Vehicle powertrain structure

Abstract

To provide a vehicle powertrain structure capable of ensuring safety upon a vehicle collision.SOLUTION: A vehicle includes a drive device, a battery, and an inverter. The drive device includes a motor M for vehicle travel and a motor housing 510 made of a conductive material. A DC connector CN8 to which wiring extending from the battery is connected is disposed on a rear wall part 510d of the motor housing 510. There are accommodated, inside the motor housing 510, a DC bus bar LN2 connecting the DC connector CN8 and a circuit part in the inverter, and auxiliary machine wiring LN3 connecting the DC connector CN8 and an electric compressor mounted on the vehicle. A junction box in which the auxiliary machine wiring LN3 branches from the DC bus bar LN2 is arranged in a rear space part 510b behind a motor accommodation space part 510a in which a stator 514 and a rotor of the motor M are accommodated.SELECTED DRAWING: Figure 4

Description

[Technical Field]

[0001] The present invention relates to a powertrain structure for a vehicle, and more particularly to a powertrain structure having a power supply path that supplies electric power from a battery to a motor and auxiliary equipment. [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. Patent Document 1 discloses a drive device for a vehicle equipped with a motor as a driving source for traveling.

[0003] The vehicle drive device disclosed in Patent Document 1 includes a motor as a drive source for traveling, a case that houses the motor, and an electric pump that is housed together with the motor in the case. The vehicle drive device disclosed in Patent Document 1 employs a configuration in which an opening is provided at the top of the case and the opening is closed with a lid.

[0004] In the vehicle drive device disclosed in Patent Document 1, a power connector for connection to a battery is provided on a cover. Wiring connected to the power connector is branched inside the case. One of the branched wires is connected to a motor via a first inverter. The other branched wire is connected to an electric motor of an electric pump via a second inverter. [Prior art documents] [Patent documents]

[0005] [Patent Document 1] Patent No. 6070444 Summary of the Invention [Problem to be solved by the invention]

[0006] However, with the technology disclosed in Patent Document 1, it is considered difficult to ensure safety in the event of a vehicle collision. Specifically, in the vehicle drive system disclosed in Patent Document 1, a power connector is provided on a cover disposed on the top of the case, and connection to the battery is made via the power connector. The battery connected to the motor for driving the vehicle outputs higher voltage power than conventionally used lead batteries, etc. Therefore, with the vehicle drive system disclosed in Patent Document 1, depending on the wiring arrangement of the power supply, connector, and wiring connected thereto, the power connector and the wiring connected thereto are easily damaged in the event of a vehicle collision, making it considered difficult to ensure safety. In addition, the DC wiring outside the case is likely to be long.

[0007] The present invention has been made to solve the above-mentioned problems, and has an object to provide a vehicle powertrain structure that can ensure safety in the event of a vehicle collision. [Means for solving the problem]

[0008] A vehicle powertrain structure according to one aspect of the present invention includes a drive unit mounted in a front portion of the vehicle and having a motor as a drive source for propelling the vehicle and a drive unit housing that houses at least the motor, a battery as a power source for the motor, and a power conversion unit mounted in the front portion of the vehicle and having a circuit unit that converts power between the motor and the battery and a converter housing that houses the circuit unit. The vehicle is equipped with an accessory that operates using power from the battery. In the vehicle powertrain structure according to this aspect, the converter housing is tightly joined to the drive unit housing or is integral with the drive unit housing, a power connector is disposed on a rear wall of the drive unit housing to which wiring extending from the battery is connected, and converter wiring that connects the power connector to the circuit unit and accessory wiring that connects the power connector to the accessory are housed inside the drive unit housing. A branching portion where the auxiliary wiring branches off from the converter wiring is disposed in a portion of the drive unit housing rearward of the motor.

[0009] In the vehicle powertrain structure according to the above aspect, a drive unit is mounted in the front of the vehicle, and a power connector is disposed in a wall portion on the rear side (rear side in the vehicle longitudinal direction) of the drive unit housing. Therefore, even if an obstacle enters the portion of the front of the vehicle where the drive unit is mounted, in the event of a frontal collision, the power connector can be prevented from being damaged by the obstacle or by vehicle components that are pushed rearward by the obstacle. In other words, the drive unit housing that houses the motor and other components has a relatively high rigidity, and therefore functions as a protective member that protects the power connector in the event of a frontal collision.

[0010] In the vehicle powertrain structure according to the above aspect, the converter wiring and the auxiliary wiring are housed inside the drive unit housing, and the branch portion is located behind the motor inside the drive unit housing. Therefore, even in the event of a frontal collision, the drive unit housing and the motor (stator and rotor) function as protective members to protect the converter wiring, the auxiliary wiring, and the branch portion.

[0011] Therefore, the vehicle powertrain structure according to the above aspect can ensure safety in the event of a vehicle collision. Also, compared to when the converter wiring, auxiliary wiring, and branching portion are provided outside the drive unit housing, there is less need to secure space to prevent these from colliding with surrounding components or the vehicle body and being damaged in the event of a collision, or to secure space for arranging protectors for these.

