Vehicle powertrain structure

Abstract

To provide a vehicle powertrain structure capable of achieving EMC countermeasures and ensuring safety upon a vehicle collision.SOLUTION: A vehicle includes a drive device, a battery, and an inverter 100. The drive device includes a motor for vehicle travel and a motor housing 510 made of a conductive material. The battery is a power source of the motor. The inverter 100 includes a circuit part and an inverter housing 101. The inverter housing 101 is tightly joined to the motor housing 510. The motor housing 510 includes a DC connector CN8 disposed on a rear wall part, and includes a DC bus bar LN4 and a ferrite core 513 which are accommodated in a housing inner space 510a. The DC bus bar LN4 connects the circuit part in the inverter 100 and the DC connector CN8. The ferrite core 513 is a noise filter component interposed in the DC bus bar LN4.SELECTED DRAWING: Figure 7

Description

[Technical Field]

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

[0002] In recent years, the number of vehicles equipped with a motor as a driving source for traveling has been increasing. Such vehicles are equipped with a battery for supplying power to the motor and a power conversion device that performs orthogonal conversion of power between the battery and the motor.

[0003] Patent Document 1 discloses a control device that controls two motors. The control device disclosed in Patent Document 1 includes an inverter circuit and a boost circuit. The control device has a reactor included in the boost circuit disposed within a case that houses the motor, thereby reducing the size of the portion that houses the inverter circuit and the components of the boost circuit excluding the reactor. In other words, the control device disclosed in Patent Document 1 has a relatively large reactor disposed within the case that houses the motor, rather than within a cover member that houses the inverter circuit and the like, thereby reducing the size of the entire device.

[0004] Patent Document 2 discloses an inverter that performs orthogonal conversion of power between a battery and a motor that serves as a drive source for vehicle travel. In the inverter disclosed in Patent Document 2, all of the circuit configuration that constitutes the inverter is housed in a case that houses a transmission. Patent Document 2 states that it is possible to reduce the number of parts by housing all of the inverter circuit configuration in a case for the transmission mechanism without providing a separate case for the inverter. [Prior art documents] [Patent documents]

[0005] [Patent Document 1] Japanese Patent Application Laid-Open No. 2012-65436 [Patent Document 2] Patent No. 6070444 Summary of the Invention [Problem to be solved by the invention]

[0006] However, with conventional technologies including those disclosed in Patent Documents 1 and 2, it is considered difficult to achieve both EMC (Electro Magnetic Compatibility) measures and safety in the event of a vehicle collision. Specifically, Patent Document 1 does not clearly state the DC wiring connecting the control device and the battery. Therefore, depending on the layout of the DC wiring, there is a risk that the DC wiring may be damaged in the event of a vehicle collision, which may cause a problem in terms of ensuring safety.

[0007] Furthermore, the inverter disclosed in Patent Document 2 has a power connector provided on a cover that covers the top opening of the case, and DC wiring is arranged via the power connector to connect the power conversion device and the battery. In other words, with the configuration disclosed in Patent Document 2, depending on the arrangement of the DC wiring, the DC wiring may be damaged in a vehicle collision. Furthermore, Patent Document 2 does not disclose a configuration in which a noise filter component is inserted into the DC wiring. Furthermore, the DC wiring is often long outside the case due to the location where the battery is mounted. For this reason, the inverter disclosed in Patent Document 2 raises concerns about problems such as the influence of electromagnetic waves on or from other devices.

[0008] The present invention has been made to solve the above-mentioned problems, and aims to provide a vehicle powertrain structure that can achieve both EMC countermeasures and ensure safety in the event of a vehicle collision. [Means for solving the problem]

[0009] A vehicle powertrain structure according to one aspect of the present invention includes a drive unit including a motor as a drive source for driving the vehicle, a drive unit having a drive unit housing formed of a conductive material and accommodating at least the motor, a battery as a power source for the motor, a power conversion unit having a circuit unit interposed between the motor and the battery and performing power conversion between the motor and the battery, and a converter housing formed of a conductive material and accommodating the circuit unit. In the vehicle powertrain structure according to this aspect, the converter housing is tightly joined to the drive unit housing or is provided integrally with the drive unit housing, and a DC connector to which wiring extending from the battery is connected is disposed on a wall of the drive unit housing, and DC wiring connecting the circuit unit of the power conversion unit to the DC connector and a noise filter component inserted in the DC wiring are accommodated in the drive unit housing.

[0010] The vehicle powertrain structure according to the above embodiment includes a noise filter component inserted in the DC wiring. This prevents noise generated by the power conversion device from leaking beyond the noise filter component to the DC connector side of the DC wiring and from the DC connector to the wiring on the battery side (EMI countermeasures). Furthermore, even if noise from other devices is carried on the wiring from the battery to the DC connector, the noise is prevented from interfering with the operation of the power conversion device (EMS countermeasures).

[0011] In the vehicle powertrain structure according to the above aspect, the DC wiring is housed in a drive unit housing made of a conductive material. Therefore, the noise filter components in the DC wiring prevent electromagnetic waves from radiating from the power conversion unit side to the outside of the housing, and also prevent electromagnetic waves from interfering with the DC wiring from the outside of the housing. Therefore, the vehicle powertrain structure according to the above aspect provides EMC measures.

[0012] In the vehicle powertrain structure according to the above aspect, the noise filter components are not housed inside the converter housing, but are housed inside a drive unit housing that is tightly joined to or integrally formed with the converter housing. Therefore, in the vehicle powertrain structure according to the above aspect, the size of the converter housing can be reduced by the amount that the noise filter components are not housed, and it is possible to prevent the converter housing from colliding with surrounding components in the event of a vehicle collision.

