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 including a motor M and a motor housing, a battery, and an inverter for power conversion between the motor M and the battery. An inverter housing of the inverter is tightly joined to the motor housing. There is disposed, on a rear wall part in the motor housing, a DC connector CN1 to which wiring extending from the battery is connected. A DC bus bar LN2 connecting the DC connector CN1 and a circuit part in the inverter is routed inside the motor housing.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. Patent Document 1 discloses a drive device for a vehicle equipped with a motor as a driving source for traveling.

[0003] The vehicle drive system disclosed in Patent Document 1 includes a motor as a drive source for driving the vehicle, a transmission connected to the motor, and a drive system case that houses the motor and the transmission. The drive system case has a trough-shaped portion formed by recessing part of the outer wall inward into a rectangular parallelepiped shape at a location adjacent to the portion of the drive system case that houses the motor. The trough-shaped portion is isolated from the portion that houses the motor, transmission, etc.

[0004] The vehicle drive device also includes an inverter device interposed between the battery and the motor and having an element unit and a capacitor unit. The inverter device also has an inverter case that forms an outer shell, and the element unit and the capacitor unit are housed inside the inverter case. In the vehicle drive device, a portion of the inverter case (the portion that houses the capacitor unit) is housed in a tank-shaped portion provided in the drive device case. In the vehicle drive device disclosed in Patent Document 1, the vehicle drive device is made smaller by housing a portion of the inverter case in the tank-shaped portion. [Prior art documents] [Patent documents]

[0005] [Patent Document 1] Japanese Patent Application Laid-Open No. 2014-113915 Summary of the Invention [Problem to be solved by the invention]

[0006] However, it is considered difficult to ensure safety in the event of a vehicle collision with conventional technologies, including the technology disclosed in Patent Document 1. Specifically, Patent Document 1 does not explicitly state the DC wiring connecting the inverter device and the battery, but a connector to which the DC wiring is connected is provided on the inverter case. For this reason, in the vehicle drive system disclosed in Patent Document 1, the DC wiring connecting the inverter device and the battery is considered to be routed outside the drive system case. Therefore, there is a concern that the DC wiring may be damaged due to relative displacement between the drive system and the vehicle body or surrounding components during a vehicle collision, and measures such as ensuring space around the DC wiring to allow for relative displacement during a vehicle collision are necessary.

[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 on a vehicle and having a motor as a drive source for running 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 on 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. 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, a power supply connection portion to which wiring extending from the battery is connected is disposed on a peripheral wall portion of the drive unit housing, and a conductive member connecting the power supply connection portion and the circuit unit is routed within the drive unit housing.

[0009] In the vehicle powertrain structure according to the above aspect, the conductive member connecting the power supply connection portion and the circuit portion is routed within the drive unit housing, so that the conductive member is protected by the drive unit housing even in the event of a vehicle collision, thereby suppressing damage to the conductive wiring even in the event of a vehicle collision.

[0010] 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.

[0011] 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.

[0012] In the vehicle powertrain structure relating to the above aspect, the converter housing may be provided separately from the drive unit housing, and both the drive unit housing and the converter housing may be formed using a conductive material, and the circuit section may have circuit wiring extending from a connection portion with the conductive member and may have a noise filter component interposed in the circuit wiring.

[0013] In the vehicle powertrain structure according to the above aspect, the noise filter component is inserted into the circuit wiring, which prevents noise generated in the power conversion device from leaking to the wiring on the power supply connection side of the circuit wiring where the noise filter component is inserted, and on the battery side of the power supply connection side (EMI (Electro Magnetic Interference) countermeasure). Furthermore, even if noise from other devices is carried on the wiring between the battery and the power supply connection, the noise is prevented from interfering with the operation of the power conversion device (EMS (Electro Magnetic Susceptibility) countermeasure).

[0014] In the vehicle powertrain structure according to the above aspect, the drive unit housing and the converter housing are both made of conductive materials, and the circuit wiring and conductive members are housed therein. This prevents noise from leaking out of the converter housing from the side of the circuit wiring opposite the power supply connection, where the noise filter component is inserted, and prevents noise from entering the drive unit housing or the converter housing from the outside. This provides an EMS (Electro Magnetic Compatibility) solution.

[0015] In the vehicle powertrain structure relating to the above aspect, the conversion device housing is placed on the drive device housing and has a downward protrusion formed to protrude toward the drive device housing below, the drive device housing has a recess into which the downward protrusion enters, the circuit wiring in the circuit section is housed within the downward protrusion, and the conductive member may be formed to extend downward from the recess.