[0012] The term "tightly joined" as used above means that even if a minute gap occurs at the joint between the drive device housing and the converter device housing, electromagnetic waves will not enter or exit through the gap.

[0013] Furthermore, the "power conversion" performed by the circuitry of a power conversion device refers to converting at least one variable of power, such as voltage, current, frequency, phase, or number of phases, into another form. For example, this refers to conversion between DC power and AC power, or conversion to increase or decrease voltage.

[0014] In the vehicle powertrain structure according to the above aspect, the auxiliary wiring may be formed so that the cross-sectional area of ​​the conductive portion in a cross section is smaller than the cross-sectional area of ​​the conductive portion in a cross section of the converter wiring.

[0015] In the vehicle powertrain structure according to the above aspect, the auxiliary wiring is formed so that the cross-sectional area of ​​the conductive portion of the auxiliary wiring is smaller than the cross-sectional area of ​​the conductive portion of the converter wiring, so that the space occupied by the auxiliary wiring when routed inside the drive unit housing can be kept small, thereby preventing the drive unit housing from becoming larger.

[0016] In the vehicle powertrain structure according to the above aspect, the battery may be mounted rearward of the vehicle relative to the drive device.

[0017] In the vehicle powertrain structure according to the above aspect, the battery is mounted rearward of the drive unit, so the length of the wiring connecting the battery to the power connector disposed on the rear wall of the drive unit housing can be kept short, thereby reducing electrical resistance between the battery and the power conversion device, and between the battery and the auxiliary equipment.

[0018] Furthermore, since the length of the wiring connecting the power connector and the battery can be kept short, the space required for routing the wiring can be kept small, and manufacturing costs can also be reduced.

[0019] In the powertrain structure of the vehicle according to the above aspect, the vehicle is provided with an output shaft that transmits the driving force for running output from a powertrain including the motor to wheels, and the output shaft is arranged to pass through a portion of the drive unit housing rearward of the motor in the vehicle width direction, and the branch portion may be located near the output shaft, at the same position in the fore-and-aft direction as the rear end of the outer periphery of the output shaft, or further forward than the rear end.

[0020] In the vehicle powertrain structure according to the above aspect, the branch portion is disposed near the output shaft and at the same position as or forward of the rear end of the output shaft in the fore-and-aft direction, so that the branch portion can be prevented from being damaged by the rear wall portion of the drive unit housing or surrounding members in the event of a frontal collision of the vehicle. In other words, the output shaft has relatively high rigidity and therefore functions as a protective member that protects the branch portion in the event of a frontal collision.

[0021] In the vehicle powertrain structure according to the above aspect, the portion of the drive unit housing that accommodates the motor has two housing elements, both of which have a dish shape, and is configured by joining the opening edges of the two housing elements together, and in a direction perpendicular to the rotation axis of the motor, one of the two housing elements is formed with a larger diameter than the other housing element, and the converter housing is provided separately from the drive unit housing, and is adjacent to the one housing element in the vehicle width direction and placed on top of the other housing element.

[0022] In the vehicle powertrain structure according to the above aspect, the converter housing is placed on the other housing element having a smaller diameter and is disposed adjacent to the one housing element having a larger diameter in the vehicle width direction, so that the converter housing is disposed by utilizing the step portion between the one housing element and the other housing element having different diameters. Therefore, in the vehicle powertrain structure according to the above aspect, the effective use of space can prevent the size of the entire powertrain from increasing.

[0023] In the vehicle powertrain structure according to the above aspect, the one housing element may have a DC connection portion with the power conversion device on the rear side and an AC connection portion with the power conversion device on the front side, and a motor connection line connecting the AC connection portion and the motor housed in an inner space, and the auxiliary wiring may extend forward from the branch portion inside the one housing element and be arranged to cross the motor connection line at an overpass while being electrically insulated from the motor connection line.

[0024] In the vehicle powertrain structure according to the above aspect, the auxiliary wiring extends forward within one of the housing elements and crosses the motor connecting wire at an intersection while being electrically insulated from the motor connecting wire. Therefore, in the vehicle powertrain structure according to the above aspect, the branching portion is disposed rearward to protect the branching portion in the event of a frontal collision, and the crossing of the motor connecting wire at an intersection allows the auxiliary wiring to be routed forward of the motor connecting wire. Therefore, in the vehicle powertrain structure according to the above aspect, the auxiliary wiring can be routed forward of the motor connecting wire with a high degree of freedom while protecting the branching portion.

[0025] In the vehicle powertrain structure according to the above aspect, the auxiliary wiring may be configured as a covered wire.

[0026] In the vehicle powertrain structure according to the above aspect, the auxiliary wiring is constructed using coated wire, so that the auxiliary wiring can be routed with a high degree of freedom in terms of layout while preventing short circuits with other components within the drive unit housing.

[0027] In the vehicle powertrain structure relating to the above aspect, the drive unit housing and the converter unit housing may both be formed using a conductive material, and a noise filter component may be inserted in the converter unit wiring at a location closer to the circuit unit than the branch portion.

