating in the up-and-down direction, and a crankshaft (not shown) that rotates as the piston reciprocates. In addition, the engine E includes an oil pan 9, which is connected to the lower surface of the cylinder block 2 and is used to store lubricating oil. In addition, the combustion chamber C is a space divided by the inner circumferential surface of the cylinder, the crown surface of the piston, and the bottom surface of the cylinder head 3. In the present embodiment, the engine body 1 is a tandem four-cylinder engine, and includes four cylinders and four combustion chambers C arranged along the rotation center axis of the crankshaft.

[0067] The engine E includes an intake passage 5 and an exhaust passage 6. The intake passage 5 allows intake air (air) introduced into the engine body 1 to flow through the inside of the intake passage 5, and the exhaust passage 6 allows exhaust gas (burned gas) led out of the engine body 1 to flow through the inside of the exhaust passage 6. Figure 6 A portion is shown by a dot-dash line.

[0068] As described above, in the present embodiment, the engine body 1 has four combustion chambers C. Correspondingly, the intake passage 5 includes an intake manifold 5A, and the intake manifold 5A includes four passages for respectively introducing intake air into the respective combustion chambers C. The intake manifold 5A is connected to the cylinder head 3. In addition, a throttle valve unit 5B is provided in the intake passage 5 on the upstream side of the intake manifold 5A, and the throttle valve unit 5B includes a throttle valve for opening and closing the intake passage 5 and an actuator for driving the throttle valve.

[0069] The engine E is disposed in the powertrain chamber R1 with the crankshaft extending in the left-right direction and the combustion chambers C (cylinders) arranged in the left-right direction. That is, the engine E is placed horizontally in the vehicle V. In addition, the engine E is disposed in the powertrain chamber R1 with the intake manifold 5A located on the front side of the engine body 1.

[0070] Various devices provided in the engine E are arranged on the left side of the upper part of the engine body 1. In the present embodiment, the EGR cooler 7A, the EGR cooler connection portion 7B, the EGR valve unit 7C, and the fuel pump 8 are arranged on the left side of the cylinder head 3. These EGR cooler 7A, the EGR cooler connection portion 7B, the EGR valve unit 7C, and the fuel pump 8 correspond to the "peripheral devices" in the claims.

[0071] Specifically, the engine E has an EGR device 7, which includes an EGR passage that connects the exhaust passage 6 with the intake passage 5, and makes a part of the exhaust gas (EGR gas) flowing in the exhaust passage 6 flow back to the intake passage 5. The EGR device 7 has an EGR cooler 7A, which is arranged in the middle of the EGR passage and cools the EGR gas. In addition, the EGR device 7 has an EGR valve unit 7C, which includes an EGR valve that opens and closes the EGR passage and an actuator that drives the EGR valve. The EGR cooler 7A has a substantially rectangular parallelepiped shape extending along the flow direction of the EGR gas. The EGR cooler 7A is arranged on the left side of the cylinder head 3 in a posture extending in the front-to-back direction and with the upstream end becoming the rear side and the downstream end becoming the front side. The EGR valve unit 7C is installed at the front end of the EGR cooler 7A, arranged on the left side near the front end of the cylinder head 3, and connected to the intake passage 5. A portion of the EGR passage is formed inside the cylinder head 3, and the EGR passage is connected to the exhaust passage 6 inside the cylinder head 3. The EGR passage formed inside the cylinder head 3 opens at the rear of the left side surface 3A of the cylinder head 3. The EGR device 7 has an EGR cooler connection portion 7B that connects the opening of the EGR passage formed on the left side surface 3A of the cylinder head 3 and the upstream end of the EGR cooler 7A. The EGR cooler connection portion 7B is disposed on the left side of the rear portion of the cylinder head 3.

[0072] The engine E also includes a fuel supply member for supplying fuel to the combustion chamber C and a fuel pump 8 for pressure-feeding fuel to the fuel supply member. The fuel pump 8 is disposed on the left side of the cylinder head 3 and above the EGR cooler 7A and the EGR cooler connection portion 7B.

[0073] The left-right position of the left side surface 3A of the cylinder head 3 is substantially the same as the left-right position of the left side surface 2A of the cylinder block 2. Thus, the EGR cooler 7A, the EGR cooler connection portion 7B, the EGR valve unit 7C, and the fuel pump 8 disposed on the left side of the cylinder head 3 as described above are located on the left side of the left side surface 1A of the engine body 1 formed by the left side surface 2A of the cylinder block 2 and the left side surface 3A of the cylinder head 3. That is, these devices 7A, 7B, 7C, and 8 are disposed so as to protrude to the left from the left side surface 1A of the engine body 1. Hereinafter, these EGR cooler 7A, the EGR cooler connection portion 7B, the EGR valve unit 7C, and the fuel pump 8 are appropriately referred to as specific devices 70.

[0074] (Power transmission unit on the motor side)

[0075] The power transmission unit PT_M on the motor M side, which is a portion of the power transmission unit PT other than the engine E (engine main body 1 ), is disposed on the left side of the engine main body 1 .