[0016] The motor has a stator and rotor that are circular when viewed from the axial direction of the rotating shaft. Therefore, the motor accommodation area within the drive unit housing is a cylindrical area. In the vehicle powertrain structure according to the above aspect, in consideration of the shape of the motor accommodation area in the drive unit housing, a recess is provided in a portion that does not interfere with the motor accommodation area, and the downward protrusion of the converter housing is configured to enter into the recess. This allows the vehicle powertrain structure according to the above aspect to prevent the drive unit housing and converter housing from becoming too large, thereby reducing damage to the powertrain and its surrounding areas in the event of a vehicle collision. Furthermore, by preventing the drive unit housing and converter housing from becoming too large, a high degree of freedom in vehicle design is ensured.

[0017] In the vehicle powertrain structure relating to the above aspect, a differential gear connected to an output shaft that transmits driving force for driving to the wheels is housed within the drive unit housing, and the conductive member may have an arc-shaped portion arranged to surround the periphery of the differential gear.

[0018] In the vehicle powertrain structure according to the above aspect, since the conductive member has an arc-shaped portion, it is possible to minimize the gap between the conductive member and the differential gear while avoiding interference between the conductive member and the differential gear and the wall portion surrounding the differential gear. Therefore, in the vehicle powertrain structure according to the above aspect, it is possible to prevent the drive unit housing from becoming large, suppress damage to the drive unit housing and surrounding portions in the event of a vehicle collision, and ensure a high degree of freedom in design.

[0019] In the vehicle powertrain structure according to the above aspect, the noise filter component may include at least a cylindrical ferrite core, and the ferrite core may be housed within the downward protrusion with its cylindrical axis aligned in the vertical direction.

[0020] Considering its function as a noise filter, the ferrite core preferably has a small inner diameter, a thick wall, and a long cylindrical shape. The vehicle powertrain structure according to the above aspect can prevent the converter housing from becoming too long in the longitudinal and transverse directions of the vehicle while taking into account the ferrite core's function as a noise filter. That is, by arranging the ferrite core's cylindrical axis vertically, the portion of the converter housing containing the ferrite core can be prevented from expanding in the longitudinal and transverse directions. This prevents the converter housing from protruding beyond the outline of the drive unit housing when viewed from above. Therefore, even in a vehicle collision, damage to the circuit wiring passing through the ferrite core's cylindrical interior is suppressed, which is advantageous in ensuring high safety.

[0021] In the vehicle powertrain structure relating to the above aspect, the circuit wiring has an insertion portion that passes through the inside of the ferrite core, and an extension portion that is connected to the insertion portion and extends toward the opposite side of the ferrite core from the connection portion with the conductive member, and the insertion portion and the extension portion may be connected above the ferrite core.

[0022] In the vehicle powertrain structure according to the above aspect, the connection point between the insertion portion and the extension portion of the circuit wiring is located above the ferrite core. Therefore, in the vehicle powertrain structure according to the above aspect, the size of the converter housing in the vehicle longitudinal direction and vehicle width direction can be prevented from increasing compared to when the connection point between the insertion portion and the extension portion of the circuit wiring is located at a position (outside) away from above the ferrite core. Therefore, the portion of the converter housing that houses the ferrite core can be prevented from expanding in the longitudinal direction and vehicle width direction, and damage to the converter housing in the event of a vehicle collision can be prevented.

[0023] In the vehicle powertrain structure relating to the above aspect, the drive unit and the power conversion unit may be mounted on the front of the vehicle, and the power supply connection portion may be arranged on a rear wall portion of the drive unit housing located behind the motor.

[0024] In the vehicle powertrain structure according to the above aspect, the drive unit and the power conversion device are mounted in the front of the vehicle, and the power connection portion is disposed in the rear wall of the drive unit housing. Therefore, in the vehicle powertrain structure according to the above aspect, even if the vehicle crashes head-on and an obstacle enters the area in the front of the vehicle where the drive unit and the power conversion device are located, the power connection portion is 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 has relatively high rigidity, and therefore functions as a protective member that protects the power connection portion in the event of a head-on collision.

[0025] In the powertrain structure of the vehicle relating to the above aspect, the vehicle is equipped with an auxiliary device that operates using power from the battery, and the drive unit housing may house auxiliary wiring that branches off from the conductive member and connects between the power supply connection portion and the auxiliary device.