[0028] In the vehicle powertrain structure according to the above aspect, a noise filter component is inserted in the converter wiring, preventing noise generated in the power converter from leaking beyond the noise filter component to the power connector side of the converter wiring and from the power connector to the wiring on the battery side (EMI (Electro Magnetic Interference) countermeasure). Furthermore, even if noise from other devices is carried on the wiring from the battery to the power connector, the noise is prevented from interfering with the operation of the power converter (EMS (Electro Magnetic Susceptibility) countermeasure).

[0029] In the vehicle powertrain structure according to the above aspect, the converter wiring is housed in the drive unit housing made of a conductive material, which prevents electromagnetic waves from radiating from the power converter side to the outside of the housing rather than from the noise filter components in the converter wiring, and also prevents electromagnetic waves from interfering with the converter wiring from outside the drive unit housing, thereby achieving EMS (Electro Magnetic Compatibility) measures.

[0030] Furthermore, in the vehicle powertrain structure according to the above aspect, the noise filter component is inserted closer to the power converter than the branch point where the auxiliary wiring branches, preventing noise generated by the power converter from being transmitted to the auxiliary wiring. Furthermore, because the auxiliary wiring is housed within the drive unit housing, noise from other devices outside the housing is also prevented from being transmitted to the auxiliary wiring. Therefore, the vehicle powertrain structure according to the above aspect can simultaneously protect the power connector and branch point during a frontal collision and provide EMC protection. [Effects of the Invention]

[0031] The vehicle powertrain structure according to each of the above aspects can ensure safety in the event of a vehicle collision. [Brief explanation of the drawings]

[0032] [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 diagram showing a power supply path from a battery. [Figure 4] FIG. 2 is a left side view seen from the engine side, showing the configuration inside the motor housing. [Figure 5] FIG. 5 is an enlarged view of a portion A1 in FIG. 4. [Figure 6]5A and 5B are diagrams for explaining part A2 in FIG. 4, in which (a) is a front view and (b) is a right side view. [Figure 7] FIG. 1(a) is a partial cross-sectional view showing a branch wiring, and FIG. 1(b) is a partial cross-sectional view showing a DC bus bar. [Figure 8] FIG. 2 is a plan view of the inverter as seen from above. [Figure 9] 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 10] 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

[0033] 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.

[0034] 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.

[0035] 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.

[0036] 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.

[0037] 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.

[0038] The motor M is a three-phase, three-wire AC motor that rotates upon receiving a supply of three-phase AC power and includes a rotating shaft, a rotor with permanent magnets arranged around the rotating shaft, and a stator arranged on the outer periphery of the rotor and having a plurality of teeth on which coils are wound. 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.

[0039] 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 (output shaft) S via the differential gear DF ​​and transmitted to the wheels W.

[0040] 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.

[0041] The battery 200 is mounted behind the powertrain PT, specifically under the floor of the passenger compartment R2. 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.

[0042] 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.

[0043] 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.

[0044] 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.

[0045] 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.

[0046] 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.

[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. Layout of each part in the powertrain PT The arrangement of each part of the powertrain PT will be explained with reference to Figure 2. Figure 2 is a front view of the powertrain PT as seen from the front 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 cylinder block 501 that forms the lower part of the engine, and a cylinder head 502 that is arranged above the cylinder block 501.

[0050] The motor M is disposed adjacent to the left side of the cylinder block 501 of the engine E, and is housed inside a motor housing 510 made up of a first motor housing (one housing element) 511 and a second motor housing (the other housing element) 512. The first motor housing 511 and the second motor housing 512 each have a dish shape (a shallow dish shape or a deep dish shape), and the opening edges of each are joined to form the motor housing 510.

[0051] 2, the motor M housed in the motor housing 510 is not shown, but the rotation shaft of the motor M is disposed to extend along the vehicle width direction. The first motor housing 511 has a larger diameter than the second motor housing 512 in a direction perpendicular to the direction in which the rotation shaft of the motor M extends (the vehicle width direction).

[0052] The first motor housing 511 and the second motor housing 512 are both formed using a conductive material (for example, a metal material or a carbon fiber reinforced resin).

[0053] 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 and a gear mechanism that constitutes the differential gear DF ​​are housed inside the axle housing 520. The axle housing 520 is formed using a conductive material (for example, a metal material or a carbon fiber reinforced resin).

[0054] In the powertrain PT, a drive unit housing 500 is formed by combining a cylinder block 501, a cylinder head 502, a motor housing 510, and an axle housing 520.

[0055] The inverter 100 is disposed in the width direction of the vehicle V, utilizing a stepped portion between the first motor housing 511 and the second motor housing 512. Specifically, the inverter 100 is disposed adjacent to the left side of the first motor housing 511, 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 first motor housing 511.

[0056] The inverter 100 also has an inverter housing (conversion device housing) 101 that forms an outer shell. The inverter housing 101 is fixed to the axle housing 520 via a bracket 530.

[0057] Furthermore, an electric compressor (auxiliary equipment) C of the air conditioner is also mounted in the power train room R1 (see FIG. 1) of the vehicle V. The electric compressor C receives DC power from the battery 200 (see FIG. 1) via a power line harness LN1. The electric compressor C is disposed in the front portion of the cylinder block 501. The power line harness LN1 is routed so as to extend in the vehicle width direction outside the cylinder block 501 along the front wall surface, and 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.

