Power unit mounting structure

Abstract

To provide a power unit mounting structure capable of: reducing a dead space inside a power unit room of a vehicle and a weight of a power unit; and suppressing damage to a live part installed in the power unit in the event of a frontal collision or a rear collision.SOLUTION: A power unit mounting structure 10 comprises: a power unit 14 which is mounted in a power unit room R1 and arranged opposite to a dash panel 18, separating the power unit room R1 from a vehicle interior, in a longitudinal direction; and a live part 50 installed on a side face section on one side of the power unit 14 in a vehicle width direction. On the side face section opposite to the dash panel 18, a section of the power unit 14 on the one side in the vehicle width direction is closer to the dash panel 18 than a section on the other side in the vehicle width direction.SELECTED DRAWING: Figure 2

Description

[Technical Field]

[0001] The present invention relates to a power unit mounting structure. [Background technology]

[0002] 2. Description of the Related Art Conventionally, in a power unit equipped with a motor as a drive source for generating power during running, it is required to protect live parts of the power unit from damage in the event of a collision.

[0003] Patent Document 1 describes a powertrain structure in which a motor and an inverter disposed above the motor case are electrically connected inside the motor case. In this powertrain structure, an opening is provided on the rear surface of the motor case facing the electric compressor, allowing access to the electrical connection between the motor and the inverter. A cover member that closes the opening is provided with a protrusion that absorbs the impact load when the motor and the electric compressor collide. This protects the electrical connection between the motor and the inverter disposed above it in the event of a frontal vehicle collision. [Prior art documents] [Patent documents]

[0004] [Patent Document 1] Patent Publication No. 2021-030802 Summary of the Invention [Problem to be solved by the invention]

[0005] However, when live parts are arranged in the longitudinal direction of the vehicle as in Patent Document 1, the vehicle is susceptible to the impact of collision loads in the event of a frontal or rearward collision, and therefore dead space is likely to be created in the power unit compartment in order to ensure space to protect the live parts. Also, when a protrusion is provided near the live parts for protection as in Patent Document 1, the protrusion becomes larger, which is likely to increase the weight of the power unit.

[0006] Therefore, an object of the present invention is to provide a power unit mounting structure that can reduce the dead space in the power unit room of a vehicle and the weight of the power unit, and can suppress damage to live parts provided in the power unit in the event of a frontal collision or a rearward collision. [Means for solving the problem]

[0007] A first aspect of the power unit mounting structure of the present invention comprises a power unit mounted in a power unit room of a vehicle and arranged opposite in the fore-and-aft direction of the vehicle to a compartment partition wall that separates the power unit room from the compartment, and an active part provided on one side surface of the power unit in the vehicle width direction, wherein the power unit is arranged on the side surface facing the compartment partition wall such that the other side in the vehicle width direction is closer to the compartment partition wall than the one side in the vehicle width direction.

[0008] In the power unit mounting structure of the first aspect of the present invention, the live parts are provided on one side of the power unit in the vehicle width direction. In other words, because the live parts are not arranged facing the vehicle longitudinal direction, the live parts are less susceptible to the impact of collision loads in the event of a frontal collision or a rearward collision. This makes it possible to reduce the space in the vehicle longitudinal direction required to protect the live parts, thereby suppressing dead space in the power unit compartment.

[0009] The power unit is disposed opposite a compartment partition wall that separates the power unit room from the compartment in the vehicle longitudinal direction, and is provided such that a portion of the side surface of the power unit facing the compartment partition wall is closer to the compartment partition wall in the other vehicle width direction than a portion of the other vehicle width direction.

[0010] During a frontal or rear-end collision, a collision load is applied to the power unit compartment from the outside in the vehicle longitudinal direction, causing the power unit to move inward in the vehicle longitudinal direction. As a result, the other side of the power unit on the inner side in the vehicle longitudinal direction contacts the vehicle compartment bulkhead before the one side in the vehicle transverse direction.

