Vehicle powertrain structure

Abstract

To provide a vehicle powertrain structure that can provide a further reduced hight thereof while suppressing expansion in the occupied area of an electric power conversion device.SOLUTION: A vehicle V includes: a drive device including a motor M; an inverter 100 disposed above the drive device; and a DC bus bar LN2 connecting a circuit section of the inverter 100 to a DC connector CN1. An inverter housing 110 includes: a housing main portion 111 extending in the front-rear direction along the drive device; and a downward protruding portion 121 protruding downward from a front end portion of the housing main portion 111. The circuit section includes: main circuit components provided outside a rear end area Ar1 that overlaps with the downward protruding portion 121 in plan view; and auxiliary circuit components provided in the rear end area Ar1. The DC bus bar LN2 is connected to the circuit section at the downward protruding portion 121.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] BACKGROUND ART In recent years, electrically powered vehicles such as electric vehicles and hybrid vehicles equipped with a traction motor and a power conversion device have become well known. The power conversion device converts electric power between a battery and the traction motor.

[0003] In order to reduce loss of power supplied to the traction motor and to maximize space efficiency, the power conversion device is often placed above the drive unit that includes the traction motor. For example, Patent Document 1 (other embodiments / Fig. 9) discloses a vehicle drive unit that includes a traction motor, a speed change mechanism connected to the motor, and a drive unit case that houses the motor and the speed change mechanism, with an inverter (power conversion device) placed above the drive unit case. [Prior art documents] [Patent documents]

[0004] [Patent Document 1] Japanese Patent Application Laid-Open No. 2014-113915 Summary of the Invention [Problem to be solved by the invention]

[0005] A drive unit with a power converter installed on top tends to expand in size vertically. Therefore, the power converter needs to be designed with a top surface as low as possible so that it can fit into the limited space inside the compartment while avoiding interference with other devices installed above. In this case, it is conceivable to arrange the components of the power converter as flat as possible to make the entire unit as flat as possible.

[0006] However, in this case, the horizontal footprint of the entire device increases, making the power conversion device more likely to interfere with peripheral devices in the event of a vehicle collision. Therefore, for a powertrain including a traction motor and a power conversion device, a configuration is required that can keep the height of the top surface of the power conversion device low while suppressing an increase in the horizontal footprint of the power conversion device, but Patent Document 1 does not mention any such measures.

[0007] The present invention has been made in consideration of the above circumstances, and aims to provide a vehicle powertrain structure that can keep the height of the upper surface of a power conversion device low while suppressing an increase in the area occupied by the power conversion device. [Means for solving the problem]

[0008] A vehicle powertrain structure according to one aspect of the present invention comprises: a drive unit mounted on a 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 power conversion device arranged on top of the drive unit and having a circuit unit for converting power between a battery and the motor and a converter housing that houses the circuit unit; a power supply connection portion arranged outside the converter housing and to which wiring extending from the battery is connected; and a conductive member that connects the circuit unit and the power supply connection portion, wherein the converter housing has a main housing portion that extends along the drive unit in a direction perpendicular to the rotation axis of the motor, and a downward protrusion that protrudes downward from an end of the main housing portion, and the circuit unit is a component having a power conversion function and includes main circuit components that are arranged in an area other than an area that overlaps with the downward protrusion in a planar view of the main housing portion, and other components, sub-circuit components that are arranged in the area, and the conductive member is connected to the circuit unit at the downward protrusion.

[0009] The term "power conversion" refers to converting at least one of the power variables, such as voltage, current, frequency, phase, and number of phases, into a different form. For example, it refers to conversion between DC power and AC power, or converting voltage up or down.