[0058] 3. Electrical connection between the battery 200 and the power train PT and the electric compressor C The electrical connections between the battery 200, the power train PT, and the electric compressor C will be described with reference to FIG.

[0059] As shown in Fig. 3, the battery 200 is connected to the powertrain PT via a DC-DC converter 300. The powertrain PT has a motor M and a ferrite core (noise filter component) 513 housed in a motor housing 510. The motor M is connected to the inverter 100 by AC wiring. The inverter 100 is connected to the battery 200 via the DC-DC converter 300 by DC wiring.

[0060] A junction box (branch) JB is provided in the DC wiring connecting the inverter 100 and the battery 200, from which the DC wiring (auxiliary wiring) connected to the connector CN1 branches. As described above, the power line harness LN1 is connected to the connector CN1. The power line harness LN1 is connected to the electric compressor C via the connector CN2.

[0061] DC power from battery 200 is supplied to inverter 100 via DC-DC converter 300, converted into AC power, and supplied to motor M. When vehicle V decelerates, AC power generated by motor M is converted into DC power by inverter 100 and supplied to battery 200 via DC-DC converter 300.

[0062] On the other hand, DC power is supplied from battery 200 via DC-DC converter 300 to electric compressor C via junction box JB. Note that junction box JB is disposed closer to battery 200 than ferrite core 513 in the DC wiring connecting inverter 100 and battery 200.

[0063] 4. Wiring arrangement within the motor housing 510 The routing of each wire within the motor housing 510 will be described with reference to Fig. 4 to Fig. 7. Fig. 5 is an enlarged view of part A1 in Fig. 4, and Fig. 6 is an enlarged view of part A2 in Fig. 4.

[0064] As shown in Fig. 4, the interior space of the motor housing 510 includes a motor accommodating space 510a that houses a stator 514 and a rotor (not shown) of the motor M, a rear space 510b provided behind the motor accommodating space 510a, and an upper space 510c provided above the motor accommodating space 510a. While Fig. 4 shows only the first motor housing 511 of the first motor housing 511 and second motor housing 512 that make up the motor housing 510, it is sufficient for the second motor housing 512 to have at least the motor accommodating space 510a inside. Furthermore, Fig. 4 shows the rear space 510b and the upper space 510c as being open on the near side of the page, but in the actual first motor housing 511, the rear space 510b and the upper space 510c are closed by walls except for the connectors CN3 and CN4.

[0065] The rear side of the rear space 510b is defined by a rear wall (rear wall) 510d. A DC connector (power connector) CN8 is provided in the vertical middle of the rear wall 510d. The DC connector CN8 is specifically provided at the same height as the radial center (rotation axis) of the stator 514 and rotor of the motor M. A power line extending from the battery 200 via the DC-DC converter 300 is connected to the DC connector CN8.

[0066] The upper side of the upper space 510c is defined by an upper wall 510e. A DC connector (DC connection portion) CN3 is disposed in the rear portion of the upper space 510c. An AC connector (AC connection portion) CN4 is disposed in the front portion of the upper space 510c. The DC connector CN3 and the AC connector CN4 are both provided so that their terminal portions protrude toward the left side (the front side of the paper in FIG. 4). These connectors CN3 and CN4 are provided for connection to the inverter 100.

[0067] As shown in FIGS. 6(a) and 6(b), two DC bus bars (converter wiring) LN2 are connected to the DC connector CN3. The other end of the DC bus bar LN2 is connected to the DC connector CN8. As shown in FIG. 6(a), the DC bus bar LN2 is arranged between the DC connector CN3 and the DC connector CN8 so as to snake in the left-right direction. A ferrite core (noise filter component) 513 is inserted in the portion of the DC bus bar LN2 extending in the left-right direction. By making the DC bus bar LN2 snake in the left-right direction and inserting the ferrite core 513 in the middle portion in this way, the vertical size of the motor housing 510 can be made smaller than if the DC bus bar LN2 were configured to extend in a substantially linear manner in the up-down direction.

[0068] Connection points PT1 and PT2 of the auxiliary wiring LN3 are provided in the DC bus bar LN2 between the point where the ferrite core 513 is inserted and the point where the DC bus bar LN2 is connected to the DC connector CN8. That is, a junction box (branching portion) JB, from which the auxiliary wiring LN3 branches, is provided in the DC bus bar LN2 between the point where the ferrite core 513 is inserted and the point where the DC bus bar LN2 is connected to the DC connector CN8. A fuse 515 is inserted in the auxiliary wiring LN3 at connection point PT2.

[0069] As shown in FIG. 4, a drive shaft (output shaft) S that passes through the motor housing 510 in the left-right direction is disposed in a portion of the rear space 510b below the area where the DC bus bar LN2 is disposed. An imaginary line Ls extending in the up-down direction is drawn at the rear end of the outer periphery of the drive shaft S. In this case, as shown in FIG. 6(b), the junction box JB is disposed forward of the imaginary line Ls. That is, the junction box JB is provided at a position that is farther away from the rear wall 510d than the imaginary line Ls. The position of the junction box JB may be the same as the imaginary line Ls in the vehicle longitudinal direction.