[0026] In the vehicle powertrain structure according to the above aspect, the auxiliary wiring branching off from the conductive member is housed within the drive unit housing, so the auxiliary wiring is also protected in the event of a vehicle collision, which is advantageous in ensuring high safety in the event of a vehicle collision while still allowing power to be supplied to the auxiliary devices via the auxiliary wiring branching off from the conductive member. [Effects of the Invention]

[0027] The vehicle powertrain structures according to the above aspects can ensure safety in the event of a vehicle collision. [Brief explanation of the drawings]

[0028] [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 diagram showing a power supply path between a battery and a motor. [Figure 3] FIG. 2 is a rear view of the powertrain. [Figure 4] FIG. 4 is a right side view showing a part of the motor housing and an inverter. [Figure 5] FIG. 2 is a plan view of the inverter as seen from above. [Figure 6] FIG. 2 is a cross-sectional view showing the configuration of a DC input / output unit in an inverter. [Figure 7] FIG. 2 is a perspective view showing a wiring structure of a DC bus bar in a motor housing. [Figure 8] 5A and 5B are diagrams showing a wiring structure of a DC bus bar in a motor housing, in which (a) is a right side view and (b) is a front view. DETAILED DESCRIPTION OF THE INVENTION

[0029] 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.

[0030] 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.

[0031] 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.

[0032] 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.

[0033] 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). That is, the engine E and the motor M constitute a driving device in the vehicle V. The powertrain PT includes the engine E and the motor M, and also includes a transmission TM.

[0034] The motor M constituting the drive device 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 a permanent magnet fitted 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 U-phase coils, V-phase coils, and W-phase coils, and currents of different phases are supplied to the coils of each phase.

[0035] 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 FIADF, so that 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.

[0036] 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.

[0037] 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.

[0038] 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.

[0039] 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.

[0040] 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.

[0041] 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.

[0042] 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.

[0043] 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.

[0044] An electric compressor (auxiliary equipment) C of the air conditioner is also mounted in the power train room R1 of the vehicle V. The electric compressor C is driven by DC power supplied from the battery 200.

[0045] 2. 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.

[0046] As shown in Fig. 2, the battery 200 is connected to the power train PT via a DC-DC converter 300. The power train PT has a motor M. The motor M is connected to the inverter 100 by an AC bus bar LN6. The inverter 100 is connected to the battery 200 via the DC-DC converter 300 by a power line harness LN1.

[0047] A DC connector (power supply connection portion) CN1 is disposed on the peripheral wall of the motor housing (drive device housing 510) that accommodates the motor M. A power line harness LN1 is connected to the DC connector CN1. A DC bus bar (conductive member) LN2 that is connected to the DC connector CN1 is disposed within the motor housing 510. The DC bus bar LN2 connects the DC connector CN1 to the inverter 100.

[0048] A DC connector CN2 is also provided on the peripheral wall of the motor housing 510. An auxiliary wiring harness LN3 connected to the electric compressor C is connected to the DC connector CN2.

[0049] In the motor housing 510, a DC wiring (DC bus bar) LN7 branched from the DC bus bar LN2 is connected to the DC connector CN2.

[0050] 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.

[0051] On the other hand, DC power is supplied to the electric compressor C from the battery 200 via a DC-DC converter 300, a DC bus bar LN7 and an auxiliary wiring harness LN3.

[0052] 3. Layout of each part in the powertrain PT The arrangement of each part of the powertrain PT will be explained with reference to Fig. 3. Fig. 3 is a rear view of the powertrain PT as seen from the rear of the vehicle V.

[0053] 3, an engine E, a motor M, and a transmission TM are arranged in this order from right to left in a power train room R1. The engine E is, for example, a multi-cylinder reciprocating engine.

[0054] The motor M is disposed adjacent to the left side of the lower part (cylinder block) of the engine E, and is housed in a motor housing (drive unit housing) 510 made up of a first motor housing 511 and a second motor housing 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 are joined together with their opening edges butted against each other.

[0055] Although the motor M housed in the motor housing 510 is not shown in FIG. 3, the rotation shaft of the motor M is disposed to extend along the vehicle width direction.

[0056] 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).

[0057] A DC connector CN1 to which the power line harness LN1 is connected is provided on the rear wall 511a of the first motor housing 511. A DC connector CN2 to which the accessory wiring harness LN3 is connected is provided on the rear wall 512b of the second motor housing 512. That is, the DC connectors CN1 and CN2 are provided on the rear wall 510b, which is part of the peripheral wall of the motor housing 510.

[0058] A recessed portion 512a recessed downward is provided in the upper rear portion of the second motor housing 512 in the motor housing 510. The recessed portion 512a is formed in a shape and size that does not interfere with the motor M housed inside.

[0059] The transmission TM has an axle housing 520 as an outer shell. The axle housing 520 is seamlessly joined (fastened) 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).

[0060] The inverter 100 is disposed in a portion extending from above the second motor housing 512 to above the axle housing 520 in the vehicle width direction of the vehicle V.