[0011] Consider a collision load input from the vehicle front-rear outside to one portion of the power unit in the vehicle width direction, i.e., a portion near the live part. This collision load is input while buckling the one portion of the power unit in the vehicle width direction, such as a bumper reinforcement or a side member, toward the vehicle width inward. Therefore, the collision load is transmitted from the one portion of the power unit in the vehicle width direction toward the vehicle front-rear inside and the other side in the vehicle width direction. As a result, the collision load input to the one portion of the power unit in the vehicle width direction, i.e., the portion near the live part, is transmitted to the cabin partition via the other portion of the power unit in the vehicle width direction. In this way, by dispersing the collision load input near the live part to the vehicle body, damage to the live part can be suppressed. In this structure, in the region of the power unit facing the cabin partition, both the one portion and the other portion in the vehicle width direction do not need to be located close to the cabin partition. Furthermore, the live part is located in a region of the power unit different from the region facing the cabin partition. Therefore, the number of structures provided to bring the power unit and the vehicle compartment partition closer together can be reduced, and the size of the structures can be reduced, thereby reducing the weight of the power unit.

[0012] A second aspect of the power unit mounting structure according to the present invention is the first aspect, wherein the power unit has a protrusion formed in at least one portion on the other side of the vehicle width direction in an area facing the passenger compartment partition, and the protrusion protrudes more inward in the fore-and-aft direction of the vehicle than the one portion on the other side of the vehicle width direction.

[0013] In the power unit mounting structure of the second aspect of the present invention, a collision load input near a live part is transmitted to the vehicle compartment bulkhead via a protrusion formed on the power unit. In this way, transmitting the collision load via the protrusion stabilizes the load transmission path. Furthermore, because the shape of the protrusion can be easily changed, optimization according to the vehicle model can be performed without changing the structure of the main parts of the power unit.

[0014] A power unit mounting structure of a third aspect according to the present invention is configured in the configuration described in the first or second aspect, wherein the power unit includes a motor electrically connected to the live part, a gear section that transmits rotation of the motor to the drive wheels, and a power unit case that houses the motor and the gear section, and the motor is housed on one side of the power unit case in the vehicle width direction, and the gear section is housed on the other side of the power unit case in the vehicle width direction.

[0015] In a power unit mounting structure according to a third aspect of the present invention, a motor electrically connected to live parts is housed on one side of the vehicle width direction within the power unit case. On the other hand, a gear unit that transmits rotation of the motor to the drive wheels is housed on the other side of the power unit case in the vehicle width direction. Therefore, when a collision load is applied to a portion of the power unit on the other side of the vehicle width direction, i.e., when the collision load is applied to a portion away from the live parts, the collision load can be borne by the gear unit, which has a higher resistance than the motor. This makes it possible to suppress damage to the live parts even when a collision load is applied to the other side of the power unit in the vehicle width direction.

[0016] A fourth aspect of the power unit mounting structure according to the present invention is the configuration described in the third aspect, in which the power unit case is provided with a partition wall portion that separates the storage space for the motor from the storage space for the gear portion.

[0017] In a power unit mounting structure according to a fourth aspect of the present invention, the motor housing space and the gear housing space are separated by a partition wall within the power unit case. Therefore, even if a collision load is input to the other part of the power unit in the vehicle width direction and the gear is damaged, the damage to the gear is less likely to affect the live parts. This makes it possible to effectively suppress damage to the live parts.

[0018] A power unit mounting structure of a fifth aspect of the present invention is configured as described in any one of the first to fourth aspects, wherein the vehicle interior partition portion is a dash panel that separates the power unit room from the vehicle interior.