[0076] Specifically, a housing 20 is fastened to the left side 2A of the cylinder block 2. A space is divided inside the housing 20. The clutch CL, the motor M, the transmission TM, and the differential DF are accommodated inside the housing 20. The clutch CL, the motor M, and the transmission TM are arranged in order from the right side in the housing 20. The differential DF is arranged behind the motor M and the transmission TM in the housing 20.

[0077] In the present embodiment, the housing 20 is composed of a plurality of parts. Specifically, the housing 20 includes a front cover 21 fastened to the left side 2A of the cylinder block 2, a motor housing 22 fastened to the left side of the front cover 21, a drive axle housing 23 fastened to the left side of the motor housing 22, and a drive axle housing cover 24 fastened to the left side of the drive axle housing 23.

[0078] The motor housing 22 and the drive axle housing 23 each have a substantially cylindrical shape with a central axis extending in the left-right direction, and the outer peripheral surface of each upper portion of the motor housing 22 and the drive axle housing 23 is curved so as to bulge upward when viewed in the left-right direction. The drive axle housing cover 24 is a substantially disk-shaped member, and is fastened to the drive axle housing 23 in a manner covering the opening on the left side of the drive axle housing 23.

[0079] The clutch CL and the motor M are mainly arranged inside the front cover 21 and the motor housing 22. The output shaft of the motor M extends in the left-right direction and is rotatably supported around the axis extending in the left-right direction on the front cover 21. The transmission TM is mainly arranged inside the transaxle housing 23.

[0080] The differential DF is mainly arranged at the rear of the drive axle housing 23. Specifically, the motor housing 22 and the drive axle housing 23 have portions that bulge out toward the rear, and the differential DF is accommodated inside the two bulging portions. That is, the housing 20 has a differential case 28 composed of a portion of the rear side of the motor housing 22 and the drive axle housing 23 as a housing for the differential DF.

[0081] The front cover 21, the motor housing 22 and the drive axle housing 23 are arranged in a row in the left-right direction in such a manner that the central axes thereof extend along substantially the same line. The outer diameters of the motor housing 22 and the drive axle housing 23 are set to substantially the same size, and the outer peripheral surfaces of these two housings 22 and 23 are substantially continuous in the left-right direction. On the other hand, the maximum length of the front cover 21 in the vertical direction is set to a size greater than the maximum length of the motor housing 22 and the drive axle housing 23 in the vertical direction, and the front cover 21 extends to a position above the upper edges of the motor housing 22 and the drive axle housing 23 in the vertical direction. In addition, the front cover 21 extends to a position in front of the front edges of the motor housing 22 and the drive axle housing 23 in the front-rear direction. That is, the front end of the front cover 21 is located in front of the front ends of the motor housing 22 and the drive axle housing 23. In addition, the front cover 21 is fastened to the engine body 1 in such a manner that the front end position is located in front of the front end position of the engine body 1.

[0082] Figure 7 is from Figure 5 The state shown is a diagram in which the engine E and the power conversion device 100 are removed. Figure 7 As shown in FIGS. 1 and 2 , a bus bar insertion portion 25 into which an AC bus bar 115 to be described later of the power conversion device 100 is inserted is provided at the front end portions of the front cover 21 and the motor housing 22 .

[0083] The busbar insertion portion 25 is provided at the upper portion of the front end portion of the front cover 21 and at the upper portion of the motor housing 22 opposite thereto. Specifically, the motor housing 22 has a motor housing main body 22A surrounding the motor M. The front cover 21 has a motor housing connecting portion 21A, which has an outer diameter substantially the same as that of the motor housing main body 22A and is connected to the motor housing main body 22A. The left side portion of the busbar insertion portion 25 is provided at the motor housing 22, and in the outer peripheral surface of the motor housing main body 22A, the left side portion protrudes forward at a position slightly offset from the upper end thereof to the front side and to the lower side. The right side portion of the busbar insertion portion 25 is provided at the front cover 21, and in the outer peripheral surface of the motor housing connecting portion 21A, the right side portion protrudes forward at a position slightly offset from the upper end thereof to the front side and to the lower side. The busbar insertion portion 25 has a substantially rectangular parallelepiped shape extending in the front-to-back direction. An opening 25A opening to the left is formed on the left side surface of the bus bar insertion portion 25 .

[0084] Here, as described above, the busbar insertion portion 25 has a shape that protrudes forward from the motor housing main body 22A and the motor housing connection portion 21A. However, the portion of the front cover 21 that is located on the right side of the motor housing connection portion 21A extends to the front side of the busbar insertion portion 25. Therefore, the front end of the busbar insertion portion 25 is located on the rear side compared to the front end of the front cover 21.

[0085] (Power conversion device)

[0086] Figure 8 It is a schematic top view showing the periphery of the power conversion device 100 . Figure 8 The power conversion device 100 is shown in a state where an upper cover 103 to be described later is removed from a housing 101 to be described later. Fig. 9 It is a schematic cross-sectional view showing the internal structure of the power conversion device 100 .