[0013] Furthermore, in the vehicle powertrain structure according to the above aspect, the DC wiring is housed in the drive unit housing, which has a relatively high rigidity, and therefore damage to the DC wiring during a vehicle collision can be suppressed. Therefore, in the vehicle powertrain structure according to the above aspect, even during a vehicle collision, the DC wiring can be protected at least until the power supply is cut off, ensuring high safety.

[0014] In addition, the term "tightly joined" in the above means that even if a minute gap occurs at the joint between the drive unit housing and the converter housing, electromagnetic waves will not enter or exit through the gap. Furthermore, the "power conversion" performed by the circuit unit of the power conversion device refers to conversion between DC power and AC power, and conversion to increase or decrease voltage, etc.

[0015] In the vehicle powertrain structure relating to the above aspect, the conversion device housing may be placed on at least a portion of the upper part of the drive device housing, and when viewed in a plan view from above, the rear end may be formed in a tapered shape so that the width gradually decreases from the outside to the inside in the vehicle width direction as it goes from the front to the rear.

[0016] In the vehicle powertrain structure according to the above aspect, the rear end of the converter housing is formed in a tapered shape as described above, which prevents the converter housing from colliding with surrounding components during a vehicle collision. That is, during a vehicle collision (particularly an offset collision), the converter housing may rotate together with the drive unit housing in a planar view. In such a case, if the rear end of the converter housing is not tapered as described above, there is a higher risk that the corners of the rear end will collide with surrounding components (such as frame components or accessories), which could damage the power converter.

[0017] On the other hand, in the vehicle powertrain structure according to the above aspect, by making the rear end of the converter housing have the above-described tapered shape, it is possible to reduce the risk of the rear end of the converter housing colliding with surrounding components (particularly components disposed behind the power converter) even in the event of a vehicle collision such as an offset collision. Therefore, the vehicle powertrain structure according to the above aspect is advantageous in ensuring high safety in the event of a vehicle collision.

[0018] In the vehicle powertrain structure according to the above aspect, a DC input / output unit, which is a connection unit with the DC wiring in the power conversion device, and the noise filter component may be arranged in an overlapping positional relationship in a plan view from above.

[0019] In the vehicle powertrain structure according to the above aspect, the DC input / output portion of the power conversion device and the noise filter component housed in the drive unit housing are arranged to overlap in a plan view from above, so that even though the rear end of the converter housing is tapered as described above, the converter housing is prevented from protruding from the outline of the drive unit housing in a plan view. Therefore, in the vehicle powertrain structure according to the above aspect, it is possible to prevent the power conversion housing from colliding with surrounding components before the drive unit housing in the event of a vehicle collision, which is further advantageous in ensuring high safety in the event of a vehicle collision.

[0020] In the vehicle powertrain structure according to the above aspect, the drive unit housing may accommodate a power line for supplying DC power to an auxiliary device, and a branching portion may be provided within the drive unit housing, where the power line branches off closer to the DC connector than the position where the noise filter component is inserted in the DC wiring.

[0021] In the vehicle powertrain structure according to the above aspect, a branch is provided at the above position in the DC wiring, and the power lines are branched at the branch. This prevents noise generated by the power conversion device from being transmitted to the power lines. Furthermore, because the power lines are housed within the drive unit housing, electromagnetic waves from outside the housing are also prevented from being transmitted to the power lines. Therefore, the vehicle powertrain structure according to the above aspect is advantageous in providing more reliable EMC countermeasures.

[0022] In the vehicle powertrain structure according to the above aspect, the drive unit housing accommodates AC wiring connecting the circuit unit of the power conversion device and the motor, and the wall of the drive unit housing is provided with a drive unit side DC connector which is the connection part of the DC wiring with the circuit unit, and a drive unit side AC connector which is the connection part of the AC wiring with the circuit unit, and the wall of the converter housing is provided with a converter side DC connector which is the connection part of the circuit unit with the DC wiring, and a converter side AC connector which is the connection part of the circuit unit with the AC wiring, and the drive unit side DC connector and the converter side DC connector, and the drive unit side AC connector and the converter side AC connector may be connected by sliding the power conversion device relative to the drive unit.

[0023] In the vehicle powertrain structure according to the above aspect, the converter-side DC connector and the drive unit-side DC connector, and the converter-side AC connector and the drive unit-side AC connector are respectively coupled by sliding the drive unit and the power converter, which makes it easy to attach and detach the power converter and the drive unit during manufacturing or maintenance of the power unit.

[0024] In the vehicle powertrain structure according to the above aspect, when the DC wiring is viewed from a direction intersecting both the vertical direction and the direction of the sliding movement, the DC wiring may be arranged so as to meander in the direction of the sliding movement.

[0025] In the vehicle powertrain structure according to the above aspect, the DC wiring is routed in a serpentine manner when viewed from the intersecting direction. Therefore, the vertical dimension of the area in the drive system where the DC wiring is housed can be reduced compared to when the DC wiring is routed linearly in the vertical direction from the power conversion device to the DC connector. Therefore, the vehicle powertrain structure according to the above aspect is advantageous in reducing the vertical size of the entire powertrain.

[0026] In the vehicle powertrain structure relating to the above aspect, the drive unit further has a transmission connected to the output shaft of the motor, the drive unit housing is configured to also accommodate the transmission, and the conversion unit housing may be fixed via a bracket to the portion of the drive unit housing in which the transmission is accommodated.