[0010] The above-described powertrain structure allows the power converter to have a low top surface height while minimizing the expansion of its footprint. Specifically, the motor has a stator and rotor that are circular when viewed from the axial direction of the rotating shaft (i.e., the direction of the rotational axis). Therefore, the upper contour of the drive unit housing is often arc-shaped or similar to a shape that conforms to the motor's housing area when viewed from the side. In consideration of the shape of the drive unit housing, the above-described powertrain structure allows the converter housing to have a housing main portion extending along the drive unit in a direction perpendicular to the motor's rotational axis and a downward protrusion that protrudes downward from an end of the housing main portion. The auxiliary circuit components are arranged in an area that overlaps with the downward protrusion in a plan view of the housing main portion, and the conductive member that connects the circuit component to the power supply connection portion is connected at the downward protrusion. Therefore, the auxiliary circuit components can be arranged below the housing main portion (within the downward protrusion), thereby minimizing the expansion of the power converter's footprint while minimizing the expansion of its top surface height.

[0011] In the above-mentioned vehicle powertrain structure, the circuit section may include circuit wiring extending upward from a connection portion with the conductive member through the interior of the downward protrusion, and the sub-circuit component may include a noise filter component interposed in the circuit wiring.

[0012] With this configuration, since the noise filter component is inserted into the circuit wiring, noise generated in the power conversion device is prevented from leaking from the portion of the circuit wiring where the noise filter component is inserted to the power supply connection side and from the power supply connection side to the battery 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).

[0013] Furthermore, in the above-described vehicle powertrain structure, the noise filter component may include at least a cylindrical ferrite core, the ferrite core being arranged in the area with its cylindrical axis aligned in the up-down direction, and the circuit wiring being inserted into the cylindrical interior of the ferrite core.

[0014] Considering its function as a noise filter, the ferrite core preferably has a small inner diameter, a thick wall, and a long cylindrical shape. In the powertrain structure described above, the converter housing can be prevented from becoming long in the horizontal direction (the longitudinal direction and the width direction of the vehicle) while taking into consideration the function of the ferrite core as a noise filter. That is, by arranging the cylindrical axis of the ferrite core vertically, the portion of the converter housing containing the ferrite core can be prevented from expanding horizontally (the longitudinal direction and the width direction of the vehicle). This prevents the converter housing from protruding beyond the outline of the drive unit housing when viewed from above. Therefore, even in the event of 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.

[0015] Furthermore, in the above powertrain structure, the noise filter component may further include a Y capacitor, which is arranged at a position overlapping with the ferrite core in a plan view of the area and is connected to the circuit wiring and the converter housing.

[0016] According to this configuration, in addition to the ferrite core, a Y capacitor is inserted into the circuit wiring as a noise filter component, so noise generated by the power conversion device and external noise can be bypassed to ground, providing a more advanced EMS / EMI countermeasure.

[0017] Furthermore, since the Y capacitor is arranged in a position that overlaps with the ferrite core when viewed in a plane, it is possible to prevent the part of the converter housing that houses the Y capacitor from bulging horizontally (in the front-to-back direction or vehicle width direction).

[0018] Furthermore, the above powertrain structure may further include a terminal block disposed inside the downward protrusion for connecting the circuit wiring and the conductive member, and the Y capacitor may be disposed between the terminal block and a side wall portion of the downward protrusion and connected to the circuit wiring at the terminal block.

[0019] With this configuration, the Y capacitor is disposed between the terminal block and the side wall of the downward protrusion, allowing the Y capacitor to be connected to the circuit wiring and the converter housing over a short distance. Moreover, since the Y capacitor is disposed compactly inside the downward protrusion together with the terminal block, space within the area of ​​the power converter can be saved, which is advantageous in preventing an increase in the footprint of the power converter.

[0020] In addition, in the above powertrain structure, the circuit wiring may include an insertion portion that passes through the inside of the ferrite core, and an extension portion that has one end connected to the insertion portion above the ferrite core and the other end connected to the main circuit component.