[0087] The power conversion device 100 includes a filter 112, a smoothing capacitor 113, a power module 114, a control circuit substrate 116, and a housing 101 that accommodates them. In addition, the power conversion device 100 includes a plurality of busbars. The busbar is a component formed of a metal plate. The power conversion device 100 includes a DC busbar 111 and an AC busbar 115. The DC busbar 111 is a busbar connected to the high voltage battery 200, and the AC busbar 115 is connected to the motor M. In addition, the power conversion device 100 has a current sensor 119 for detecting the current flowing in the AC busbar 115.

[0088] The DC bus 111 receives a direct current from the high voltage battery 200. In addition, when the motor M is driven as a generator, the DC bus 111 sends a direct current toward the high voltage battery 200. The filter 112 is an EMC response component that removes noise, etc. The filter 112 is electrically connected to the DC bus 111. Here, the electrical connection refers to a connection that includes electromagnetic induction and capacitance coupling. In the present embodiment, the filter 112 uses a ferrite core that has a cylindrical shape for the DC bus 111 to be inserted and is electromagnetically inductively connected without direct contact with the DC bus. In addition, the filter 112 can also use a coil, a ferrite ring, a transformer for EMC response, an X capacitor, and a Y capacitor. The smoothing capacitor 113 is a capacitor for smoothing a direct current. The smoothing capacitor 113 is electrically connected to the filter 112. The power module 114 is a main component for converting a direct current into an alternating current. The power module 114 is composed of semiconductor elements. Specifically, the power module 114 includes parts corresponding to the layers of U, V, and W, and each part is composed of a combination of multiple ICs including power semiconductors such as IGBT (Insulated Gate Bipolar Transistor) and MOSFET (Metal Oxide Semiconductor Fielded Effect Transistor). The power module 114 is electrically connected to the smoothing capacitor 113.

[0089] The AC busbar 115 is electrically connected to the power module 114. The AC busbar 115 transmits the alternating current generated by the power module 114 to the motor M. In addition, when the motor M is driven as a generator, the AC busbar 115 receives the alternating current from the motor M and transmits it to the power module 114. The AC busbar 115 includes a U-layer AC busbar 120 connected to a portion corresponding to the U layer of the power module 114, a V-layer AC busbar 130 connected to a portion corresponding to the V layer of the power module 114, and a W-layer AC busbar 140 connected to a portion corresponding to the W layer of the power module 114.

[0090] The direct current output from the high voltage battery 200 is input to the filter 112 via the DC bus 111 to remove noise and the like. The direct current after noise removal is input to the smoothing capacitor 113, and is smoothed in the smoothing capacitor 113. Then, the smoothed direct current is converted into a three-layer alternating current in the power module 114, and is supplied to the motor M via the AC bus 115. In addition, when the motor M is driven as a generator, the alternating current generated by the motor M is input to the power module 114 via the AC bus 115, and is converted into a direct current in the power module 114. Then, the generated direct current charges the high voltage battery 200 via the DC bus 111 after passing through the smoothing capacitor 113 and the filter 112.

[0091] The control circuit board 116 controls each IC of the power module 114 to change the conversion amount between the DC current and the AC current, etc. The vehicle V is equipped with a PCM 400, which is a controller that integrally controls each part of the vehicle V including the motor M and the engine E. The control circuit board 116 is electrically connected to the PCM 400 and the power module 114, and sends a control signal to each IC of the power module 114 based on a command signal from the PCM 400.

[0092] The housing 101 and the power conversion device 100 are arranged on the left side of the engine body 1 and above the housing 20. The housing 101 is supported by the housing 20 via a support member 29. In the present embodiment, a low-voltage battery 300 is arranged above the housing 101 and the power conversion device 100 and on the left side of the engine body 1. Specifically, the right side portion of the low-voltage battery 300 is arranged at a position overlapping with the rear side and the left side portion of the housing 101 in a plan view (when viewed from above). In addition, the low-voltage battery 300 is arranged at a position that almost entirely overlaps with the engine body 1 when viewed in the left-right direction. In addition, the low-voltage battery 300 is maintained at the above position via a battery support member 301 that supports it from below and a battery bracket 302 fixed to the body of the vehicle V.

[0093] The housing 101 is a box-shaped member extending in a predetermined direction. The housing 101 is disposed on the left side of the engine body 1 in a substantially rectangular shape extending in the front-rear direction when viewed from above. The housing 101 has a first receiving portion 104 constituting its upper portion and a second receiving portion 105 protruding downward from the front end of the first receiving portion 104. The first receiving portion 104 divides a substantially rectangular first space C1 extending in the front-rear direction, and the second receiving portion 105 divides a substantially rectangular second space C2 connected to the front end of the first space C1 and extending in the up-down direction.