[0027] In the vehicle powertrain structure according to the above aspect, the converter housing is fixed to the drive unit housing portion housing the transmission via a bracket. Therefore, the converter housing and the drive unit housing are more firmly connected by not only the connectors being connected by the sliding movement as described above, but also the housings being fixed to each other via the bracket. This prevents the drive unit housing and the converter housing from separating due to vibrations during vehicle travel or impacts during a vehicle collision.

[0028] In the vehicle powertrain structure according to the above aspect, the drive unit and the power conversion unit may be mounted in a powertrain room provided at the front of the vehicle, the battery may be mounted in a portion of the vehicle rearward of the powertrain room, and the DC connector may be arranged on the rear wall of the drive unit housing.

[0029] In the vehicle powertrain structure according to the above aspect, the drive unit and the power conversion unit are mounted in a powertrain room provided in the front of the vehicle, and the DC connector is disposed on the rear wall of the drive unit housing. Therefore, even in the event of a frontal collision of the vehicle, damage to the DC connector caused by an obstacle entering the powertrain room or a vehicle component pushed rearward by the obstacle can be suppressed. Therefore, the vehicle powertrain structure according to the above aspect is further advantageous in ensuring high safety in the event of a vehicle collision. [Effects of the Invention]

[0030] The vehicle powertrain structures according to the above aspects can achieve both EMC measures and ensure safety in the event of a vehicle collision. [Brief explanation of the drawings]

[0031] [Figure 1] 1 is a diagram showing a schematic configuration of a vehicle equipped with a powertrain according to an embodiment; [Figure 2] FIG. 2 is a front view of the powertrain. [Figure 3] FIG. 2 is a plan view of a portion of the powertrain viewed from above. [Figure 4] 1A and 1B are diagrams showing the configuration of an inverter, in which FIG. 1A is a plan view and FIG. 1B is a right side view. [Figure 5] FIG. 4 is a plan view showing connectors and wiring provided in the motor housing. [Figure 6] 1A and 1B are diagrams showing the configuration between DC connectors in the motor housing, in which FIG. 1A is a front view and FIG. 1B is a right side view. [Figure 7] FIG. 4 is a right side view showing the wiring configuration of the power lines in the space inside the housing. [Figure 8] FIG. 8 is a view of part A in FIG. 7 as seen from the left side of the vehicle. [Figure 9] 5A and 5B are diagrams showing a change in the attitude of an inverter during an offset collision, in which FIG. 5A shows the state before the collision and FIG. 5B shows the state after the collision. DETAILED DESCRIPTION OF THE INVENTION

[0032] Hereinafter, embodiments of the present invention will be described with reference to the drawings. Note that the embodiments described below are merely illustrative of the present invention, and the present invention is not limited to the following embodiments except for the essential configuration.

[0033] In the drawings used in the following description, "FR" indicates the front of the vehicle, "RR" indicates the rear of the vehicle, "LH" indicates the left side of the vehicle, "RH" indicates the right side of the vehicle, "UP" indicates the top of the vehicle, and "LO" indicates the bottom of the vehicle.

[0034] 1. Vehicle V Configuration The configuration of a vehicle V according to an embodiment of the present invention will be described with reference to FIG.

[0035] As shown in FIG. 1, in a vehicle V, a power train PT including an inverter (power conversion device) 100 is mounted in a power train room R1 in the front part.

[0036] The vehicle V is a so-called hybrid electric vehicle (HEV). The vehicle V is equipped with an engine E and a motor M as driving sources for traveling (i.e., driving sources for the wheels W). The powertrain PT includes the engine E and the motor M, as well as a transmission TM.

[0037] The motor M is a three-phase, three-wire AC motor that rotates upon receiving a supply of three-phase AC power and includes an output shaft, a rotor with permanent magnets arranged around the output shaft, and a stator arranged on the outer periphery of the rotor and having a plurality of teeth each having a coil wound around it. The plurality of coils are composed of a U-phase coil, a V-phase coil, and a W-phase coil, and currents of different phases are supplied to the coils of each phase.

[0038] The transmission TM is connected to the motor M and reduces the speed of the rotation input from the motor M. The transmission TM is configured integrally with the differential gear DF. As a result, the rotation input to the transmission TM is output to the drive shaft S via the differential gear DF ​​and transmitted to the wheels W.

[0039] The vehicle V according to this embodiment is, for example, a parallel hybrid electric vehicle, and is capable of running using the driving force of the motor M alone, using the driving force of both the motor M and the engine E, or using the driving force of the engine E alone. The vehicle V is capable of deceleration regeneration, and the motor M generates electricity using the force transmitted from the wheels W when the vehicle V is decelerating.

[0040] The battery 200 exchanges power with the motor M. When the motor M is driven as a driving source for traveling, the battery 200 supplies power to the motor M. In this case, direct current power is supplied via a DC-DC converter 300 provided in a power supply path between the battery 200 and the motor M.

[0041] On the other hand, when the motor M is driven as a generator during deceleration of the vehicle V, the battery 200 stores the electric power generated by the motor M.

[0042] The inverter 100 is connected to a three-phase, three-wire motor M. The inverter 100 is a power conversion device that converts DC power from a battery 200 into AC power and supplies the power to the motor M. Specifically, the inverter 100 converts the DC power supplied from the battery 200 via a DC circuit including a DC-DC converter 300 into three-phase AC power and supplies the power to the motor M.

[0043] In addition, when the motor M operates as a generator during deceleration of the vehicle V, the inverter 100 converts the AC power generated by the motor M into DC power and supplies it to the battery 200 via a DC circuit including the DC-DC converter 300.

[0044] Although not shown in Figure 1, the vehicle V also includes a low-voltage battery for supplying power to electrical components provided in various parts of the vehicle V. The low-voltage battery has a lower nominal voltage than battery 200.