[0021] In this configuration, the connection point between the inserted portion and the extended portion of the circuit wiring is located above the ferrite core. Therefore, compared to when the connection point between the inserted portion and the extended portion of the circuit wiring is located at a position (outside) away from the top of the ferrite core, the converter housing is prevented from increasing in size in the horizontal direction (the longitudinal direction and the width direction of the vehicle). Therefore, the portion of the converter housing that houses the ferrite core is prevented from expanding in the horizontal direction (the longitudinal direction and the width direction of the vehicle), and damage to the converter housing in the event of a vehicle collision is prevented.

[0022] Furthermore, in the above-described powertrain structure, the insertion portion and the extension portion may be made of bus bars and connected by being fastened to each other, and the insertion portion may be molded with insulating resin together with a fastening member for fastening the insertion portion and the extension portion.

[0023] In this configuration, the insertion portion is molded with insulating resin together with a fastening member for fastening the insertion portion and the extension portion. Therefore, when assembling the power converter, the molded insertion portion and fastening member can be inserted together into the cylindrical ferrite core, and then the insertion portion and the extension portion can be fastened together above the ferrite core using the fastening member. This improves assembly during manufacturing of the power converter.

[0024] Furthermore, in the above configuration, since the insertion portions are molded, the bus bars can be arranged as close as possible to each other, which is advantageous in reducing the diameter of the ferrite core and ultimately contributes to improving the functionality of the ferrite core. In addition, in the above powertrain structure, the conversion device housing may be provided with a refrigerant circulation path through which a refrigerant for cooling the circuit portion circulates, and this refrigerant circulation path may be provided in a part of the main housing portion other than the area.

[0025] If a refrigerant circulation path were to be provided throughout the entire converter housing, it would be necessary to provide a three-dimensional refrigerant circulation path in the downward protrusion, which would complicate the cooling structure. However, with the above-described configuration, the secondary circuit components, which generate less heat than the main circuit components, are located in the above-described area, and the refrigerant circulation path is provided in an area of ​​the main housing other than the above-described area, making it possible to appropriately cool the main circuit components while avoiding the above-described complicated cooling structure.

[0026] In addition, in the above powertrain structure, the electrical connection portion may be arranged on a peripheral wall portion of the drive device housing, and the conductive member may be connected to the electrical connection portion via inside the conductive device housing.

[0027] In this configuration, the conductive member connecting the power supply connection portion and the circuit portion is routed inside 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 preventing damage to the conductive wiring in the event of a vehicle collision. [Effects of the Invention]

[0028] According to the present invention as described above, it is possible to provide a vehicle powertrain structure that can suppress an increase in the area occupied by a power converter while keeping the height of its upper surface low. [Brief explanation of the drawings]

[0029] [Figure 1] 1 is a diagram showing a schematic configuration of a vehicle equipped with a powertrain according to an embodiment of the present invention. [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 perspective cross-sectional view showing the configuration of a DC input / output unit in the inverter. [Figure 7] FIG. 2 is a vertical cross-sectional view showing the configuration of a DC input / output unit in the inverter. [Figure 8] FIG. 10 is a plan view showing an overlap area between the inverter housing (main housing portion) and the downward protrusion terminals. [Figure 9] FIG. 2 is a perspective view showing the configuration of a lower terminal block and an upper terminal block. [Figure 10] FIG. 2 is a perspective view showing the configuration of a lower terminal block and an upper terminal block (mainly showing only bus bars). [Figure 11] FIG. 1 is a plan view of a Y capacitor. DETAILED DESCRIPTION OF THE INVENTION

[0030] Hereinafter, embodiments of the present invention will be described in detail with reference to the drawings.

[0031] The embodiments described below are merely illustrative of the present invention, and the present invention is not limited to the embodiments described below except for the essential configurations thereof.

[0032] [Vehicle V configuration] The configuration of a vehicle V according to an embodiment of the present invention will be described with reference to Fig. 1. 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. Furthermore, unless otherwise specified, "front-rear direction" refers to the front-rear direction of the vehicle V.

[0033] 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.

[0034] 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.

[0035] 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.