[0094] The shell 101 has a metal shell body 102 opened upward and an upper cover 103 fixed to the opening portion of the upper surface of the shell body 102. The above-mentioned first receiving portion 104 is composed of the upper portion of the shell body 102 and the upper cover 103, and the second receiving portion 105 is composed of the shell body 102.

[0095] The housing 101 is disposed above the motor housing 22 and the drive axle housing 23 in the housing 20. The housing 101 is disposed above the motor housing 22 and the drive axle housing 23 in a state where the position of the second housing portion 105 is offset forward from the position of the upper end of the outer peripheral surface of the motor housing 22 and the drive axle housing 23. That is, as described above, the outer peripheral surface of the upper portion of the motor housing 22 and the drive axle housing 23 is curved in a manner of bulging upward, and the second housing portion 105 is disposed at a position offset forward from the top of the curved outer peripheral surface of the upper portion of the motor housing 22 and the drive axle housing 23. Here, the upper portion of the motor housing 22 and the drive axle housing 23 described above corresponds to the "curved portion" of the claims.

[0096] The housing 101 is arranged in such a manner that the bottom surface of the first housing portion 104 passes through a position slightly above the upper end portions of the motor housing 22 and the drive axle housing 23 and extends in the front-rear direction. Thus, the vertical separation distance between the bottom surface of the first housing portion 104 and the upper end portions of the motor housing 22 and the drive axle housing 23 is suppressed to be small. In addition, these separation distances are suppressed to a size sufficiently smaller than the vertical length of the second housing portion 105. Thus, the second housing portion 105 is located in front of the outer peripheral surface of the motor housing 22 and the drive axle housing 23, and extends in the vertical direction from a position slightly above the upper end portions of the motor housing 22 and the drive axle housing 23 to a position lower than the upper end portions.

[0097] In the front-to-back direction, the housing 101 is arranged so that the center thereof in the front-to-back direction is substantially the same as the position of the upper end of the motor housing 22 and the drive axle housing 23. In addition, the housing 101 extends rearward from a position closer to the front side than the front ends of the motor housing 22 and the drive axle housing 23. However, the housing 101 is arranged rearward than the front end of the front cover 21, and the front end position of the housing 101 is located rearward than the front end of the front cover 21, that is, the front end position of the housing 20.

[0098] In the vertical direction, the housing 101 is disposed at a lower position than the specific device 70. That is, the specific device 70 is disposed upwardly away from the motor housing 22 and the drive axle housing 23 in the vertical direction, and the housing 101 is disposed between the motor housing 22 and the drive axle housing 23 and the specific device 70 in the vertical direction.

[0099] In addition, the housing 101 is arranged at a position where a part of it overlaps with the specific device 70 in a top view. Specifically, the housing 101 has a shape that protrudes in the left-right direction from the center in the front-to-back direction. That is, the housing 101 is configured such that, when the housing 101 is distinguished based on the shape seen from above, the housing 101 has: a front side receiving portion 104A constituting the front end portion, a rear side receiving portion 104B constituting the rear end portion, and a central receiving portion 104C located between the front side receiving portion 104A and the rear side receiving portion 104B. In addition, the central receiving portion 104C has a shape that is larger in the left-right direction than the front side receiving portion 104A and the rear side receiving portion 104B, and bulges outward in the left-right direction relative to the front side receiving portion 104A and the rear side receiving portion 104B. The right side end portion of the central receiving portion 104C in the housing 101 is arranged between the motor housing 22 and the drive axle housing 23 and the specific device 70, and the right side end portion of the central receiving portion 104C overlaps with the specific device 70 in a top view. Furthermore, the second housing portion 105 described above is constituted by the lower portion of the front housing portion 104A and the lower portion of the front portion of the central housing portion 104C.

[0100] Three communication connectors 190 protruding upward are provided on the upper surface of the housing 101. The three communication connectors 190 are arranged in a row in the left-right direction. The communication connector 190 is a portion to which the wiring harness 401 extending from the PCM 400 is connected, and is electrically connected to the PCM 400 via the wiring harness 401. On the inner side of the housing 101, the communication connector 190 is electrically connected to the control circuit substrate 116, and the control circuit substrate 116 is electrically connected to the PCM 400 via the communication connector 190 and the wiring harness 401 by connecting the above-mentioned wiring harness 401 to the communication connector 190.

[0101] In addition, a cooling structure for cooling the power module 114 and the like is provided in the housing 101. Specifically, a cooling passage 108 for circulating cooling water is formed in the lower portion of the housing 101. In addition, cooling water inlet and outlet portions 108A and 108B are provided in the lower portion of the housing 101, which are connected to the cooling passage 108 and are used to introduce and guide cooling water into and out of the cooling passage 108.

[0102] The DC bus bar 111 has a plate shape and is disposed at the rear end of the first housing portion 104 in a posture extending substantially horizontally. A through hole 109 is formed at the rear end of the housing body 102 to connect the inside and outside of the housing 101. A bus bar (not shown) electrically connected to the high voltage battery 200 through the through hole 109 is connected to the DC bus bar 111, so that the DC bus bar 111, the power conversion device 100, and the high voltage battery 200 are electrically connected to each other.