[0045] Here, the battery 200 is, for example, a lithium ion battery or a nickel metal hydride battery with a nominal voltage of 24V or more, and the low voltage battery is, for example, a lead battery or a lithium ion battery with a nominal voltage of 12V or 24V.

[0046] The battery 200 is mounted under the floor of a vehicle interior R2, which is partitioned rearward from the powertrain room R1 across the dash panel DP.

[0047] The vehicle V is also equipped with a PCM (Powertrain Control Module) 400, which is a controller that controls the powertrain PT including the motor M and the engine E in an integrated manner.

[0048] 2. Placement of inverter 100 The arrangement of the inverter 100 in the powertrain room R1 will be described with reference to Fig. 2. Fig. 2 is a front view of the powertrain PT including the inverter 100 as seen from the front side of the vehicle V.

[0049] 2, the engine E, motor M, and transmission TM are arranged in this order from right to left in the powertrain room R1. The engine E has a lower engine part 541 and an upper engine part 542 arranged above the lower engine part 541.

[0050] The motor M is disposed adjacent to the left of a lower engine part 541 of the engine E, and has a motor housing 510 that is made up of a first motor housing 511 and a second motor housing 512 as an outer shell. The first motor housing 511 is joined to the left side of the lower engine part 541, and the second motor housing 512 is joined without any gap to the left side of the first motor housing 511. Both the first motor housing 511 and the second motor housing 512 are formed using a conductive material (for example, a metal material or a carbon fiber reinforced resin).

[0051] The transmission TM has an axle housing 520 as an outer shell. The axle housing 520 is joined (fastened) without any gaps to the left side of the second motor housing 512 in the motor housing 510. A speed change mechanism that constitutes the transmission TM is housed inside the axle housing 520. The axle housing 520 is also formed using a conductive material (for example, a metal material or a carbon fiber reinforced resin).

[0052] In the powertrain PT, a drive unit housing 500 is formed by combining the motor housing 510 and the axle housing 520 .

[0053] The inverter 100 is disposed adjacent to the first motor housing 511 in the vehicle width direction of the vehicle V, and in a portion extending from above the second motor housing 512 to above the axle housing 520. The inverter 100 is connected by coupling a connector (not shown in FIG. 2) formed on the first motor housing 511 with a connector (not shown in FIG. 2) of the inverter 100. The connectors are coupled by sliding the inverter 100 rightward relative to the drive unit housing 500.

[0054] The inverter 100 also has an inverter housing (conversion device housing) 101 that forms an outer shell. The inverter housing 101 is fixed to an axle housing (a portion of the drive device housing 500 that houses the transmission TM) 520 via a bracket 530.

[0055] An electric compressor (auxiliary equipment) C of an air conditioner is also mounted in a power train room R1 (see FIG. 1) of the vehicle V. DC power is supplied to the electric compressor C from a battery 200 (see FIG. 1) via a power line harness (power line) LN1. The power line harness LN1 is connected to a DC circuit in the drive unit housing 500 by a connector CN1 connected to one end, and is connected to the electric compressor C by a connector CN2 connected to the other end.

[0056] 3. Structure and layout of inverter housing 101 The structure and arrangement of the inverter housing 101 will be described with reference to FIG.

[0057] 3, in the longitudinal direction of the vehicle V, the rear end portion 101a of the inverter housing 101 is flush with the rear end portions of any of the first motor housing 511, the second motor housing 512, and the axle housing 520, or is located further forward than the rear end portions of any of the first motor housing 511, the second motor housing 512, and the axle housing 520. Specifically, the rear end portion 101a of the inverter housing 101 is located further forward than any of the first motor housing 511, the second motor housing 512, and the axle housing 520.

[0058] In addition, in the longitudinal direction of the vehicle V, the front end portion 101b of the inverter housing 101 is either flush with the front end portions of any of the first motor housing 511, the second motor housing 512, and the axle housing 520, or is located rearward of the front end portions of any of the first motor housing 511, the second motor housing 512, and the axle housing 520. Specifically, the front end portion 101b of the inverter housing 101 is located at a position set back from the front end portions of the first motor housing 511 and the axle housing 520. In addition, the front end portion 101b of the inverter housing 101 is located at a position that is approximately flush with the front end portion of the second motor housing 512.

[0059] Furthermore, in a plan view from above, the rear end 101a of the inverter housing 101 is tapered so that its width gradually decreases from the left (outside) to the right (inside) in the vehicle width direction as it moves from front to rear. In other words, when an imaginary line L1 is drawn along the rear end face of the rear end 101a of the inverter housing 101, the rear end 101a of the inverter housing 101 is formed in a shape such that the imaginary line L1 intersects with an imaginary line L0 along the vehicle width direction at an angle of less than 90°.

[0060] 4. Detailed structure of the inverter 100 The detailed structure of the inverter 100 will be described with reference to FIG.

[0061] As shown in Fig. 4(b), the inverter housing 101 of the inverter 100 is configured by combining a housing body 102 and a lid 103. The housing body 102 has an opening at the top, and the lid 103 closes the opening of the housing body 102. The housing body 102 and the lid 103 are both formed using a conductive material (for example, a metal material or a carbon fiber reinforced resin).

[0062] 4(a) and 4(b), a DC connector (conversion device side DC connector) CN3 is provided in the rear portion of the right side wall of the housing main body 102, and an AC connector (conversion device side AC connector) CN4 is provided in the front portion. The DC connector CN3 is a connector that connects the inverter 100 to DC wiring on the battery 200 side, and the AC connector CN4 is a connector that connects the inverter 100 to AC wiring on the motor M side.