[0036] The transmission TM is connected to the motor M and reduces the speed of the rotation input from the motor M. The transmission TM is configured integrally with the differential gear DF. As a result, the rotation input to the transmission TM is output to the drive shaft S via the differential gear DF ​​and transmitted to the wheels W.

[0037] 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.

[0038] 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.

[0039] 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.

[0040] 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.

[0041] 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.

[0042] 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.

[0043] 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.

[0044] 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.

[0045] [Electrical connection between battery 200 and powertrain PT] The electrical connection between the battery 200 and the powertrain PT 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 a 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] 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.

[0049] [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.

[0050] 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.

[0051] 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 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.

[0052] 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.

[0053] 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).

[0054] A DC connector CN1 to which the power line harness LN1 is connected is disposed on the rear wall 511a of the first motor housing 511. The DC connector CN1 may also be disposed on the rear wall 512b of the second motor housing 512. That is, the DC connector CN1 is disposed on the rear wall 510b, which is part of the peripheral wall of the motor housing 510.

[0055] A downwardly recessed recess 512a is provided in the upper rear portion of the second motor housing 512 in the motor housing 510. The recess 512a is formed in a shape and size that does not interfere with the motor M housed therein. By providing such a recess 512a, the contour of the upper rear portion of the second motor housing 512 is roughly arc-shaped or nearly arc-shaped in side view.

[0056] 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).

[0057] 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.

[0058] The inverter 100 has an inverter housing (converter housing) 110 that forms an outer shell. The inverter housing 110 is composed of a housing main body 120, a lid 130, and a cover 140. The housing main body 120 has an opening at the top and a downward protrusion 121 that enters the recess 512a of the second motor housing 512.

[0059] An opening 122 that opens rearward (toward the front side of the paper in FIG. 3 ) is provided in the downward protruding portion 121 of the housing main body 120. The opening 122 is a so-called service hole, and is a portion for inserting a tool when performing work such as electrical connections. The opening 122 is closed by a cover 140.

[0060] The lid 130 closes the opening of the housing main body 120. A plurality of PCM connectors CN3 (two, for example, in this embodiment) are provided on the lid 130 so as to protrude upward. The PCM connectors CN3 are connectors that connect the PCM 400 to the inverter 100.

[0061] The housing main body 120, the lid 130, and the cover 140 are all made of a conductive material (for example, a metal material or a carbon fiber reinforced resin).

[0062] 4. Structure and layout of inverter 100 The structure and arrangement of the inverter 100 will be described with reference to FIGS.

[0063] As shown in Fig. 4, the rear end of the inverter housing 110 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 110 is disposed forward of the rear end of the first motor housing 511. Furthermore, the front end of the inverter housing 110 is either flush with the front end of the first motor housing 511 or disposed rearward of the front end of the first motor housing 511.

[0064] As described above, the housing main body 120 of the inverter housing 110 has a downward protrusion 121 that protrudes downward from the rear end. The inverter housing 110 is configured so that the thickness in the vertical direction is approximately the same except for the downward protrusion 121. Therefore, the downward protrusion 121 can be said to be a portion that protrudes downward from this portion of the inverter housing 110 that has the same thickness in the vertical direction (sometimes referred to as the "main housing portion 111").

[0065] The downward protrusion 121 enters the recess 512a of the second motor housing 512, and its lower surface is joined to the upper surface of the recess 512a. As shown in part A of Fig. 4, the DC bus bar LN2 protrudes upward from an opening 512c provided in the recess 512a of the second motor housing 512 and enters the downward protrusion 121. The DC bus bar LN2 is connected (joined) to a lower terminal block 640 (DC bus bar LN4) of the inverter 100, which will be described later. The opening 122 is used for this connection.

[0066] 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 110. The DC input / output unit 106, the smoothing unit 107, the power module unit 108, and the AC input / output unit 109 correspond to the "circuit unit" of the present invention. The power module unit 108 and the smoothing unit 107 correspond to the "main circuit component" of the present invention, and the DC input / output unit 106 corresponds to the "sub-circuit component" of the present invention.