[0019] The power unit mounting structure of the fifth aspect of the present invention is configured to transmit a collision load input near a live part provided in the power unit to the dash panel, thereby minimizing the dead space generated between the power unit and the dash panel in the power unit compartment and the weight of the power unit, while also minimizing damage to the live parts in a frontal or rearal collision. [Effects of the Invention]

[0020] As described above, according to the present invention, it is possible to reduce the dead space in the power unit room of a vehicle and the weight of the power unit, and to suppress damage to live parts provided in the power unit in the event of a frontal collision or a rearward collision. [Brief explanation of the drawings]

[0021] [Figure 1] 1 is a schematic plan view showing a power unit mounting structure according to an embodiment of the present invention; [Figure 2] 1 is an enlarged schematic plan view showing a power unit mounting structure according to an embodiment of the present invention. [Figure 3] 1 is a schematic perspective view, with a portion cut away, of a power unit according to an embodiment of the present invention as viewed from the left rear side of a vehicle. [Figure 4]1 is an enlarged schematic plan view showing a state in which a barrier collides with the power unit mounting structure according to the present embodiment from the front side of the vehicle. FIG. DETAILED DESCRIPTION OF THE INVENTION

[0022] Hereinafter, an embodiment of the present invention will be described with reference to Figures 1 to 4. For ease of explanation, the arrow UP shown in each figure will indicate the upward direction of the vehicle, the arrow FR will indicate the forward direction of the vehicle, and the arrow LH will indicate the leftward direction of the vehicle. Therefore, in the following description, unless otherwise specified, when up / down, front / rear, and left / right directions are mentioned, they refer to up / down, front / rear, left / right of the vehicle. Furthermore, the left / right direction is synonymous with the vehicle width direction.

[0023] (Overall configuration of the power unit compartment) 1 to 4, a power unit mounting structure 10 according to this embodiment is mounted, as an example, on the front of a vehicle 12. A power unit room R1 is provided in the front of the vehicle 12, and a power unit 14 is mounted thereon as a group of devices that generate power when the vehicle 12 is running. Note that in the power unit mounting structure 10 mounted on the front of the vehicle, the "outside in the vehicle's fore-and-aft direction" is the front side of the vehicle, and the "inside in the vehicle's fore-and-aft direction" is the rear side of the vehicle.

[0024] As an example, the vehicle 12 is configured as a rechargeable electric vehicle (EV). Therefore, the power unit 14 includes a transaxle 22 that generates power during driving and an inverter 20 provided on an upper portion of the transaxle 22. The transaxle 22 includes, for example, a motor 26 as a drive source and a gear unit 28 that supplies the rotation of the motor 26 to the drive wheels (see FIG. 3). The motor 26 and the gear unit 28 are housed in a power unit case 30 that forms the outer shell of the transaxle 22. The inverter 20 is configured to control the power supplied to the motor 26 by converting direct current (DC) flowing from a battery 32 into alternating current (AC) (three-phase AC), and is electrically connected to the motor 26 housed in the power unit case 30 via a live current unit 50 (described later). Therefore, the power unit 14 is configured by integrating the motor 26, the gear unit 28, and the inverter 20 into a single unit.

[0025] 1, a battery 32 that is charged via a charger (not shown) is mounted in approximately the center of the vehicle 12 in the longitudinal direction. Although not shown, the battery 32 has a charging cable extending from the charger, the end of which is routed to a charging port (not shown) for connecting to an external power source that is provided on the outer panel of the vehicle 12. This allows the battery 32 to be charged using power from the external power source.

[0026] As shown in FIG. 2, the front part of the vehicle 12 is provided with side members 16, suspension members 60, bumper reinforcement 80, and the like as a framework of the vehicle 12.

[0027] The side members 16 are provided in pairs on the left and right sides as framework parts extending along the vehicle longitudinal direction on the outer sides of the front of the vehicle in the vehicle width direction. In the power unit room R1, the power unit 14 is disposed between the pair of side members 16. In addition, in the power unit room R1, a radiator 24 (see FIG. 2) is disposed in front of the power unit 14 (transaxle 22, inverter 20) (at the front end of the power unit room R1).

[0028] As an example, the power unit 14 is disposed above the vehicle of the suspension members 60, and is supported from below by the suspension members 60. The suspension members 60 are formed in a generally rectangular frame shape in a plan view, and are disposed below the vehicle of the pair of side members 16. The front and rear ends of the suspension members 60 are attached to the lower surfaces of the left and right side members 16 from below, at their outer ends in the vehicle width direction.