[0061] The inverter 100 has an inverter housing (converter housing) 101 that forms an outer shell. The inverter housing 101 is composed of a housing main body 102, a lid 103, and a cover 104. The housing main body 102 has an opening at the top and a downward protruding portion 102a that enters a recessed portion 512a of the second motor housing 512. The downward protruding portion 102a of the housing main body 102 has an opening 102b that opens rearward (toward the front side of the paper in FIG. 3 ). The opening 102b is a so-called service hole, and is a portion into which a tool is inserted when performing work such as electrical connections. The opening 102b is closed by the cover 104.

[0062] The lid 103 closes the opening of the housing main body 102. A plurality of (in this embodiment, for example, two) PCM connectors CN3 are provided on the lid 103 so as to protrude upward. The PCM connectors CN3 are connectors that connect the PCM 400 to the inverter 100.

[0063] The housing body 102, the lid 103, and the cover 104 are all made of a conductive material (for example, a metal material or a carbon fiber reinforced resin).

[0064] 4. Structure and layout of inverter 100 The structure and arrangement of the inverter 100 will be described with reference to FIGS.

[0065] As shown in Fig. 4, the rear end of the inverter housing 101 of the inverter 100 is disposed forward of the rear end of the motor housing 510 in the longitudinal direction of the vehicle V. Although the first motor housing 511 is not shown in Fig. 4, the rear end of the inverter housing 101 is disposed forward of the rear end of the first motor housing 511. Furthermore, the front end of the inverter housing 101 is either flush with the front end of the first motor housing 511 or is disposed rearward of the front end of the first motor housing 511.

[0066] As described above, the housing main body 102 of the inverter housing 101 has a downward protruding portion 102a that protrudes downward from the rear end portion. The downward protruding portion 102a enters the recessed portion 512a of the second motor housing 512, and its lower surface is joined to the upper surface of the recessed portion 512a. As shown in part A of FIG. 4 , the DC bus bar LN2 protrudes upward from an opening provided in the recessed portion 512a of the second motor housing 512. The DC bus bar LN2 is joined to DC wiring in the inverter 100. The opening 102b is used for this joining.

[0067] 5, the inverter 100 includes a DC input / output unit 106, a smoothing unit 107, a power module unit 108, and an AC input / output unit 109, which are arranged in this order from the rear end to the front end inside an inverter housing 101. The portion of the inverter housing 101 that houses the DC input / output unit 106 (downward protruding portion 102a) is narrower in width in the vehicle width direction than the other portions and is positioned offset to the right. In other words, the downward protruding portion 102a that houses the DC input / output unit 106 is positioned offset more inward in the vehicle width direction than the other portions of the inverter housing 101.

[0068] The smoothing unit 107 includes a smoothing capacitor such as a film capacitor or an electrolytic capacitor. The smoothing unit 107 may also be provided with an X capacitor.

[0069] The power module unit 108 is configured from an IGBT (Insulated Gate Bipolar Transistor). However, the power module unit 108 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).

[0070] The AC input / output unit 109 includes an AC bus bar LN5 for connection to the motor M. The AC bus bar LN5 is connected to an AC bus bar LN6 (see FIG. 2) extending from the motor M through an opening 102c provided in the bottom wall of the housing main body 102 in the inverter housing 101.

[0071] An opening 103a is provided in the lid 103 above the AC input / output unit 109. The opening 103a is a so-called service hole, and is a portion for inserting a tool when performing connection work between the AC bus bar LN5 and the AC bus bar LN6. The opening 103a is closed by a cover 105 made of a conductive material (for example, a metal material or a carbon fiber reinforced resin).

[0072] Although not shown in detail, the inverter housing 101 is also provided with a refrigerant circulation path for cooling the smoothing section 107 and the power module section 108.

[0073] 5. Configuration of DC input / output unit 106 in inverter 100 The configuration of the DC input / output unit 106 in the inverter 100 will be described with reference to FIG.

[0074] As shown in FIG. 6, the DC input / output unit 106 includes a ferrite core 1061 and a Y capacitor 1062 which are noise filter components, a DC bus bar (circuit wiring) LN4, and a resin mold 1063, and is housed in the downward protrusion 102a of the inverter housing 101.

[0075] The ferrite core 1061 is a member having a rectangular cylindrical shape, arranged with its cylindrical axis aligned in the vertical direction, and fixed at its peripheral flange to the housing main body 102. The lower end of the ferrite core 1061 is located at the same position as or above the upper edge of the opening 102b provided at the rear part of the downward protrusion 102a.