[0067] In addition, in a plan view of the inverter housing 110, an area Ar1 at the rear end (hereinafter referred to as the rear end area Ar1) that houses the DC input / output unit 106 overlaps with the downward protrusion 121. In other words, the downward protrusion 121 is provided in the rear end area Ar1 of the inverter housing 110 (housing main body 120), and the DC input / output unit 106 is housed in this downward protrusion 121. The rear end area Ar1 is generally formed to be narrower in width in the vehicle width direction than other parts of the inverter housing 110, and is located in a position offset to the right. In other words, the downward protrusion 121 that houses the DC input / output unit 106 is located offset toward the inside in the vehicle width direction at the rear end of the inverter housing 110.

[0068] The smoothing unit 107 includes a smoothing capacitor such as 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 123 provided in the bottom wall of the housing main body 120 in the inverter housing 110.

[0071] An opening 131 is provided in the lid 130 above the AC input / output unit 109. The opening 131 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 131 is closed by a cover 150 made of a conductive material (for example, a metal material or a carbon fiber reinforced resin).

[0072] The housing main body 120 of the inverter housing 110 is also provided with a refrigerant circulation path 124 (see FIG. 7) for cooling the smooth section 107 and the power module section 108. The refrigerant circulation path 124 is provided in a serpentine manner along the inner bottom surface of the housing main body 120 in a portion of the housing main section 111 other than the rear end area Ar1. Specifically, the refrigerant circulation path 124 is provided so as to circulate through the area where the power module section 108 and the smooth section 107 are arranged.

[0073] [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 FIGS.

[0074] 6 and 7 , the DC input / output unit 106 includes a ferrite core 610 and a Y capacitor 620, which are noise filter components, an upper terminal block 630, and a terminal block 640, and is accommodated in the rear end area Ar1 of the inverter housing 110. More specifically, the ferrite core 610 and the upper terminal block 630 are accommodated in the main housing portion 111 of the inverter housing 110, and the Y capacitor 620 and the terminal block 640 are accommodated in the downward protrusion 121. That is, in the rear end area Ar1, the ferrite core 610 and the upper terminal block 630 are disposed above the Y capacitor 620 and the terminal block 640.

[0075] The ferrite core 610 is a member having a rectangular cylindrical shape, and is arranged with its cylindrical axis aligned in the vertical direction, and is fixed to the housing main body 120 with bolts B3 via a peripheral flange 611. The lower end of the ferrite core 610 is located at the same position as or above the upper edge of an opening 122 provided in the rear part of the downward protrusion 121.

[0076] An upper terminal block 630 is disposed inside the cylinder of the ferrite core 610 , and a lower terminal block 640 is disposed below the upper terminal block 630 .

[0077] The lower terminal block 640 is a connection portion that connects the DC bus bar LN2 (see FIG. 4) that protrudes from the second motor housing 512 into the downward protrusion 121 and the DC bus bar LN4 that is the circuit wiring of the DC input / output unit .

[0078] As shown in Figure 7, the DC bus bar LN4 is composed of a lower bus bar LN41, a middle bus bar LN42, and an upper bus bar LN43, and the lower bus bar LN41 is provided on the terminal block 640, and the middle bus bar LN42 is provided on the upper terminal block 630.

[0079] 9 and 10, the lower terminal block 640 has a generally rectangular parallelepiped block shape. The terminal block 640 includes a pair of positive and negative lower bus bars LN41 and a pair of nut members 642, 643, and has a configuration in which the lower bus bars LN41 and the nut members 642, 643 are integrally molded (coated) with insulating resin (resin mold 641).