[0063] A plurality of (in this embodiment, for example, three) PCM connectors CN51 to CN53 (hereinafter collectively referred to as PCM connectors CN5) are provided to protrude upward from the cover 103. These PCM connectors CN5 are connectors that connect the PCM 400 to the inverter 100.

[0064] As shown in Fig. 4(a), the inverter 100 includes a DC input / output unit 104, a smoothing unit 105, a power module unit 106, and an AC input / output unit 107, which are housed in an inverter housing 101. The DC input / output unit 104, the smoothing unit 105, the power module unit 106, and the AC input / output unit 107, which are housed in the housing 101, are arranged in this order from the front to the rear in the longitudinal direction of the vehicle V. In the inverter 100, the DC input / output unit 104 is housed in a rear end portion 101a of the inverter housing 101, which is configured in a tapered shape.

[0065] The smoothing unit 105 includes a smoothing capacitor such as a film capacitor or an electrolytic capacitor. The smoothing unit 105 may also be provided with an X capacitor.

[0066] The power module unit 106 is configured from an IGBT (Insulated Gate Bipolar Transistor). Note that the power module unit 106 does not necessarily have to be configured from an IGBT, and may be configured from a known power module such as a MOSFET (Metal Oxide Semiconductor Field Effect Transistor).

[0067] The DC connector CN3 is configured as a part of the DC input / output unit 104, and the AC connector CN4 is configured as a part of the AC input / output unit 107.

[0068] Although detailed description is omitted, the inverter housing 101 is also provided with a refrigerant circulation path for cooling the smoothing section 105 and the power module section 106.

[0069] 5. Configuration inside the motor housing 510 The electrical configuration within the motor housing 510 will be described with reference to FIGS.

[0070] As shown in Fig. 5, a DC connector (drive device side DC connector) CN6 and an AC connector (drive device side AC connector) CN7 are provided on the left wall portion of the first motor housing 511. The DC connector CN6 is a connector that is coupled to the DC connector CN3 (see Fig. 4) of the inverter 100 and is provided on the rear side. The AC connector CN7 is a connector that is coupled to the AC connector (see Fig. 4) of the inverter 100 and is provided on the front side.

[0071] As described above, the DC connector CN3 and the DC connector CN6 are connected together, and the AC connector CN4 and the AC connector CN7 are connected together simultaneously by sliding the inverter housing 101 of the inverter 100 horizontally toward the first motor housing 511.

[0072] As shown in Figures 5 to 7, the housing interior space 510a of the motor housing 510 accommodates two DC bus bars (DC wiring) LN4, a ferrite core (noise filter component) 513, three AC bus bars (AC wiring) LN2, and a power line LN3.

[0073] 6 and 7, the two DC bus bars LN4 connect the DC connector CN6 and the DC connector CN8. Also, as shown in Fig. 7 and 8, the three AC bus bars LN2 connect the AC connector CN7 and the coil of the stator 515 of the motor M.

[0074] 6(a) and 6(b), the ferrite core 513 is inserted in the middle portion of the DC bus bar LN4 in the longitudinal direction. Specifically, the DC bus bar LN4 is arranged so that the middle portion in the longitudinal direction is inserted through the hole of the ferrite core 513. The ferrite core 513 is provided as a noise countermeasure (EMC countermeasure) in the power train PT including the inverter 100.

[0075] As shown in FIGS. 5 and 7, the power line LN3 connects the DC bus bar LN4 and the connector CN1. As shown in FIGS. 6(a) and 6(b), the power line LN3 branches off at points (PT1, PT2) on the DC connector CN8 side of the DC bus bar LN4 where the ferrite core 513 is inserted. That is, the power line LN3 branches off at a junction box (branching portion) JB on the DC connector CN8 side of the DC bus bar LN4 where the ferrite core 513 is inserted. The power line LN3 is routed so as to extend forward within the housing space 510a. The power line LN3 and the connector CN1 are connected in a forward portion within the housing space 510a. A fuse 514 is inserted between one of the wirings of the power line LN3 and one of the bus bars of the DC bus bar LN3.

[0076] In this embodiment, the power line LN3 is made of a coated electric wire, and therefore, as shown in Figures 7 and 8, the power line LN3 does not short-circuit at the portion where it intersects with the AC bus bar LN2.

[0077] 6(a), the DC bus bar LN4 is arranged in the housing interior space 510a so as to snake in the vehicle width direction. More specifically, the DC bus bar LN4 is arranged so as to snake between a location below the DC connector CN6 and a location to the left of that location.

[0078] 6(a) and 6(b), the ferrite core 513 is disposed below the DC connector CN6. Therefore, when the DC connector CN3 of the inverter 100 is coupled to the DC connector CN6, the ferrite core 513 is disposed in a positional relationship that overlaps with the DC input / output unit 104 of the inverter 100 (see FIG. 4(a)) in a plan view from above.

[0079] 6. Behavior of power unit PT during vehicle collision The behavior of the power unit PT in the event of a vehicle collision will be described with reference to Fig. 9. In the following, the case of an offset collision on the front left side of the vehicle V will be described.

[0080] As shown in Fig. 9(a), in the vehicle V according to this embodiment, the powertrain PT is mounted in a powertrain room R1 provided in the front part. Note that Figs. 9(a) and 9(b) only show the engine E and the inverter 100 of the powertrain PT.

[0081] In the vehicle V according to this embodiment, the inverter 100 is disposed in the power train room R1 on the left side of the engine E. The inverter 100 is disposed so that the rear end 101a of the inverter housing 101 faces the rear side of the vehicle.