[0029] Here, the lower part of the power unit 14 (the lower part of the transaxle 22) is supported by a suspension member 60 via mount parts 34 (see FIG. 2) at one and the other parts in the vehicle width direction.

[0030] The front ends of the pair of side members 16 are connected to a bumper reinforcement 80 extending in the vehicle width direction. The front ends of the pair of side members 16 are formed as so-called crushable zones 16A, which are formed to be weaker than other portions. When an axial compressive load of a predetermined value or more acts along the vehicle longitudinal direction, the crushable zones 16A undergo compressive plastic deformation and absorb the collision load. Thereafter, when further collision load is input, the front portions of the side members 16 buckle inward in the vehicle width direction, with the crushable zones 16A acting as buckling portions.

[0031] In this embodiment, the side member 16 has a spacer portion 17 extending inward in the vehicle width direction from the crushable zone 16A (buckling portion). This spacer portion 17 may be formed integrally with the side member 16, or may be formed as a bracket or the like formed separately from the side member 16. The spacer portion 17 is disposed opposite a mount portion 34 provided on the power unit 14 in the vehicle width direction. Therefore, when the crushable zone 16A of the side member 16 buckles due to a collision load during a frontal collision of the vehicle, the spacer portion 17 moves inward in the vehicle width direction and abuts against the mount portion 34. As a result, the collision load input to the front of the vehicle 12 is transmitted to the power unit 14 via the side member 16, the spacer portion 17, and the mount portion 34.

[0032] Here, in the power unit room R1, the power unit 14 is arranged opposite to a dash panel 18 that separates the power unit room R1 from the passenger compartment in the vehicle longitudinal direction. The dash panel 18 is an example of the "passenger compartment partition" in the present invention.

[0033] The dash panel 18 constitutes a part of the vehicle body as a rear wall of the power unit room R1. The dash panel 18 is disposed opposite a rear side surface 30A of the power unit 14 (power unit case 30) on the vehicle rear side. A protrusion 36 is formed on the rear side surface 30A of the power unit 14 on the vehicle rear side, and is provided close to the dash panel 18. As will be described later, a collision load input to the power unit 14 is transmitted to the dash panel 18 via the protrusion 36.

[0034] (Power unit) Next, we will explain the detailed structure of the power unit 14. As mentioned above, the power unit 14 is configured to include the transaxle 22 that generates power during running and the inverter 20 provided on the upper part of the transaxle 22 (see FIG. 2).

[0035] (Transaxle) As shown in FIG. 3, the transaxle 22 is configured to include a motor 26 as a drive source, a gear section 28 that transmits the rotation of the motor 26 to the drive wheels, and a power unit case 30 that houses the motor 26 and the gear section 28.

[0036] (Motor) The motor 26 is, for example, a three-phase AC motor, and includes an output shaft 26A disposed with its axial direction aligned with the vehicle width direction, a rotor (not shown) with permanent magnets provided around the output shaft 26A, and a stator (not shown) with multiple coils arranged around the rotor. AC power with a phase difference is supplied from the inverter 20 to each of the multiple coils of the stator. The output shaft 26A (rotor) rotates upon receiving this power supply.

[0037] In addition, motor 26 has wiring portion 26B connected to each coil corresponding to each phase (U phase, V phase, W phase) of the three-phase AC motor, which extends from the outer surface on the left side in the vehicle width direction (one side in the vehicle width direction) and is electrically connected to live portion 50 (see Figure 2) provided on left side surface portion 30B (one side surface in the vehicle width direction) of power unit case 30.

[0038] The gear section 28 is a reduction gear arranged between the output shaft 26A of the motor 26 and a drive shaft (not shown) connected to the drive wheels (not shown) of the vehicle 12, and appropriately reduces the rotation of the motor 26 before transmitting it to the drive wheels (drive shaft) of the vehicle 12.