[0070] 4, the auxiliary wiring LN3 branched off at the junction box JB is routed forward through the upper space 510c, and the front end of the auxiliary wiring LN3 is connected to a connector (not shown) that is coupled to the connector CN1 (see FIG. 2).

[0071] 5, three AC bus bars (motor connection lines) LN4 are connected to the AC connector CN4. Each of the AC bus bars LN4 is connected to a coil provided on a stator 514 of the motor M (see FIG. 4).

[0072] In the upper space portion 510c, the auxiliary wiring LN3 crosses the AC bus bar LN4 at an elevated level while being electrically insulated from the AC bus bar LN4. In the present embodiment, the electrical insulation between the AC bus bar LN4 and the auxiliary wiring LN3 is achieved by using a covered wire for the auxiliary wiring LN3.

[0073] 4, the second motor housing 512 is not shown, but the DC connector CN3 and the AC connector CN4 are disposed in the first motor housing 511. The DC bus bar LN2, the AC bus bar LN4, and the auxiliary wiring LN3 are accommodated in the inner space of the first motor housing 511.

[0074] 5. Conductive parts of DC bus bar LN2 and auxiliary wiring LN3 The cross-sectional areas of the DC bus bar LN2 and the conductive portions of the auxiliary wiring LN3 will be described with reference to FIG.

[0075] As shown in FIG. 7(a), in a cross section perpendicular to the longitudinal direction of the auxiliary wiring LN3, the conductive portion has a cross-sectional area S3.

[0076] On the other hand, as shown in FIG. 7(b), the DC bus bar LN2 has a cross-sectional area S2 in a cross section perpendicular to the longitudinal direction.

[0077] In this embodiment, the auxiliary wiring LN3 is formed so that a cross-sectional area S3 of a conductive portion of the auxiliary wiring LN3 is smaller than the cross-sectional area S2 of the DC bus bar LN2.

[0078] In this embodiment, the DC connector CN3 and the DC connector CN8 are connected by the DC bus bar LN2, but the DC connector CN3 and the DC connector CN8 may also be connected by wiring made of a covered wire. In this case, the auxiliary wiring LN3 may be formed so that the cross-sectional area S3 of the conductive portion of the auxiliary wiring LN3 is smaller than the cross-sectional area of ​​the conductive portion of the converter wiring.

[0079] 6. Structure and layout of inverter 100 The structure and arrangement of the inverter 100 will be described with reference to FIGS.

[0080] 8, in the longitudinal direction of the vehicle V, the inverter housing 101 constituting the outer shell of the inverter 100 has a rear end 101a that is flush with the rear end 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 of any of the first motor housing 511, the second motor housing 512, and the axle housing 520. Specifically, in this embodiment, the rear end 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.

[0081] Furthermore, in the longitudinal direction of the vehicle V, the front end 101b of the inverter housing 101 is either flush with the front end of any of the first motor housing 511, the second motor housing 512, and the axle housing 520, or is located rearward of the rear end of any of the first motor housing 511, the second motor housing 512, and the axle housing 520. Specifically, in this embodiment, the front end 101b of the inverter housing 101 is located at a position retreated from the front end of the first motor housing 511 and the front end of the axle housing 520. Furthermore, the front end 101b of the inverter housing 101 is located at a position approximately flush with the front end of the second motor housing 512.

[0082] 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. That is, when an imaginary line L2 is drawn along the rear end face of the rear end 101a of the inverter housing 101 and an imaginary line L1 is drawn along the vehicle width direction, the rear end 101a of the inverter housing 101 is formed in a shape such that the imaginary line L2 intersects with the imaginary line L1 at an angle of less than 90° (acute angle).

[0083] As described above, the inverter housing 101 of this embodiment has the rear end 101a formed in the tapered shape as described above, which prevents the inverter housing 101 from colliding with surrounding components (such as the dash panel DP) in the event of a vehicle collision. Specifically, as shown in Fig. 10(a), in the vehicle V of this embodiment, the powertrain PT is mounted in a powertrain room R1 provided in the front. Note that Figs. 10(a) and 10(b) only show the engine E and the inverter 100 of the powertrain PT.

[0084] 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.

[0085] 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.

[0086] As shown in FIG. 10(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.

[0087] As shown in FIG. 10(b), when the powertrain PT rotates as shown by the arrow B2 due to an offset collision, the rear end portion 101a of the inverter housing 101 approaches the passenger compartment R2.

[0088] In a comparative example in which the rear end 901a of the inverter housing is not tapered as in this embodiment, it is conceivable that the rear end 901a would collide with the dash panel DP. In contrast, in this embodiment, the rear end 101a of the inverter housing 101 is tapered as described above, so that the rear end 101a is prevented from colliding with the dash panel DP.

[0089] 9(a), the inverter housing 101 of the inverter 100 is formed by combining a housing main body 102 and a lid 103. The housing main body 102 has an opening at the top, and the lid 103 closes the opening of the housing main body 102. The housing main body 102 and the lid 103 are both formed using a conductive material (for example, a metal material or a carbon fiber reinforced resin).