[0076] The DC bus bar LN4 is configured with an insertion portion LN41 that is inserted into the cylindrical interior of the ferrite core 1061, and an extension portion LN42 that is connected to the insertion portion LN41 and extends from above the ferrite core 1061 toward the smooth portion 107. In this embodiment, connection points PT1 and PT2 between the insertion portion LN41 and the extension portion LN42 are disposed above the ferrite core 1061. More specifically, when the connection points PT1 and PT2 are viewed in a plan view from above, the connection points PT1 and PT2 are disposed at positions that overlap with the cylindrical holes of the ferrite core 1061.

[0077] The portions of the pair of positive and negative insertion portions LN41 that pass through the cylindrical interior of the ferrite core 1061 are covered with an electrically insulating resin mold 1063. This reduces the effort required for handling the components when manufacturing the inverter 100.

[0078] One end of the Y capacitor 1062 is connected to a portion of the insertion portion LN41 of the DC bus bar LN4 that is lower than the portion covered with the resin mold 1063. Note that FIG. 6 illustrates only one of the pair of insertion portions LN41, and accordingly, only one Y capacitor 1062, but the Y capacitor 1062 is connected to each of the pair of insertion portions LN41. The other end of the Y capacitor 1062 is connected (grounded) to the ground. In this embodiment, it is connected (grounded) to the conductive housing main body 102.

[0079] As shown in part A of FIG. 4 , the DC bus bar LN2 protrudes upward from the recessed portion 512a of the second motor housing 512. The DC bus bar LN2 is disposed in the downward protruding portion 102a of the housing main body 102 so that its tip overlaps a portion of the insertion portion LN41 that is further tip-side than the portion to which the Y capacitor 1062 is connected, within the downward protruding portion 102a of the housing main body 102. The insertion portion LN41 of the DC bus bar LN4 and the DC bus bar LN2 are connected using a tool inserted through an opening 102b formed in the downward protruding portion 102a. After the insertion portion LN41 of the DC bus bar LN4 and the DC bus bar LN2 are connected, the opening 102b is closed with the cover 104.

[0080] Here, the downward protrusion 102a of the inverter housing 101 and the DC bus bar LN2 are arranged so as not to interfere with the portion of the motor housing 510 in which the stator 513 and rotor of the motor M are housed.

[0081] 6. Wiring of DC bus bars LN2 and LN7 in motor housing 510 The routing of the DC bus bars LN2 and LN7 in the internal space 510a of the motor housing 510 will be described with reference to FIGS.

[0082] As described above, the DC connector CN1 to which the power line harness LN1 is connected is disposed on the rear wall portion 511a of the first motor housing 511, and the DC connector CN2 to which the auxiliary wiring harness LN3 is connected is disposed on the rear wall portion 512b of the second motor housing 512. In addition, the DC bus bar LN2 is disposed within the motor housing 510 and protrudes upward from the opening of the recessed portion 512a.

[0083] 7 and 8(a) and (b), a DC bus bar LN7 branched from the DC bus bar LN2 and connected to the DC connector CN2 is also arranged in the internal space 510a of the motor housing 510. Also, a fuse 514 inserted in the DC bus bar LN7 is accommodated in the internal space 510a of the motor housing 510.

[0084] 7, a portion of the differential gear DF ​​protrudes in a truncated cone shape from the transmission TM side into the internal space 510a of the motor housing 510. A drive shaft S extends rightward from the differential gear DF. In the internal space 510a of the motor housing 510, the DC bus bars LN2 and LN7 are arranged so as not to interfere with the protruding portion of the differential gear DF ​​and the drive shaft S.

[0085] The DC bus bar LN2 that connects the inverter 100 and the DC connector CN1 includes DC bus bars LN21 to LN24. The DC bus bar LN7 that branches off from the DC bus bar LN2 and is connected to the DC connector CN2 includes DC bus bars LN71 and LN72.

[0086] The DC bus bar LN21 and the DC bus bar LN22 are wirings having portions that protrude upward from the opening of the recessed portion 512a. The DC bus bar LN21 is connected to the DC bus bar LN23 at its lower end portion (connection point BR1). As shown in FIG. 8(b), the DC bus bar LN23 has a substantially U-shape in front view. One end of the DC bus bar LN23 is connected to the DC connector CN1 via the terminal TE1. The DC bus bar LN23 is connected to the fuse 514 at its upper portion (connection point BR2). The DC bus bars LN21 and LN23 are bus bars of one pole (either positive or negative) of the multiple bus bars LN21 to LN24 that make up the DC bus bar 2.

[0087] A DC bus bar LN71 extending downward from the fuse 514 is connected to the fuse 514 at a connection point BR3. The DC bus bar LN71 is one of the pair of bus bars constituting the DC bus bar LN7 (either the positive or negative pole). The DC bus bar LN71 is connected at its lower end to a DC bar connector CN2.