[0103] The filter 112 has a substantially rectangular parallelepiped shape. The filter 112 is disposed in front of the DC bus bar 111 in a posture extending in the left-right direction. The filter 112 and the DC bus bar 111 are connected to each other via a first connecting bus bar 105A disposed therebetween.

[0104] The smoothing capacitor 113 has a substantially rectangular parallelepiped shape. The smoothing capacitor 113 has a substantially square shape when viewed from above. That is, the smoothing capacitor 113 has a substantially square upper surface and a substantially square bottom surface. The smoothing capacitor 113 is arranged in front of the filter 112 with two sides of its upper surface (and bottom surface) being substantially parallel to each other in the front-back direction. The filter 112 and the smoothing capacitor 113 are connected to each other via a second connecting bus 105B arranged therebetween.

[0105] The power module 114 has a substantially rectangular parallelepiped shape as a whole. The power module is disposed in front of the filter 112 in a posture extending in the left-right direction as a whole. The smoothing capacitor 113 and the power module 114 are connected to each other through the third connecting bus 105C disposed therebetween. The power module 114 is disposed in front of the filter 112 in a posture in which the portion corresponding to the U layer, the portion corresponding to the V layer, and the portion corresponding to the W layer are arranged in the left-right direction.

[0106] The DC bus bar 111, the filter 112, and the smoothing capacitor 113 are accommodated inside the first accommodating portion 104. As described above, the DC bus bar 111, the filter 112, and the smoothing capacitor 113 are arranged in order from the rear to the front inside the first accommodating portion 104. In addition, when the housing 101 is divided by the front accommodating portion 104A, the rear accommodating portion 104B, and the central accommodating portion 104C, the DC bus bar 111 and the filter 112 are accommodated inside the front accommodating portion 104A, and the smoothing capacitor 113 and the power module 114 are accommodated inside the central accommodating portion 104C.

[0107] The control circuit board 116 is a substantially plate-shaped component having a substantially rectangular shape. The control circuit board 116 is accommodated inside the first accommodating portion 104 in a substantially horizontal and horizontally extending posture. In addition, when the housing 101 is divided by the front accommodating portion 104A, the central accommodating portion 104C, and the rear accommodating portion 104B, the control circuit board 116 is accommodated inside the central accommodating portion 104C.

[0108] The control circuit substrate 116 is arranged above the power module 114. The control circuit substrate 116 is arranged so as to cover substantially the entire power module 114 from above and to protrude to the right from the power module 114 in a plan view. Specifically, the length of the control circuit substrate 116 in the long side direction (left-right direction) is set to a dimension longer than the length of each side of the upper surface (and bottom surface) of the power module 114. The control circuit substrate 116 is arranged in the following manner: in the front-back direction, the front edge of the control circuit substrate 116 is at substantially the same position as the front edge of the power module 114, the rear edge of the control circuit substrate 116 is at substantially the same position as the rear edge of the power module 114, and in the left-right direction, the left edge of the control circuit substrate 116 is at substantially the same position as the left edge of the power module 114, and the right edge of the control circuit substrate 116 is located to the right of the right edge of the power module 114.

[0109] Fig.10 It is a schematic perspective view showing the surrounding structure of the AC bus bar 115 and the above-mentioned bus bar insertion portion 25. Fig.11 It is a schematic perspective view showing the AC bus bar 115 in an exploded manner.

[0110] The AC busbar 115 is composed of three busbars. Specifically, the U-layer AC busbar 120, the V-layer AC busbar 130, and the W-layer AC busbar 140 respectively include: first busbars 121, 131, 141 connected to the power module 114, second busbars 122, 132, 142 connected to the first busbars 121, 131, 141, and third busbars 123, 133, 143 connected to the second busbars 122, 132, 142.

[0111] The first busbars 121, 131, 141 respectively include: a first portion 121A, 131A, 141A connected to the power module 114 and extending forward from the power module 114, and a second portion 121B, 131B, 141B extending downward from the front end of the first portion 121A, 131A, 141A. In each of the first busbars 121, 131, 141, the first portion 121A, 131A, 141A and the second portion 121B, 131B, 141B are formed integrally with each other. For example, in each of the first busbars 121, 131, 141, the first portion 121A, 131A, 141A and the second portion 121B, 131B, 141B are formed by bending a plate-shaped metal member.

[0112] The first parts 121A, 131A, and 141A are respectively plate-shaped and extend forward from the power module 114 in a substantially horizontally extending posture. As described above, the parts corresponding to the U layer, V layer, and W layer of the power module 114 are arranged in the left-right direction. Correspondingly, the first parts 121A, 131A, and 141A of the first busbars 121, 131, and 141 are arranged parallel to each other in the left-right direction. In the present embodiment, the part corresponding to the U layer of the power module 114 and the first part 121A of the U layer connected thereto, the part corresponding to the V layer of the power module 114 and the first part 131A of the V layer connected thereto, and the part corresponding to the W layer of the power module 114 and the first part 141A of the W layer connected thereto are arranged in sequence from the left.