[0082] Additionally, a bumper reinforcement BR is disposed in front of the powertrain PT mounted in the powertrain room R1, and front side frames SF are disposed on both sides of the powertrain PT. The bumper reinforcement BR is disposed to extend in the vehicle width direction, and the front ends of the front side frames SF are connected to the bumper reinforcement BR and extend rearward from this connected portion.

[0083] As shown in FIG. 9(b), assuming that the vehicle V has an offset collision, a colliding object (obstacle) 700 intrudes into the powertrain compartment R1 as indicated by arrow B1. In this case, the left portion of the bumper reinforcement BR is pushed rearward. As a result, a portion of the left front side frame SF undergoes deformation, such as buckling, to absorb the impact force. Also, in this case, the powertrain PT rotates left as indicated by arrow B2 in a plan view from above.

[0084] As shown in FIG. 9(b), when the powertrain PT rotates as shown by the arrow B2 due to an offset collision, the rear end 101a of the inverter housing 101 approaches the passenger compartment R2.

[0085] Here, if the rear end portion 901a of the inverter housing is not tapered as in this embodiment in a comparative example, it is conceivable that the rear end portion 901a may collide with the dash panel DP.

[0086] In contrast to this, in this embodiment, the rear end portion 101a of the inverter housing 101 is formed in a tapered shape as described above, so that the rear end portion 101a is prevented from colliding with the dash panel DP.

[0087] 7.Effects The structure employed in the powertrain PT of the vehicle V according to this embodiment has a ferrite core (noise filter component) 513 inserted in the DC bus bar (DC wiring) LN4. This prevents noise generated in the inverter (power conversion device) from leaking from the point in the DC bus bar LN4 where the ferrite core 513 is inserted to the DC connector CN8 side and from the DC connector CN8 to the wiring on the battery 200 side (EMI countermeasures). Furthermore, even if noise is carried on the wiring from the battery 200 to the DC connector CN8, the noise is prevented from interfering with the operation of the inverter 100 (EMS countermeasures).

[0088] Furthermore, in the structure employed in the powertrain PT of the vehicle V, the DC bus bar LN4 is housed inside the drive unit housing 500 (specifically, inside the motor housing 510) which is made of a conductive material. This prevents electromagnetic waves from being emitted from the inverter 100 side toward the outside of the drive unit housing 500 relative to the location where the ferrite core 513 is inserted in the DC bus bar LN4, and also prevents electromagnetic waves from interfering with the DC bus bar LN4 from the outside of the drive unit housing 500. Therefore, the powertrain structure of the vehicle V has EMC measures in place.

[0089] Furthermore, in the structure employed in the powertrain PT of the vehicle V, the ferrite core 513 is not housed in the inverter housing 101, but is housed in a drive unit housing 500 that is tightly joined to the inverter housing 101. Therefore, in the structure employed in the powertrain PT of the vehicle V, it is possible to reduce the size of the inverter housing 101 by the amount that does not house the ferrite core 513, and it is possible to prevent the inverter housing 101 from colliding with surrounding parts in the event of a vehicle collision.

[0090] Furthermore, in the structure employed in the powertrain PT of the vehicle V according to this embodiment, the DC bus bar LN4 is housed in the drive unit housing 500, which has a relatively high rigidity, and therefore damage to the DC bus bar LN4 can be suppressed in the event of a vehicle collision. Therefore, in the structure employed in the powertrain PT of the vehicle V, even in the event of a vehicle collision, the DC bus bar LN4 can be protected at least until the power supply is cut off, and high safety can be ensured.

[0091] Furthermore, when it is assumed that the DC bus bar LN4 is arranged outside the drive unit housing 500 as in the techniques disclosed in the above Patent Documents 1 and 2, it is also possible to ensure sufficient space so that the DC bus bar LN4 is not pinched or hits hard against surrounding components in the event of a vehicle collision, or to ensure space for providing a protector to protect the DC bus bar LN4. Even when such a structure is adopted, it is believed that damage to the DC bus bar LN4 arranged outside the drive unit housing 500 in the event of a vehicle collision can be suppressed.

[0092] However, when adopting a structure in which the DC bus bar LN4 is disposed outside the drive unit housing 500 as described above, it is considered difficult to improve the degree of freedom in arranging the powertrain PT and to make the vehicle V more compact. In contrast, in the structure adopted for the powertrain PT of the vehicle V according to this embodiment, the DC bus bar LN4 is housed inside the drive unit housing 500, so the space required to ensure safety around the DC bus bar LN4 can be kept narrow, thereby improving the degree of freedom in arranging the powertrain PT and making the vehicle V more compact.

[0093] As mentioned above, "tightly joined" means that even if a minute gap occurs at the joint between the drive device housing 500 and the inverter housing 101, electromagnetic waves will not enter or exit through the gap.

[0094] Furthermore, in the structure employed in the powertrain PT of the vehicle V according to this embodiment, the rear end 101a of the inverter housing 101 is formed in a tapered shape as described above, which prevents the inverter housing 101 from colliding with surrounding components (such as the dash panel DP) during a vehicle collision (see FIG. 9). That is, during a vehicle collision (particularly an offset collision), the inverter housing 101 may rotate together with the drive unit housing 500 in a plan view. In such a case, if the rear end 101a of the inverter housing 101 is not formed in a tapered shape as described above (rear end 901a as a comparative example in FIG. 9(b)), there is a high risk that the corners of the rear end 901a will collide with surrounding components (such as the dash panel DP), which may damage the inverter 100.