[0039] (Power unit case 30) The power unit case 30 forms the outer shell of the transaxle 22, and is, for example, a generally cylindrical metal housing with its axial direction aligned with the vehicle width direction. Inside the power unit case 30, a partition wall 31 is provided that separates the axially middle portion in the vehicle width direction. This partition wall 31 is provided to separate the space inside the power unit case 30 into one for accommodating the motor 26 and one for accommodating the gear unit 28.

[0040] In this embodiment, the motor 26 is housed on the left side in the vehicle width direction inside the power unit case 30, and the gear unit 28 is housed on the right side in the vehicle width direction inside the power unit case 30. In addition, an output shaft 26A of the motor 26 and a drive shaft (not shown) are provided to penetrate a partition wall 31 inside the power unit case 30 in the vehicle width direction. As a result, intermediate portions of the output shaft 26A of the motor 26 and the drive shaft are supported by the partition wall 31.

[0041] A live electric part 50 is provided at a portion on the vehicle upper side of a left side surface 30B constituting a wall portion on the left side in the vehicle width direction (one side in the vehicle width direction) of the power unit case 30 (see FIG. 2). Note that the live electric part 50 may be configured to be provided on the upper surface of the end portion on the left side in the vehicle width direction of the power unit case 30 from the viewpoint of shortening the distance to a live electric part 70 provided in the inverter 20, which will be described later. Note that the live electric part 50 is intended to be a conductive part intended to conduct electricity during normal use, and the specific configuration is not particularly limited, but here it is configured as a connector to which one end of a high-voltage harness 54 is connected.

[0042] Here, at least one protrusion 36 is provided in a rear side surface portion 30A constituting a wall portion on the vehicle rear side (inner side in the vehicle longitudinal direction) of the power unit case 30 in an area facing the dash panel 18. The protrusion 36 is, for example, configured as a solid block body formed in a substantially cylindrical shape. The protrusion 36 may be formed integrally with the power unit case 30 or may be formed as a separate body. Furthermore, the shape thereof is not limited to a cylindrical shape. Furthermore, the protrusion may be hollow. From the viewpoint of stabilizing the transmission path of a collision load described below, it is preferable that the surface 36A of the protrusion 36 facing the dash panel 18 is configured as a flat surface, as in this embodiment.

[0043] In this embodiment, protrusion 36 is provided on the right side in the vehicle width direction (the other side in the vehicle width direction) of rear side surface portion 30A in the region facing dash panel 18. As a result, in the region facing dash panel 18, the rear side surface portion of power unit 14 (rear side surface portion 30A of power unit case 30) is provided closer to dash panel 18 at the right side in the vehicle width direction by the height of protrusion 36 than at the left side in the vehicle width direction.

[0044] The protrusion 36 may be provided on the left side of the rear side portion 30A in the vehicle width direction (one side in the vehicle width direction), but in this case, the height (length in the vehicle's fore-and-aft direction) of the protrusion 36 provided on the left side in the vehicle width direction should be lower than the height of the protrusion 36 provided on the right side in the vehicle width direction.

[0045] (inverter) The inverter 20 is disposed above the transaxle 22 and is integrated with the transaxle 22 via a support member (not shown). The inverter 20 is formed in a generally rectangular box shape with a small thickness (low height) in the vehicle vertical direction (see FIG. 2 ). The inverter 20 is oriented such that its longitudinal direction is aligned with the vehicle width direction and is fixed via a support member (not shown) to a generally central portion of a side surface portion (upper side surface portion 30C of the power unit case 30) on the vehicle upper side of the transaxle 22. The inverter 20 also has a live part 70 on its left side surface portion 20A, which faces the left side in the vehicle width direction (one side in the vehicle width direction). The live part 70 is intended to be a conductive part intended to conduct electricity during normal use, and although the specific configuration is not particularly limited, here it is a connector to which a high-voltage harness 54 is connected. The end of the high-voltage harness 54 is connected to the live part 50 provided on the upper side surface portion 30C of the power unit case 30. As a result, the motor 26 and the inverter 20 are electrically connected via the live parts 50, 70 and the high-voltage harness 54.