[0113] The second busbars 122, 132, 142 each have a plate shape. The second busbars 122, 132, 142 are arranged in a position separated downward from the power module 114 in the up-down direction in a posture extending in the left-right direction and approximately horizontally. The second busbars 122, 132, 142 are arranged in the front-to-back direction. In the front-to-back direction, the rearmost second busbar is arranged in a manner such that its front edge is located rearward compared to the front edge of the first portion of the corresponding first busbar. In the present embodiment, the second busbars 122, 132, 142 are arranged in the order of W layer, U layer, and V layer from the rear side, and the front edge of the second busbar 142 of the W layer AC busbar 140 is located rearward compared to the front edge of the first portion 141A of the W layer AC busbar 140.

[0114] The second busbars 122, 132, 142 are held parallel to each other by the busbar connecting member 170. The busbar connecting member 170 is an insulating member extending in the front-rear direction and the left-right direction. The right side portions of the second busbars 122, 132, 142 are respectively inserted into the busbar connecting member 170, whereby the three second busbars 122, 132, 142 are held by the busbar connecting member 170.

[0115] The second portions 121B, 131B, 141B of the first busbars 121, 131, 141 extend in the vertical direction across the front ends of the corresponding first portions 121A, 131A, 141A and the left ends of the corresponding second busbars 122, 132, 142. Here, as described above, the front edge of the second busbar 142 of the W-layer AC busbar 140 is located rearward of the front edge of the first portion 141A of the W-layer AC busbar 140. Thus, the second portion 141B of the W-layer AC busbar 140 is bent in a manner that it faces rearward at the middle portion in the vertical direction.

[0116] The lower end of the second portion 121B, 131B, 141B and the left end of the second busbar 122, 132, 142 are connected by bolts and nuts. Fig.10 In the figure, the bolts and nuts connecting them are omitted.

[0117] The third busbars 123, 133, 143 are plate-shaped and extend substantially horizontally from the right ends of the second busbars 122, 132, 142 to the right. The third busbars 123, 133, 143 correspond to the second busbars 122, 132, 142 and are arranged in the order of W layer, U layer, and V layer from the rear side.

[0118] In the present embodiment, the third busbars 123, 133, and 143 are held in a parallel posture by the motor-side connector 180. The motor-side connector 180 includes: a surrounding portion 181 having a substantially cylindrical shape extending in the left-right direction and surrounding the above-mentioned busbar connecting member 170, a flange portion 182 fixed to the right end of the surrounding portion 181 and extending from the outer peripheral surface of the surrounding portion 181 to the outside in the radial direction thereof, and a busbar holding portion 183 fixed to the inner side of the surrounding portion 181 and extending in the left-right direction. The busbar holding portion 183 is divided into three spaces arranged in the front-back direction, and the third busbars 123, 133, and 143 are respectively fixed in each space. In this embodiment, by inserting the bus bar coupling member 170 into the inner side of the surrounding portion 181 , the third bus bars 123 , 133 , 143 are electrically connected to the corresponding second bus bars 122 , 132 , 142 inside the surrounding portion 181 and the bus bar coupling member 170 .

[0119] The first parts 121A, 131A, 141A of the first bus bars 121, 131, 141 are disposed in the first housing portion 104. On the other hand, the second bus bars 122, 132, 142 are disposed in the second housing portion 105, and the second parts 121B, 131B, 141B of the first bus bars 121, 131, 141, which connect the first bus bars 121, 131, 141 with the second bus bars 122, 132, 142, extend in the up-down direction across the first housing portion 104 and the second housing portion 105. That is, the upper part of the second parts 121B, 131B, 141B is disposed in the first housing portion 104, and the lower part is disposed in the second housing portion 105.

[0120] The third bus bars 123 , 133 , and 143 are supported by the housing 101 in a state of protruding outward from the housing 101 .

[0121] Specifically, a busbar holding portion 106 protruding to the right is provided at the lower portion of the front end portion of the right side surface of the housing 101 and the lower portion of the right side surface of the second receiving portion 105. A through hole 106A extending in the left-right direction is formed in the busbar holding portion 106, and the through hole 106A is connected to the inner space (second space C2) of the second receiving portion 105. The motor side connector 180 is held in the housing 101 in a state where the flange portion 182 is located on the right side of the busbar holding portion 106 and the surrounding portion 181 is inserted into the through hole 106A of the busbar holding portion 106. As a result, the right side end portion of the third busbars 123, 133, 143, that is, the end portion of the AC busbar 115 on the motor M side protrudes to the right from the lower portion of the front end portion of the right side surface of the housing 101.