[0080] The lower bus bar LN41 is exposed to the outside from the resin mold 641 only on the rear and top surfaces of the lower terminal block 640. The tip portion of the DC bus bar LN2, which protrudes from the second motor housing 512 into the downward protruding portion 121, overlaps the lower bus bar LN41 on the rear surface of the lower terminal block 640. Then, as shown in FIG. 6 , the tip portion of the DC bus bar LN2 and the lower bus bar LN41 are fastened together with a bolt B1 and a nut member 642, thereby connecting the DC bus bar LN2 to the lower bus bar LN41. Such connection between the DC bus bar LN2 and the lower bus bar LN41 is performed using a tool inserted through an opening 122 provided in the downward protruding portion 121.

[0081] 9 and 10, the upper terminal block 630 includes a pair of positive and negative middle bus bars LN42 extending in the vertical direction, and a pair of nut members 632, and is configured such that the middle bus bars LN42 and the nut members 632 are integrally molded (coated) with insulating resin (resin mold 631). As described above, the upper terminal block 630 is disposed inside the cylinder of the ferrite core 610. In other words, the middle bus bar LN42 is inserted inside the cylinder of the ferrite core 610, and thus corresponds to the "insertion portion" of the present invention.

[0082] The lower end portion of the middle bus bar LN42 is bent and protrudes outward from the resin mold 631. The upper terminal block 630 is placed on the upper surface of the lower terminal block 640, and the lower end portion of the middle bus bar LN42 is placed on the upper surface of the lower terminal block 640. The lower end portion of the middle bus bar LN42 and the lower bus bar LN41 are fastened together with a bolt B4 and a nut member 643. As a result, the middle bus bar LN42 and the lower bus bar LN41 are connected together, and the lower terminal block 640 and the upper terminal block 630 are joined (coupled) together.

[0083] The upper surface of the upper terminal block 630 is located slightly above the upper end of the ferrite core 610. The upper end portion of the middle bus bar LN42 is bent and exposed to the outside from the resin mold 631 on the upper surface of the upper terminal block 630. Then, as shown in FIGS. 6 to 8 , a pair of positive and negative upper bus bars LN43 extending forward toward the smooth portion 107 are overlapped on the upper end portion of the middle bus bar LN42, and the upper bus bar LN43 and the middle bus bar LN42 are fastened together with bolts B2 and nut members 632. As a result, the middle bus bar LN42 and the upper bus bar LN43 are connected above the ferrite core 610. That is, in a plan view, the connection point between the middle bus bar LN42 and the upper bus bar LN43 is located at a position overlapping with the cylindrical hole of the ferrite core 610. Then, the upper bus bar LN43 extends rearward and is connected to the smooth portion 107. Therefore, the upper bus bar LN43 corresponds to the "extended portion" of the present invention.

[0084] 7 and 8, the Y capacitor 620 is disposed below the ferrite core 610 at a position overlapping the ferrite core 610 in plan view. More specifically, the Y capacitor 620 is disposed in the gap between the lower terminal block 640 and the rear wall portion 121a of the downward protrusion 121.

[0085] As shown in FIG. 11, the Y capacitor 620 includes an element 620a corresponding to one of the positive and negative poles and an element 620b corresponding to the other, a pair of line-side terminals 621 connected to the elements 620a and 620b, respectively, and a ground-side terminal 622 connected across both elements 620a and 620b.

[0086] As shown in Figures 7 and 9, the line side terminal 621 extends toward the lower terminal block 640 and is interposed between the upper end portion of the lower bus bar LN41 and the lower end portion of the middle bus bar LN42, and is fastened to the lower terminal block 640 together with the middle bus bar LN42 by a bolt B4.

[0087] On the other hand, the ground side terminal 622 extends forward and is fixed to the housing main body 120 at the upper end portion of the rear wall portion 121a with a bolt B5. That is, the ground side terminal 622 is connected to the ground. As a result, the Y capacitor 620 is disposed in the gap between the lower terminal block 640 and the rear wall portion 121a of the downward protrusion 121 at a position overlapping with the ferrite core 610 in a plan view, while being connected to the DC bus bar LN4 and the inverter housing 110.