[0046] (Action and effect) As described above, in the power unit mounting structure 10 according to this embodiment, the live part 50 is provided on the left side surface 30B (one side surface in the vehicle width direction) of the transaxle 22 that constitutes the power unit 14. In other words, because the live part 50 is not disposed facing in the vehicle longitudinal direction, the live part 50 is less susceptible to the impact of collision loads in the event of a frontal collision or a rearward collision. As a result, as shown in FIG. 2 , the space in the vehicle longitudinal direction required to protect the live part 50 can be reduced, and the dead space S in the power unit room R1 can be suppressed. Note that the dead space S here refers to the dead space in the vehicle longitudinal direction that occurs between the power unit 14 and the dash panel 18.

[0047] Additionally, within the power unit room R1, a dash panel 18 is disposed opposite a rear side surface 30A (a side surface on the inner side in the vehicle longitudinal direction) of the power unit 14. In the region opposite the dash panel 18, the power unit 14 is disposed closer to the dash panel 18 on the right side in the vehicle width direction (the other side in the vehicle width direction) than on the left side in the vehicle width direction (one side in the vehicle width direction).

[0048] Incidentally, in the event of a frontal collision or rear-end collision of the vehicle, a collision load is input into the power unit room R1 from the outside in the vehicle's fore-and-aft direction, causing the power unit 14 to move inward in the vehicle's fore-and-aft direction. For example, in the power unit mounting structure 10 according to this embodiment, in the event of a frontal collision of the vehicle, a collision load is input from the front side of the vehicle, causing the power unit 14 to move toward the rear of the vehicle (see FIG. 4). For this reason, the portion of the rear side surface portion 30A of the power unit 14 on the right side in the vehicle width direction abuts against the dash panel 18 earlier than the portion on the left side in the vehicle width direction.

[0049] Now, consider a collision load F1 (see FIG. 4 ) input from the outside in the vehicle longitudinal direction to a portion of the power unit 14 on the left side in the vehicle width direction (one side in the vehicle width direction), i.e., a portion near the electrically active part 50. This collision load F1 is input while causing portions on the left side in the vehicle width direction, such as the bumper reinforcement 80 and the side member 16, to buckle toward the inside and rearward in the vehicle width direction. Therefore, the collision load F1 is transmitted from the portion of the power unit 14 on the left side in the vehicle width direction (one side in the vehicle width direction) toward the rear side of the vehicle (the inside in the vehicle longitudinal direction) and the right side in the vehicle width direction (the other side in the vehicle width direction). As a result, the collision load F1 input to the portion of the power unit 14 on the left side in the vehicle width direction (one side in the vehicle width direction), i.e., a portion near the electrically active part 50, is transmitted to the dash panel 18 via the portion of the power unit 14 on the right side in the vehicle width direction (the other side in the vehicle width direction).

[0050] In this manner, in this embodiment, damage to live part 50 can be suppressed by dispersing collision load F1 input near live part 50 toward the vehicle body. With this structure, in the region where power unit 14 faces dash panel 18, it is not necessary to provide both a portion on the left side in the vehicle width direction (one side in the vehicle width direction) and a portion on the right side in the vehicle width direction (the other side) close to dash panel 18. Also, live part 50 is provided in a portion of power unit 14 that is different from the region facing dash panel 18. Therefore, the number of structures provided to bring power unit 14 and dash panel 18 close to each other can be reduced, allowing for a smaller size, and therefore the weight of power unit 14 can be reduced.

[0051] In addition, in this embodiment, the collision load F1 input near the live electric part 50 is transmitted to the dash panel 18 via the protrusion 36 formed on the power unit. In this way, the load transmission path can be stabilized by transmitting the collision load F1 via the protrusion 36. Furthermore, because the shape of the protrusion 36 can be easily changed, optimization according to the vehicle model can be performed without changing the structure of the main parts of the power unit 14.