[0095] On the other hand, in the structure employed in the powertrain PT of the vehicle V according to this embodiment, the rear end 101a of the inverter housing 101 is tapered, thereby reducing the risk of the rear end 101a of the inverter housing 101 colliding with surrounding components (such as the dash panel DP) even in the event of a vehicle collision such as an offset collision. Therefore, the structure employed in the powertrain PT of the vehicle V is advantageous in ensuring high safety in the event of a vehicle collision.

[0096] Furthermore, in the structure employed in the powertrain PT of the vehicle V according to this embodiment, the DC input / output unit 104 of the inverter 100 and the ferrite core 513 housed in the drive unit housing 500 are positioned so as to overlap in a plan view from above, so that while the rear end 101a of the inverter housing 101 has a tapered shape as described above, the inverter housing 101 is prevented from protruding from the outline of the drive unit housing 500 in a plan view. Therefore, in the structure employed in the powertrain PT of the vehicle V, it is possible to prevent the inverter housing 101 from colliding with surrounding components before the drive unit housing 500 in the event of a vehicle collision, which is further advantageous in ensuring high safety in the event of a vehicle collision.

[0097] Furthermore, in the structure employed in the powertrain PT of the vehicle V according to this embodiment, a junction box JB is provided between the location where the ferrite core 513 is inserted in the DC bus bar LN4 and the location where the DC connector CN8 is connected, and the power line LN3 branches off from the junction box JB. This prevents noise generated by the inverter 100 from being transmitted to the power line LN3. Furthermore, because the power line LN3 is also housed within the drive unit housing 500, electromagnetic waves from outside the housing 500 are also prevented from being transmitted to the power line LN3. Therefore, the structure employed in the powertrain PT of the vehicle V has an advantage in implementing more reliable EMC measures.

[0098] Furthermore, in the structure employed in the powertrain PT of the vehicle V according to this embodiment, the DC connector (conversion device side DC connector) CN3 and the DC connector (drive device side DC connector) CN6, and the AC connector (conversion device side AC connector) CN4 and the AC connector (drive device side AC connector) CN7 are coupled together by sliding the drive device housing 500 (specifically, the first motor housing 511) and the inverter housing 101 relatively in the horizontal direction. This makes it possible to easily attach and detach the inverter housing 101 and the drive device housing 500 during manufacturing or maintenance of the power unit PT.

[0099] Furthermore, in the structure employed in the powertrain PT of the vehicle V according to this embodiment, as shown in Fig. 6(a), the DC bus bar LN4 is arranged so as to snake in the left-right direction when viewed from the side. Therefore, compared to a structure in which the DC bus bar LN4 is arranged linearly from top to bottom and a ferrite core 513 is inserted midway, the vertical dimension of the area in the drive unit housing 500 in which the DC bus bar LN4 is accommodated can be made smaller. Therefore, the structure employed in the powertrain PT of the vehicle V is advantageous in making the overall vertical size of the powertrain PT smaller.

[0100] Furthermore, in the structure employed in the powertrain PT of the vehicle V according to this embodiment, the inverter housing 101 is fixed to a portion of the drive unit housing 500 (axle housing 520) that houses the transmission mechanism via a bracket 530. Therefore, not only are the connectors CN3, CN4, CN6, and CN7 connected to each other by sliding the inverter housing 101 and the drive unit housing 500, but the inverter housing 101 and the drive unit housing 500 are also more firmly connected to each other by fixing the inverter housing 101 and the drive unit housing 500 via the bracket 530. This makes it possible to prevent the drive unit housing 500 and the inverter housing 101 from becoming separated due to vibrations while the vehicle is traveling or shocks during a vehicle collision.

[0101] Furthermore, in the structure employed for the powertrain PT of the vehicle V according to this embodiment, the powertrain PT is mounted in a powertrain room R1 provided at the front of the vehicle V, and the DC connector CN8 is disposed on the rear wall of the drive unit housing 500. Therefore, even in the event of a frontal collision of the vehicle V, it is possible to prevent the DC connector CN8 from being damaged by an obstacle entering the powertrain room R1 or a component of the vehicle V being pushed rearward by the obstacle. Therefore, the structure employed for the powertrain PT of the vehicle V is even more advantageous in ensuring high safety in the event of a vehicle collision.

[0102] As explained above, the structure adopted for the powertrain PT of the vehicle V according to this embodiment can achieve both EMC countermeasures and ensure safety in the event of a vehicle collision.

[0103] [Variations] In the above embodiment, the drive device housing 500 and the inverter housing 101 are separate members tightly joined to each other. However, the present invention may also employ a configuration in which the drive device housing 500 and the inverter housing are integrated. That is, the present invention may employ a configuration in which the converter housing is not provided separately from the drive device housing, but a portion of the drive device housing has an outwardly bulging portion, and the components of the power converter are housed within the bulging portion. In this case, the components of the power converter do not necessarily need to be densely arranged within the housing space of the drive device housing, and may be dispersed within the housing space.

[0104] In the above embodiment, the inverter 100 is used as an example of a power conversion device, but the present invention can also use a device other than an inverter as a power conversion device. For example, a DC-DC converter can also be used as a power conversion device.

[0105] In the above embodiment, the ferrite core 513 is used as an example of a noise filter component, but the present invention can also use noise filter components other than ferrite cores. For example, it is also possible to use a choke coil, a Y capacitor, or the like as a noise filter component.

[0106] In addition, in the above embodiment, the wires are connected to each other by coupling with socket-type connectors CN1 to CN8, but in the present invention, it is not necessary to connect the wires to each other using socket-type connectors. That is, in this specification, the term "connector" simply means a joint between wires, and is not limited to a specific joint type.