[0090] 9(a) and 9(b), a DC connector CN5 is provided at the rear portion of the right side wall of the housing main body 102, and an AC connector CN6 is provided at the front portion. The DC connector CN5 is coupled to a DC connector CN3 (see FIG. 4) provided on the first motor housing 511, and the AC connector CN6 is coupled to an AC connector CN4 (see FIG. 4) provided on the first motor housing 511. The coupling of the DC connector CN5 and the DC connector CN3, and the coupling of the AC connector CN6 and the AC connector CN4 are performed by sliding the inverter housing 101 rightward toward the first motor housing 511.

[0091] A plurality of (in this embodiment, for example, three) PCM connectors CN71 to CN73 (hereinafter collectively referred to as PCM connectors CN7) are provided to protrude upward from the cover 103. These PCM connectors CN7 are connectors that connect the PCM 400 to the inverter 100.

[0092] 9(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 this order in an inverter housing 101 from a rear end 101a toward a front end 101b. The DC input / output unit 104 is housed in the rear end 101a of the inverter housing 101, which has a tapered shape.

[0093] 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.

[0094] 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).

[0095] The DC connector CN5 is configured as a part of the DC input / output unit 104, and the AC connector CN6 is configured as a part of the AC input / output unit 107.

[0096] 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.

[0097] 7.Effects 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 in the front of the vehicle V, and a DC connector (power connector) CN8 is disposed in a rear wall portion of the drive unit housing 500 (specifically, the rear wall portion 510d of the motor housing 510). Therefore, even if the vehicle V suffers a frontal collision or an obstacle 700 enters the powertrain room R1 of the vehicle V, damage to the DC connector CN8 by the obstacle 700 or components of the vehicle V that are pushed rearward by the obstacle 700 can be prevented. In other words, the motor housing 510, which houses the stator 514, rotor, etc. of the motor M, has relatively high rigidity and therefore functions as a protective member that protects the DC connector CN8 in the event of a frontal collision.

[0098] Furthermore, in the structure employed in the powertrain PT of the vehicle V according to this embodiment, the DC bus bar (converter wiring) LN2 and the auxiliary wiring LN3 are housed inside the drive unit housing 500, and the junction box (branch portion) JB is disposed in a portion (rear space portion 510b) behind the motor M within the motor housing 510. Therefore, even in the event of a head-on collision of the vehicle V, the drive unit housing and the motor (stator and rotor) function as protective members that protect the DC bus bar LN2, the auxiliary wiring LN3, and the junction box JB.

[0099] Therefore, the structure adopted for the powertrain PT of the vehicle V according to this embodiment can ensure safety in the event of a vehicle collision. Also, compared to when the DC bus bar LN2, the auxiliary wiring LN3, and the junction box JB are provided outside the drive unit housing 500, the need to secure space to prevent these from colliding with surrounding components or the vehicle body and being damaged in the event of a collision, or space to place protectors for these, can be reduced.

[0100] In this embodiment, the drive unit housing 500 and the inverter housing 101 are tightly joined together. In this case, "tightly joined together" means that even if a minute gap occurs at the joint between the drive unit housing 500 and the inverter housing 101, electromagnetic waves will not enter or exit through the gap.

[0101] In the structure employed in the powertrain PT of the vehicle V according to this embodiment, the auxiliary wiring LN3 is formed so that the cross-sectional area S3 of the conductive portion of the auxiliary wiring LN3 is smaller than the cross-sectional area S2 of the DC bus bar LN2, which makes it possible to reduce the space occupied by the auxiliary wiring LN3 when routing it inside the motor housing 510. This makes it possible to prevent the drive device housing 500, including the motor housing 510, from becoming unnecessarily large.

[0102] Furthermore, in the structure employed for the powertrain PT of the vehicle V according to this embodiment, the battery 200 is mounted under the floor of the passenger compartment R2, which is located rearward of the powertrain room R1 in which the powertrain PT is mounted. This allows the length of the wiring connecting the battery 200 to the DC connector CN8 disposed on the rear wall 510d of the motor housing 510 to be kept short. This allows the electrical resistance between the battery 200 and the inverter 100, and between the battery 200 and the electric compressor C to be kept low.

[0103] Furthermore, since the length of the wiring connecting the DC connector CN8 and the battery 200 can be kept short, the space required for routing the wiring can be kept small, and manufacturing costs can also be reduced.

[0104] In the structure employed in the powertrain PT of the vehicle V according to this embodiment, the junction box JB is disposed near the drive shaft (output shaft) S and forward of the rear end of the drive shaft S in the fore-and-aft direction, which prevents the junction box JB from being damaged by the rear wall portion 510d of the motor housing 510 and surrounding members in the event of a frontal collision of the vehicle V. In other words, the drive shaft S has a relatively high rigidity, and therefore functions as a protective member that protects the junction box JB in the event of a frontal collision.