[0088] The DC bus bar LN22 is connected at its lower end portion (connection point BR4) to the DC bus bar LN72. The DC bus bar LN72 is connected at its lower end portion to the DC connector CN2. The DC bus bar LN72 is the bus bar of the other pole (the other of the positive pole and the negative pole) of the pair of bus bars that make up the DC bus bar LN7.

[0089] A DC bus bar LN24 is connected to the DC bus bar LN72 at a connection point BR5 below the connection point BR4. The DC bus bar LN24 is connected to a DC connector CN1 via a terminal TE2. The DC bus bars LN22 and LN24 are the bus bars of the other pole (the other of the positive pole and the negative pole) of the multiple bus bars LN21 to LN24 that make up the DC bus bar 2.

[0090] 8(a), both the DC bus bar LN24 and the DC bus bar LN72 have an arc shape. That is, the DC bus bar LN24 and the DC bus bar LN72 are arc-shaped portions that avoid interference between the differential gear DF ​​(not shown in FIG. 8(a)), the drive shaft S, and the surrounding wall portions and the conductive members.

[0091] The DC bus bar LN24 and the DC bus bar LN72 are formed to have an arc shape in order to avoid interference with the differential gear DF ​​that protrudes into the internal space 510a of the motor housing 510 and the drive shaft S that passes through the internal space 510a. That is, the DC bus bars LN21 to LN24, LN71, and LN72 are arranged in the internal space 510a of the motor housing 510 while avoiding interference with the differential gear DF ​​and the drive shaft S.

[0092] 7.Effects In the structure employed in the powertrain PT of the vehicle V according to this embodiment, the DC bus bar (conductive member) LN2, which connects the DC connector (power supply connection portion) CN1 and the smoothing portion (circuit portion) 107 of the inverter (power conversion device) 100, is arranged in the internal space 510a of the motor housing (drive device housing) 510. This protects the DC bus bar LN2 from damage during a vehicle collision. Therefore, compared to a case in which a conductive member such as the DC bus bar LN2 is provided on the outside of the motor housing 510, there is no need to provide a space to allow displacement of the conductive member or a space for disposing a protector for the conductive member to prevent the conductive member from colliding with surrounding components or the vehicle body during a collision and being damaged.

[0093] Furthermore, in the structure employed in the powertrain PT of the vehicle V according to this embodiment, a ferrite core (noise filter component) 1061 is inserted in the DC bus bar (circuit wiring) LN4 within the inverter housing 101, and a Y capacitor 1062 is connected thereto, thereby preventing noise generated in the power module section 108 of the inverter 100 and the like from leaking from the portion of the DC bus bar LN4 where the ferrite core 1061 is inserted to the DC connector CN1 side and to the power line harness LN1 connected to the DC connector CN1 (EMI countermeasures). Furthermore, even if noise from other devices is superimposed on the power line harness LN1, the noise is prevented from interfering with the operation of the inverter 100 (EMS countermeasures).

[0094] Furthermore, in the structure employed in the powertrain PT of the vehicle V according to this embodiment, the motor housing 510 and the inverter housing 101 are both made of a conductive material, and the DC bus bar LN4 and the DC bus bar LN2 are housed inside them. This prevents noise from leaking out of the inverter housing 101 from the smooth portion 107 side of the DC bus bar LN4 where the ferrite core 1061 is inserted, and prevents noise from entering from the outside of the motor housing 510 or the inverter housing 101 to the inside. This provides an EMS countermeasure.

[0095] The motor M has a stator 513 and a rotor that are circular when viewed from the axial direction of the rotating shaft. Therefore, the area in the internal space 510a of the motor housing 510 where the motor M is accommodated is a cylindrical area. In the powertrain PT of the vehicle V, in consideration of the shape of the area in the internal space 510a of the motor housing 510 where the motor M is accommodated, a recess 512a is provided in a portion that does not interfere with the area where the motor M is accommodated, and the downward protrusion 102a of the inverter housing 101 (housing main body 102) is configured to fit into the recess 512a. As a result, the structure adopted for the powertrain PT of the vehicle V can prevent the motor housing 510 and the inverter housing 101 from becoming too large, thereby preventing damage to the powertrain PT and its surrounding areas in the event of a vehicle collision. Furthermore, by preventing the motor housing 510 and the inverter housing 101 from becoming too large, a high degree of freedom in the design of the vehicle V can be ensured.