[0122] The right end of the third busbars 123, 133, 143, that is, the end of the AC busbar 115 on the motor M side is inserted into the busbar insertion portion 25, and is electrically connected to the motor M inside the busbar insertion portion 25. Specifically, three busbars electrically connected to the coils of each phase of the motor M are arranged inside the busbar insertion portion 25. The ends of the busbars corresponding to the motor M side and the busbars corresponding to the AC busbar 115 are fastened inside the busbar insertion portion 25, so that the AC busbar 115 and the power conversion device 100 are electrically connected to the motor M. Here, as described above, the opening 25A of the busbar insertion portion 25 is opened to the left side on the left side of the busbar insertion portion 25. Thus, the end of the AC busbar 115 on the motor M side is inserted into the inside of the busbar insertion portion 25 from the left side.

[0123] (Function, etc.)

[0124] As described above, in the above embodiment, the DC busbar 111, the filter 112, the smoothing capacitor 113, and the power module 114 are arranged in the front-to-back direction. Therefore, the dimensions of the space occupied by them in the up-down direction and the left-to-right direction and the dimensions of the first housing portion 104 that accommodates them in the up-down direction and the left-to-right direction can be reduced. In addition, the DC busbar 111, the filter 112, the smoothing capacitor 113, and the power module 114 are arranged in sequence. That is, the order of delivering power is the same as the order in which they are arranged. Therefore, the distance between the elements for delivering power can be suppressed to be short, and the inductance and impedance can be reduced. Specifically, the length of the first connecting busbar 105A connecting the DC busbar 111 and the filter 112, the second connecting busbar 105B connecting the filter 112 and the smoothing capacitor 113, and the third connecting busbar 105C connecting the smoothing capacitor 113 and the power module can be suppressed to be short in the front-to-back direction, and the inductance and impedance can be reduced.

[0125] AC busbar 115 extends downward from power module 114. Therefore, the space occupied by DC busbar 111, smoothing capacitor 113, power module 114, and AC busbar 115 and the dimensions of housing 101 and power converter 100 in the front-rear direction can be kept small.

[0126] Furthermore, the housing 101 is provided with a second housing portion 105 protruding downward from the front end of the first housing portion 104, and the second housing portion 105 houses the lower portion of the AC bus bar 115. That is, only the portion of the housing 101 corresponding to the AC bus bar 115 is shaped to extend in the vertical direction. Therefore, the vertical dimension of the first housing portion 104 in the housing 101 can be suppressed small, and the overall volume of the housing 101 can be suppressed small, and the AC bus bar 115 can be housed inside the housing 101.

[0127] Furthermore, the second housing portion 105 is disposed at the following position: the outer peripheral surface of the upper part of the motor housing 22 and the drive axle housing 23, and in front of the outer peripheral surface that is curved in a manner that bulges upward when viewed in the left-right direction, and at a position offset from the upper end of the outer peripheral surface, that is, the top of the curved portion to the front side. Therefore, the space in front of the curved outer peripheral surface of the motor housing 22 and the drive axle housing 23 can be used as the installation space of the second housing portion 105. That is, as in the above-mentioned embodiment, the second housing portion 105 can be disposed: in front of each housing 22, 23, extending from the upper end of the outer peripheral surface of these housings 22, 23 to a position lower than the upper end, and the height position of the entire housing 101 and the entire power conversion device 100 can be suppressed to be low. Therefore, according to the above-mentioned embodiment, the power conversion device 100 can be compactly disposed around the motor housing 22 and the drive axle housing 23, and the layout property can be improved.

[0128] Here, by suppressing the height position of the power conversion device 100 to be low as described above, a large space can be ensured above the power conversion device 100. In view of this, in the above embodiment, the low-voltage battery 300 is arranged in this space. In particular, the low-voltage battery 300 is arranged so that a part of it overlaps with the power conversion device 100 in a plan view, and the low-voltage battery 300 and the power conversion device 100 can be compactly arranged around the engine body 1.

[0129] In addition, in the above-mentioned embodiment, the housing 101 and the power conversion device 100 are arranged between the specific device 70 and the motor housing 22 and the drive axle housing 23, and the specific device 70 is arranged so that a part of the housing 101 overlaps with the specific device 70 in a plan view and protrudes to the left from the left side surface 1A of the engine body 1 in the vertical direction. Therefore, the power conversion device 100 can be reliably and compactly arranged around the engine body 1 by utilizing the gap in the vertical direction between the specific device 70 and the motor housing 22 and the drive axle housing 23.

[0130] In addition, in the above-described embodiment, the front ends of the housing 101 and the power conversion device 100 are located at the rear side compared to the front end of the front cover 21, that is, the front end of the housing 20. Therefore, when the vehicle collides, the front cover 21 can collide with the device or collision object disposed in front of them before the power conversion device 100, and the load applied to the power conversion device 100 can be suppressed to be small.