[0052] In this embodiment, the motor 26 electrically connected to the live electric part 50 is housed on the left side in the vehicle width direction (one side in the vehicle width direction) within the power unit case 30. On the other hand, the gear unit 28, which transmits rotation of the motor 26 to the drive wheels, is housed on the right side in the vehicle width direction (the other side in the vehicle width direction) within the power unit case 30. Therefore, when a collision load F2 (see FIG. 4 ) is applied to a portion of the power unit 14 on the right side in the vehicle width direction, that is, when the collision load F2 is applied to a portion away from the live electric part 50, the collision load F2 can be received by the gear unit 28, which has a higher strength than the motor 26. This makes it possible to suppress damage to the live electric part 50 even when the collision load F2 is applied to the right side in the vehicle width direction of the power unit 14.

[0053] Furthermore, in this embodiment, the space inside the power unit case 30 that houses the motor 26 and the space inside the gear unit 28 are separated by a partition wall 31. Therefore, even if a collision load F2 is input to a portion of the power unit 14 on the right side in the vehicle width direction (the other side in the vehicle width direction) and the gear unit 28 is damaged, the damage to the gear unit 28 is unlikely to affect the live part 50. This makes it possible to effectively prevent damage to the live part 50.

[0054] The above describes the power unit mounting structure 10 according to this embodiment, but the power unit mounting structure according to the present invention is not limited to the one shown in the figures, and can be modified in design as appropriate within the scope that does not deviate from the gist of the present invention.

[0055] For example, in the above embodiment, the power unit mounting structure 10 is configured to be applied to the front of the vehicle, but it may also be applied to the rear of the vehicle. In this case, the "outside in the vehicle width direction" in the present invention corresponds to the rear side of the vehicle, and the "inside in the vehicle width direction" corresponds to the front side of the vehicle.

[0056] Furthermore, in the above-described embodiment, the protrusion 36 is provided on the vehicle front-rear direction inner side surface of the power unit 14, but the present invention is not limited to this. For example, a step or rib may be provided on the other vehicle width direction portion of the vehicle front-rear direction inner side surface of the power unit case 30. Even in this case, the power unit 14 is configured to be provided such that, in the region facing the vehicle compartment partition, the other vehicle width direction portion is closer to the vehicle compartment partition than the one vehicle width direction portion.

[0057] In the above embodiment, the power unit mounting structure 10 is configured to be applied to an electric vehicle (EV), but this is not limiting. The power unit mounting structure 10 may also be configured to be applied to a PHEV vehicle. In this case, the transaxle as the power unit may be arranged alongside the engine in the vehicle width direction in a plan view. [Explanation of symbols]

[0058] 10 Power unit mounting structure 12 vehicles 14 Power Unit 18 Dash panel (vehicle compartment partition) 20 Inverter (power unit) 22 Transaxle (power unit) 26 Motor 28 Gear section 30 Power unit case 36 Protrusion 50,70 Live power section R1 power unit room

Claims

1. a power unit mounted in a power unit room of the vehicle and arranged opposite to each other in the front-rear direction of the vehicle on a compartment partition wall that separates the power unit room from a compartment; a live portion provided on one side surface of the power unit in the vehicle width direction, the power unit is provided on a side surface facing the vehicle compartment partition wall such that a portion on the other side in a vehicle width direction is closer to the vehicle compartment partition wall than a portion on one side in a vehicle width direction; Power unit mounting structure.

2. a protruding portion is formed in at least one portion on the other side of the vehicle width direction in a region of the power unit facing the vehicle compartment partition, the protruding portion protruding inward in the vehicle front-rear direction relative to the one portion on the other side of the vehicle width direction; The power unit mounting structure according to claim 1.

3. The power unit is a motor electrically connected to the live part; a gear unit that transmits rotation of the motor to a drive wheel; a power unit case that houses the motor and the gear unit, The motor is housed in the power unit case on one side in the vehicle width direction, The gear portion is housed on the other side of the power unit case in the vehicle width direction.

3. The power unit mounting structure according to claim 1 or 2.

4. The power unit case is provided with a partition wall that separates the motor housing space from the gear housing space. The power unit mounting structure according to claim 3.

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