[0096] Furthermore, in the structure employed in the powertrain PT of the vehicle V according to this embodiment, the DC bus bar LN24 constituting the DC bus bar LN2 has an arc-shaped portion, which makes it possible to minimize the gaps between the DC bus bar LN2 and the differential gear DF ​​or drive shaft S while avoiding interference between the DC bus bar LN2 and the differential gear DF ​​or drive shaft S and their surrounding walls. Therefore, in the powertrain PT of the vehicle V, it is possible to prevent the motor housing 510 from becoming larger, suppress damage to the motor housing 510 and surrounding areas in the event of a vehicle collision, and ensure a high degree of freedom in design.

[0097] Furthermore, in the structure employed in the powertrain PT of the vehicle V according to this embodiment, the cylindrical axis of the ferrite core 1061 is arranged in the vertical direction, thereby preventing the portion of the inverter housing 101 containing the ferrite core 1061 (the downward protruding portion 102a) from expanding in the front-rear direction and the vehicle width direction. This makes it possible to prevent the inverter housing 101 from protruding from the outline of the motor housing 510 when the inverter housing 101 and the motor housing 510 are viewed from above. This prevents damage to the insertion portion LN41 of the DC bus bar LN4 that passes through the cylindrical interior of the ferrite core 1061, even in the event of a vehicle collision, which is advantageous in ensuring high safety.

[0098] Furthermore, in the structure employed in the powertrain PT of the vehicle V according to this embodiment, connection points PT1 and PT2 between the insertion portion LN41 and the extension portion LNN42 of the DC bus bar LN4 are disposed above the ferrite core 1061. Therefore, in the powertrain PT of the vehicle V, it is possible to prevent the inverter housing 101 from increasing in size in the front-rear direction and the vehicle width direction compared to when the connection points PT1 and PT2 between the insertion portion LN41 and the extension portion LN42 of the DC bus bar LN4 are disposed at positions (outside) away from the upper region of the ferrite core 1061 in the front-rear direction or the vehicle width direction. Therefore, it is possible to prevent the portion of the inverter housing 101 that houses the ferrite core 1061 (the downward protruding portion 102a) from expanding in the front-rear direction and the vehicle width direction, and to prevent damage to the inverter housing 101 in the event of a vehicle collision.

[0099] Furthermore, in the structure employed in the powertrain PT of the vehicle V according to this embodiment, the drive device including the motor M and the inverter 100 are mounted in a powertrain room R1 provided in the front of the vehicle V, and the DC connector CN1 is disposed in the rear wall portion 511a of the first motor housing 511 in the motor housing 510. Therefore, in the powertrain PT of the vehicle V, even if the vehicle V suffers a frontal collision and an obstacle enters the portion of the powertrain room R1 of the vehicle V where the motor M and the inverter 100 are disposed, damage to the DC connector CN1 by the obstacle or a member of the vehicle V that is pushed rearward by the obstacle is suppressed. In other words, the motor housing 510 that houses the motor M has a relatively high rigidity, and therefore functions as a protective member that protects the DC connector CN1 in the event of a frontal collision.

[0100] Furthermore, in the structure employed in the powertrain PT of the vehicle V according to this embodiment, the DC bus bar (auxiliary wiring) LN7 branching off from the DC bus bar LN2 is housed in the internal space 510a of the motor housing 510, so that the DC bus bar LN7 is also protected in the event of a vehicle collision. This is advantageous in ensuring high safety in the event of a vehicle collision while enabling power supply to the electric compressor (auxiliary) C via the DC bus bar LN7 branching off from the DC bus bar LN2.

[0101] As explained above, 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.

[0102] [Variations] In the above embodiment, a configuration is adopted in which the motor housing 510 and the inverter housing 101 are separate bodies and tightly joined to each other. However, in the present invention, a configuration in which the drive device housing including the motor housing 510 and the inverter housing 101 are integrated may also be adopted. That is, in the present invention, a configuration may be adopted 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 (circuitry) of the power converter are housed inside the bulging portion. In this case, the circuitry of the power converter does not necessarily have to be densely arranged in the space within the drive device housing, and may be dispersed within the space within the housing.

[0103] 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.

[0104] In the above embodiment, the bus bar LN2 is used as a conductive member for connecting the inverter 100 and the DC connector CN1, but the present invention is not limited to this. For example, a coated wire may also be used.

[0105] In the above embodiment, the DC connector CN1 is used as the connection destination of the power line harness LN1, but the present invention is not limited to this. For example, terminals may be connected to the end portion of the power line harness and the end portion of the conductive member, and the terminals may be joined together with bolts and nuts, etc.

[0106] In addition, in the above embodiment, a configuration is adopted in which the differential gear DF ​​protrudes into the internal space 510a of the motor housing 510 and the drive shaft S passes through, but the present invention is not limited to this. The differential gear does not have to protrude toward the motor housing 510, and the drive shaft does not have to pass through the internal space 510a.