[0105] Furthermore, in the structure employed in the powertrain PT of the vehicle V according to this embodiment, the inverter housing 101 is placed on the second motor housing (the other housing element) 512, which has a smaller diameter, and is disposed adjacent to the first motor housing (one housing element), which has a larger diameter, in the vehicle width direction, so that the inverter housing 101 is disposed by utilizing the step portion between the first motor housing 511 and the second motor housing 512, which have different diameters. Therefore, in the structure employed in the powertrain PT of the vehicle V, the effective use of space can prevent the overall size of the powertrain PT from increasing.

[0106] Furthermore, in the structure employed in the powertrain PT of the vehicle V according to this embodiment, the auxiliary wiring LN3 extends forward within the first motor housing 511 and crosses the AC bus bar (motor connection line) LN4 at an intersection while being electrically insulated from the AC bus bar LN4. Therefore, in the structure employed in the powertrain PT of the vehicle V, the junction box JB is disposed rearward, thereby protecting the junction box JB in the event of a frontal collision, and the auxiliary wiring LN3 can be routed forward of the AC bus bar LN4 by crossing the AC bus bar LN4 at an intersection. Therefore, in the structure employed in the powertrain PT of the vehicle V, the auxiliary wiring LN3 can be routed forward of the AC bus bar LN4 with a high degree of freedom while protecting the junction box JB.

[0107] Furthermore, in the structure adopted for the powertrain PT of the vehicle V according to this embodiment, the auxiliary wiring LN3 is constructed of coated wire, so that the auxiliary wiring LN3 can be routed with a high degree of freedom in terms of layout while preventing short circuits with other components within the motor housing 510.

[0108] Furthermore, in the structure employed in the powertrain PT of the vehicle V according to this embodiment, a ferrite core (noise filter component) 513 is inserted in the DC bus bar (converter wiring) LN2, which prevents noise generated in the inverter 100 from leaking from the point in the DC bus bar LN2 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 from other devices 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).

[0109] Furthermore, in the structure employed in the powertrain PT of the vehicle V according to this embodiment, the DC bus bar (converter wiring) LN2 is housed in the motor housing 510 formed of a conductive material, which prevents electromagnetic waves from being emitted from the inverter 100 side to the outside of the motor housing 510 relative to the location where the ferrite core 513 is inserted in the DC bus bar LN2, and also prevents electromagnetic waves from interfering with the DC bus bar LN2 from outside the motor housing 510. This provides an EMS countermeasure.

[0110] Furthermore, in the structure employed in the powertrain PT of vehicle V according to this embodiment, the ferrite core 513 is inserted closer to the inverter 100 than the junction box JB, where the auxiliary wiring LN3 branches off, thereby preventing noise generated by the inverter 100 from being transmitted to the auxiliary wiring LN3. Furthermore, because the auxiliary wiring LN3 is also housed within the motor housing 510, noise from other devices outside the housing 510 is also prevented from being transmitted to the auxiliary wiring LN3. Therefore, the structure employed in the powertrain PT of vehicle V can protect the DC connector CN8 and the junction box JB in the event of a frontal collision while also providing EMC countermeasures.

[0111] As explained above, the structure adopted for the powertrain PT of the vehicle V according to this embodiment can ensure safety of the vehicle V in the event of a collision.

[0112] [Variations] In the above embodiment, a configuration was adopted in which the drive device housing 500 and the inverter housing 101 were separate members tightly joined to each other, but the present invention can also adopt a configuration in which the drive device housing 500 and the inverter housing 101 are integrated. That is, the present invention can also adopt 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 inside the bulging portion. In this case, the components of the power converter do not necessarily have to be densely arranged in the space within the drive device housing, and may be distributed within the housing space.

[0113] 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.

[0114] In addition, in the above embodiment, the cross-sectional area (cross-sectional area of ​​the transverse section) S3 of the conductive portion in the auxiliary wiring LN3 is smaller than the cross-sectional area (cross-sectional area of ​​the transverse section) S2 of the DC bus bar LN2, but in the present invention, the cross-sectional area of ​​the conductive portion in the auxiliary wiring may be the same as or larger than the cross-sectional area of ​​the conductive portion in the converter wiring.

[0115] In the above embodiment, the auxiliary wiring LN3 is configured with covered wires and the converter wiring is configured with bus bars, but the present invention is not limited to this. For example, the auxiliary wiring may be configured with bus bars and the converter wiring may be configured with covered wires.

[0116] In the above embodiment, the battery 200 is mounted under the floor of the passenger compartment R2, but the present invention is not limited to this arrangement. For example, the battery may be mounted in the powertrain compartment, or may be mounted under the floor of a luggage compartment behind the passenger compartment.

[0117] In the above embodiment, the drive shaft S is inserted through the motor housing 510 in the vehicle width direction, but the present invention is not limited to this. For example, it is also possible to adopt a configuration in which the output shaft is disposed rearward of the motor housing.

[0118] In addition, in the above embodiment, a configuration is adopted in which the inverter housing 101 is placed on the second motor housing 512, but the present invention is not limited to this. For example, it is also possible to arrange the converter housing behind the drive device housing or to the side of the drive device housing.