[0107] In the above embodiment, the rear end 101a of the inverter housing 101 is tapered, but in the present invention, the rear end of the converter housing does not necessarily have to be tapered. There are no limitations on the shape as long as the converter housing can avoid collision with surrounding components (such as the dash panel DP) in the event of a vehicle collision in relation to the drive unit housing.

[0108] In addition, in the above embodiment, an arrangement configuration is employed that satisfies a positional relationship in which the DC input / output unit 104 of the inverter 100 and the ferrite core 513 overlap in a plan view from above, but the present invention is not limited to this. For example, if sufficient space is secured inside the drive device housing, the DC input / output unit and the noise filter component may be arranged in a positional relationship in which they do not overlap in a plan view but are shifted.

[0109] In the above embodiment, the junction box JB into which the power line LN3 branches is disposed inside the drive device housing 500, but in the present invention, the junction box may be disposed outside the drive device housing.

[0110] In the above embodiment, the connectors CN3, CN4, CN6, and CN7 are coupled to each other by sliding the inverter housing 101 and the drive unit housing 500, but the present invention is not limited to this. For example, the conductive parts may be connected to each other by fastening another conductive part to a conductive part formed on the terminal block using a bolt or the like. Furthermore, the direction of the sliding movement does not necessarily have to be the vehicle width direction, but may be the vehicle's fore-and-aft direction or a diagonal direction (a direction diagonal to the fore-and-aft direction and the vehicle width direction).

[0111] In the above embodiment, the inverter housing 101 and the axle housing 520 are fixed via the bracket 530, but the present invention is not limited to this. For example, the coupled connectors can be further screwed together, or the converter housing can be fixed to the motor housing.

[0112] In the above embodiment, the powertrain room R1 is provided in the front of the vehicle V. However, in the present invention, the powertrain room can also be provided in the rear of the vehicle. In this case, the DC connector, which is the connection part with the battery, can be provided in the front wall of the drive unit housing. By providing the DC connector in this manner, high safety in the event of a rear-end collision can be ensured.

[0113] In the above embodiment, the electric compressor C of the air conditioner is used as an example of the auxiliary equipment, but the present invention is not limited to this. For example, the auxiliary equipment may be a refrigerant pump that circulates a refrigerant for cooling the powertrain PT. [Explanation of symbols]

[0114] 100 Inverter (power conversion device) 101 Inverter housing (converter housing) 101a Rear end of housing 200 Battery 500 Drive Unit Housing 510 motor housing 510a Housing space 513 Ferrite core (noise filter part) 520 axle housing 530 Bracket C Electric compressor (auxiliary) CN8 DC connector JB Junction Box (branch) LN3 power line LN4 DC bus bar (DC wiring) Medium motor PT Powertrain V vehicle

Claims

1. a drive unit including a motor as a drive source for running the vehicle, and a drive unit housing formed using a conductive material and accommodating at least the motor; a battery as a power source for the motor; a power conversion device including a circuit unit interposed between the motor and the battery and performing power conversion between the motor and the battery, and a converter housing formed using a conductive material and accommodating the circuit unit; Equipped with The converter housing is tightly joined to the drive device housing or is integral with the drive device housing; a DC connector to which wiring extending from the battery is connected is disposed on a wall of the drive device housing, and DC wiring connecting the circuit unit of the power conversion device and the DC connector, and a noise filter component inserted in the DC wiring are accommodated. Vehicle powertrain structure.

2. The converter housing is placed on at least a portion of the upper portion of the drive unit housing, and when viewed from above in a plan view, the rear end portion is formed in a tapered shape so that the width gradually decreases from the outer side to the inner side in the vehicle width direction as it goes from the front to the rear.

2. A vehicle powertrain structure according to claim 1.

3. In a plan view from above, a DC input / output unit that is a connection unit with the DC wiring in the power conversion device and the noise filter component are arranged in an overlapping positional relationship.

3. A vehicle powertrain structure according to claim 2.

4. The drive unit housing accommodates a power line for supplying DC power to an auxiliary device, a branch portion is provided in the drive device housing, at which the power line branches off closer to the DC connector than a position where the noise filter component is inserted in the DC wiring; 4. A vehicle powertrain structure according to claim 1.

5. the drive device housing accommodates AC wiring that connects the circuit unit of the power conversion device and the motor; a drive device-side DC connector, which is a connection portion of the DC wiring with the circuit unit, and a drive device-side AC connector, which is a connection portion of the AC wiring with the circuit unit, are respectively disposed on the wall portion of the drive device housing; a converter-side DC connector, which is a connection portion with the DC wiring in the circuit unit, and a converter-side AC connector, which is a connection portion with the AC wiring in the circuit unit, are respectively arranged on a wall portion of the converter housing; the drive device-side DC connector and the converter-side DC connector, and the drive device-side AC connector and the converter-side AC connector are coupled by sliding the power converter relative to the drive device.

4. A vehicle powertrain structure according to claim 1.

6. When the DC wiring is viewed from a direction intersecting both the up-down direction and the direction of the slide movement, the DC wiring is arranged so as to meander in the direction of the slide movement.

6. A vehicle powertrain structure according to claim 5.

7. the drive device further includes a transmission connected to an output shaft of the motor; the drive housing is configured to also house the transmission; The conversion device housing is fixed via a bracket to a portion of the drive device housing in which the transmission is accommodated.

6. A vehicle powertrain structure according to claim 5.

8. the drive device and the power conversion device are mounted in a power train room provided in a front part of the vehicle, The battery is mounted in a portion of the vehicle rearward of the powertrain room, The DC connector is disposed on the rear wall of the drive device housing.

4. A vehicle powertrain structure according to claim 1.

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