[0107] 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.

[0108] In the above embodiment, the motor housing 510 and the inverter housing 101 are made of a conductive material, but the present invention is not limited to this. For example, the housing itself may be made of a non-conductive material to provide electromagnetic shielding around it.

[0109] In the above embodiment, the ferrite core 1061 and the Y capacitor 1062 are used as examples of noise filter components, 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 or the like as a noise filter component.

[0110] In addition, in the above embodiment, a recessed portion 512a is provided in the motor housing 510 and a downward protrusion 102a is provided in the inverter housing 101, but in the present invention, it is not necessarily necessary to provide a recessed portion or a downward protrusion.

[0111] 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.

[0112] In addition, in the above embodiment, the connection points PT1 and PT2 between the insertion portion LN41 and the extension portion LN42 of the DC bus bar LN4 are arranged above the ferrite core 1061, but in the present invention, it is also possible to arrange the connection points between the insertion portion and the extension portion outside the ferrite core, shifted in the longitudinal direction or vehicle width direction.

[0113] In the above embodiment, the insertion portion Ln41 of the DC bus bar LN4 is covered with the resin mold 1063 for both the positive and negative bus bars, but in the present invention, covering with a resin mold is not necessarily required.

[0114] Furthermore, in the above embodiment, the powertrain PT includes the engine E, but in the present invention, the powertrain does not necessarily have to include an engine. That is, in the present invention, it is also possible to employ the above-described powertrain PT structure in an electric vehicle (BEV) that is equipped only with a motor as a drive source for running the vehicle. [Explanation of symbols]

[0115] 100 Inverter (power conversion device) 101 Inverter housing (converter housing) 102a Downward protrusion 106 DC input / output section 107 Smooth part (circuit part) 108 Power module section (circuit section) 200 Battery 510 Motor housing (drive unit housing) 510a Recess 510b Rear wall (peripheral wall) 1061 Ferrite core (noise filter part) 1062 Y capacitor (noise filter component) BR1,BR2 branch C Electric compressor (auxiliary) CN1 DC connector (power connection) DF differential gear LN1 Power Line Harness LN2 DC bus bar (conductive material) LN3 auxiliary wiring harness LN4 DC bus bar (circuit wiring) S Drive shaft (output shaft)

Claims

1. a drive unit mounted on a 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 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 converter housing is tightly joined to the drive device housing or is integral with the drive device housing; a power supply connection portion to which a wire extending from the battery is connected is disposed on a peripheral wall portion of the drive device housing; a conductive member connecting the power supply connection portion and the circuit portion is routed within the drive device housing; Vehicle powertrain structure.

2. the converter housing is provided separately from the drive housing, the drive device housing and the converter housing are both formed using a conductive material; the circuit section has circuit wiring extending from a connection portion with the conductive member, and a noise filter component inserted in the circuit wiring; 2. A vehicle powertrain structure according to claim 1.

3. the converter housing is placed on the drive device housing and has a downward protrusion formed to protrude downward toward the drive device housing; the drive device housing has a recess into which the downward protrusion fits; the circuit wiring in the circuit portion is accommodated in the downward protrusion; The conductive member is formed to extend downward from the recessed portion.

3. A vehicle powertrain structure according to claim 2.

4. A differential gear connected to an output shaft that transmits driving force for traveling to wheels is accommodated within the drive unit housing, The conductive member has an arc-shaped portion provided so as to surround the periphery of the differential gear.

4. A vehicle powertrain structure according to claim 3.

5. the noise filter component includes at least a cylindrical ferrite core, The ferrite core is housed in the downward protrusion with its cylindrical axis aligned in the vertical direction.

4. A vehicle powertrain structure according to claim 3.

6. the circuit wiring has an insertion portion that is inserted into a cylindrical interior of the ferrite core, and an extension portion that is connected to the insertion portion and extends toward an opposite side of the ferrite core from the connection portion with the conductive member, The insertion portion and the extension portion are connected above the ferrite core.

6. A vehicle powertrain structure according to claim 5.

7. the drive device and the power conversion device are mounted on a front portion of the vehicle, The power supply connection portion is disposed on a rear wall portion of the drive device housing, the rear wall portion being disposed behind the motor.

7. A vehicle powertrain structure according to claim 1.

8. The vehicle is equipped with an auxiliary device that operates using power from the battery, An auxiliary wiring branched from the conductive member and connecting the power supply connection portion and the auxiliary is accommodated within the drive device housing.

7. A vehicle powertrain structure according to claim 1.

Images