[0131] In addition, in the above-mentioned embodiment, the busbar insertion portion 25 into which the AC busbar 115 is inserted is provided at the front end portions of the front cover 21 and the motor housing 22, and the AC busbar 115 is inserted into the busbar insertion portion 25 from the left side, that is, in the left-right direction. That is, by moving the power conversion device 100 in the left-right direction relative to the front cover 21 and the motor housing 22, the AC busbar 115 can be inserted into the busbar insertion portion 25, and the power conversion device 100 can be connected to the housing 20 and the motor M. Therefore, the operation space required for the insertion operation of the AC busbar 115 into the busbar insertion portion 25 and the connection operation of the power conversion device 100 and the motor M and the size of the space in the vertical direction that needs to be ensured around the power conversion device 100 can be suppressed to be small. Therefore, the AC busbar 115 can be inserted into the busbar insertion portion 25 and the power conversion device 100 and the motor M can be connected, and the gap dimension in the vertical direction between the power conversion device 100 and the specific device 70 can be reduced to ensure the installation space of the power conversion device 100 and the specific device 70.

[0132] (Variation Example)

[0133] In the above embodiment, the case where the housing 20 is disposed on the left side of the engine body 1 is described, but the housing 20 may be disposed on the right side of the engine body 1. In addition, the housing 20 and the engine body 1 may be disposed in a manner arranged in the front-to-back direction. In addition, when the housing 20 and the engine body 1 are arranged in the front-to-back direction (the front-to-back direction of the vehicle), the front-to-back direction corresponds to the "first direction" of the claims, and the left-right direction (the vehicle width direction) corresponds to the "second direction" of the claims.

[0134] In the above embodiment, the case where the front end of the housing 101 and the power conversion device 100 is located at the rear side compared to the front end of the front cover 21, that is, the front end of the housing 20 is described, but the front end of the housing 101 and the power conversion device 100 may be located at the front side compared to the front end of the housing 20 and at the rear side compared to the front end of the engine body 1. Even in this case, the power conversion device 100 can be protected by the engine body 1, and the load applied to the power conversion device 100 during a vehicle collision or the like can be reduced. In addition, the front end of the housing 101 and the power conversion device 100 may be located at the front side compared to the front end of both the housing 20 and the engine body 1. However, as described above, as long as the front end of the power conversion device 100 is located at the rear side compared to the front end of at least one of the housing 20 and the engine body 1, the load applied to the power conversion device 100 during a vehicle collision or the like can be reduced.

[0135] In the above embodiment, the case where the low-voltage battery 300 is disposed above the power conversion device 100 is described. However, an air filter may be disposed instead of the low-voltage battery 300 .

Claims

1. A powertrain structure of a vehicle, characterized in that: have: An engine as a driving source for traveling, the engine including an engine body having a combustion chamber formed therein; A motor as a driving source for traveling; a battery that supplies power to the motor; a power conversion device, which converts the direct current of the battery into an alternating current and supplies the alternating current to the motor; as well as a housing, which is disposed on one side of the engine body in a first horizontal direction and accommodates the motor inside thereof, The power conversion device comprises: A DC bus connected to the battery; a smoothing capacitor disposed on one side of the DC bus bar in a second horizontal direction perpendicular to the first direction and smoothing a direct current input from the battery via the DC bus bar; a power module disposed on the one side of the smoothing capacitor in the second direction and converting the direct current smoothed by the smoothing capacitor into an alternating current; an AC bus bar extending downward from the power module and connected to the motor to transmit the alternating current generated by the power module to the motor; as well as a housing that accommodates the DC bus, the smoothing capacitor, the power module, and the AC bus, The housing has a shape extending along the second direction and includes a first housing portion and a second housing portion, the first housing portion housing the power module, the smoothing capacitor, and the DC bus, the second housing portion having a shape protruding downward from an end portion of the first housing portion on the one side in the second direction and housing a lower portion of the AC bus, The housing includes a curved portion, the curved portion includes an outer peripheral surface, and the outer peripheral surface is curved so as to bulge upward when viewed along the first direction. The housing is disposed above the curved portion in a state in which the position of the second accommodation portion is shifted from the top of the curved portion to the one side in the second direction.

2. The powertrain structure of a vehicle according to claim 1, characterized in that: The engine body, the motor, and the power conversion device are mounted on the vehicle in a posture in which the first direction coincides with the vehicle width direction and the second direction coincides with the front-rear direction of the vehicle. The engine includes a peripheral device, the peripheral device being disposed on the one side of the engine body in the first direction and at a position away from the casing upward. The power conversion device is disposed below the peripheral equipment and above the casing, and is disposed rearward of a front end of at least one of the engine body and the casing.

3. The powertrain structure of a vehicle according to claim 2, characterized in that: The power conversion device is mounted on the vehicle in a posture where the one side in the second direction coincides with the front side in the front-rear direction of the vehicle, The housing includes a bus bar insertion portion provided at a front end portion of the housing and into which the AC bus bar is inserted along a vehicle width direction.

4. The powertrain structure of a vehicle according to any one of claims 1 to 3, characterized in that: A low-voltage battery having an output voltage lower than that of the battery is provided, The low voltage battery is disposed above the power conversion device and on the one side of the engine body in the first direction.

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