[0119] In the above embodiment, the auxiliary wiring LN3 crosses the AC bus bar LN4 at an intersection, but the present invention does not necessarily require the AC bus bar LN4 and the auxiliary wiring LN3 to cross at an intersection. For example, the auxiliary wiring LN3 may pass above the AC bus bar LN4 and the AC connector CN4.

[0120] 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 a ferrite core. For example, a choke coil, a Y capacitor, or the like can also be used as a noise filter component.

[0121] In addition, in the above embodiment, a configuration is adopted in which the ferrite core 513 is housed in the motor housing 510 rather than in the inverter housing 101, but in the present invention, it is also possible to adopt a configuration in which the noise filter components are housed in the converter housing.

[0122] In the above embodiment, the wires are connected to each other by coupling the 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. For example, the wires may be connected to each other by fastening terminals to each other with fastening members.

[0123] 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 a frontal collision or an offset collision in relation to the drive unit housing.

[0124] In addition, in the above embodiment, the connectors CN3, CN4, CN5, and CN6 are coupled to each other by sliding the inverter housing 101 in the vehicle width direction relative to the motor housing 510, but the present invention is not limited to this. For example, a configuration may be adopted in which the connectors are coupled to each other in the vertical direction, and the converter housing may be assembled to the drive unit housing from above and the housings may be joined to each other using fastening members.

[0125] In addition, in the above embodiment, the inverter housing 101 and the axle housing 520 are fixed to each other via the bracket 530, but the present invention is not limited to this. For example, the coupled connectors may be further screwed together, or the converter housing may be directly fixed to the drive unit housing.

[0126] 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.

[0127] In the above embodiment, the power line harness LN1 extending from the connector CN1 provided on the motor housing 510 is routed so as to pass in front of the cylinder block 501, but the present invention is not limited to this. For example, the power line harness LN1 can also be routed so as to pass inside the cylinder block 501 or the cylinder head 502. [Explanation of symbols]

[0128] 100 Inverter (power conversion device) 200 Battery 500 Drive Unit Housing 510 motor housing 510b Rear space 510d Rear wall (rear wall) C Electric compressor (auxiliary) CN3 DC connector CN8 DC connector (power connector) LN2 DC bus bar (conversion device wiring) LN3 auxiliary wiring LN4 AC bus bar (motor connection wire) S Drive shaft (output shaft)

Claims

1. a drive unit mounted on a front portion of the vehicle and including a motor as a drive source for driving the vehicle and a drive unit housing that accommodates at least the motor; a battery as a power source for the motor; a power conversion device mounted on a front portion of the vehicle and including a circuit unit that converts power between the motor and the battery, and a converter housing that accommodates the circuit unit; Equipped with The vehicle is equipped with an auxiliary device that operates using power from the battery, The converter housing is tightly joined to the drive device housing or is integral with the drive device housing; a power connector to which a wire extending from the battery is connected is disposed on a rear wall of the drive unit housing; The drive device housing accommodates a converter wiring that connects the power connector and the circuit unit, and an accessory wiring that connects the power connector and the accessory, a branching portion where the auxiliary wiring branches off from the converter wiring is disposed in a portion of the drive device housing rearward of the motor; Vehicle powertrain structure.

2. the auxiliary wiring is formed so that a cross-sectional area of ​​a conductive portion in a cross section is smaller than a cross-sectional area of ​​a conductive portion in a cross section of the converter wiring; 2. A vehicle powertrain structure according to claim 1.

3. The battery is mounted rearward of the vehicle relative to the drive device.

2. A vehicle powertrain structure according to claim 1.

4. the vehicle includes an output shaft that transmits a driving force for running output from a powertrain including the motor to wheels; the output shaft is disposed to pass through a portion of the drive unit housing rearward of the motor in a vehicle width direction, the branch portion is disposed near the output shaft and at the same position as a rear end of the outer periphery of the output shaft in the front-rear direction or further forward than the rear end.

2. A vehicle powertrain structure according to claim 1.

5. a portion of the drive device housing that accommodates the motor includes two housing elements each having a dish shape, and opening edges of the two housing elements are joined together; one of the two housing elements has a larger diameter than the other housing element in a direction perpendicular to the rotation axis of the motor; The conversion device housing is provided separately from the drive device housing, is adjacent to one of the housing elements in the vehicle width direction, and is placed on the other housing element.

5. A vehicle powertrain structure according to claim 1.

6. the one housing element has a DC connection portion with the power conversion device provided on a rear side thereof, an AC connection portion with the power conversion device provided on a front side thereof, and a motor connection line connecting the AC connection portion with the motor housed in an inner space thereof; The auxiliary wiring extends forward from the branch portion inside the one housing element and is routed so as to cross the motor connecting line at an intermediate level while being electrically insulated from the motor connecting line.

6. A vehicle powertrain structure according to claim 5.

7. The auxiliary wiring is made of a covered wire.

7. A vehicle powertrain structure according to claim 6.

8. the drive device housing and the converter housing are both formed using a conductive material; a noise filter component is inserted in the converter wiring at a location closer to the circuit unit than the branching portion; 5. A vehicle powertrain structure according to claim 1.

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