[0088] [effect] The structure employed in the powertrain PT of the vehicle V according to this embodiment makes it possible to reduce the height of the inverter 100 while suppressing an increase in the area occupied by the inverter 100. That is, the upper contour of the second motor housing 512 in the motor housing (drive device housing) 510 that accommodates the motor M is formed with the recessed portion 512a, resulting in a generally arc-shaped or nearly arc-shaped configuration. In consideration of the shape of the motor housing 510, in the powertrain PT according to this embodiment, the inverter housing 110 has, as described above, a housing main portion 111 extending in the front-rear direction and a downward protruding portion 121 that protrudes downward from the rear end portion of the housing main portion 111. The DC input / output unit 106 (auxiliary circuit component) is disposed in the rear end area Ar1 that overlaps with the downward protruding portion 121 in a plan view of the housing main portion 111, and the DC bus bar (circuit wiring) LN4 and the DC bus bar (conductive member) LN2 are connected to each other at the downward protruding portion 121. Therefore, the components (610 to 640) of the DC input / output section 106 can be arranged in a row downward (downward protrusion 121) from the housing main section 111, which makes it possible to suppress the expansion of the occupied area of ​​the inverter 100, i.e., the expansion of the occupied area in the front-to-back direction, while keeping the height of its upper surface low.

[0089] Furthermore, in the structure employed in the powertrain PT of the vehicle V according to this embodiment, the DC input / output unit (sub-circuit component) 106 includes a DC bus bar (circuit wiring) LN4 extending upward from a connection portion with the DC bus bar (conductive member) LN2 through the interior of the downward protrusion 121, and the DC input / output unit (sub-circuit component) 106 includes a ferrite core 610 inserted in the DC bus bar LN4. This prevents noise generated in the power module unit 108 of the inverter 100 from leaking from the portion of the DC bus bar LN4 where the ferrite core 610 is inserted to the DC connector CN1 and to the wiring (power line harness LN1) closer to the battery 200 than the DC connector CN1 (EMI countermeasures). Furthermore, even if noise from other devices is carried on the power line harness LN1, the noise is prevented from interfering with the operation of the inverter 100 (EMS countermeasures).

[0090] Furthermore, in the structure employed in the powertrain PT of the vehicle V according to this embodiment, the ferrite core 610 is disposed in the rear end area Ar1 with its cylindrical axis aligned in the up-down direction, and the DC bus bar LN4 is inserted into the cylindrical interior of the ferrite core 610. This prevents the portion of the inverter housing 110 (the rear end area Ar1 of the housing main portion 111) that houses the ferrite core 610 from expanding in the front-rear direction or the vehicle width direction. This prevents the inverter housing 110 from protruding beyond the outline of the motor housing 510 when the inverter housing 110 and the motor housing 510 are viewed from above. This prevents damage to the DC bus bar LN4 that passes through the cylindrical interior of the ferrite core 610, even in the event of a vehicle collision, which is advantageous in ensuring high safety.

[0091] Furthermore, in the structure employed in the powertrain PT of the vehicle V according to this embodiment, the DC input / output unit 106 includes a Y capacitor 620 in addition to the ferrite core 610. The Y capacitor 620 is disposed at a position overlapping the ferrite core 610 in plan view, and is connected to the DC bus bar LN4 and the inverter housing 110. This allows noise generated in the power module unit 108 of the inverter 100 and external noise to be bypassed to ground, thereby achieving more advanced EMS / EMI countermeasures.

[0092] Furthermore, in the structure employed in the powertrain PT of the vehicle V according to this embodiment, a lower terminal block 640 that connects the DC bus bar LN4 and the DC bus bar LN2 is provided inside the downward protrusion 121, and the Y capacitor 620 is disposed between the lower terminal block 640 and the rear wall portion 121a of the downward protrusion 121 and is connected to the DC bus bar LN4 at the downward protrusion 121. This allows the Y capacitor 620 to be connected to the DC bus bar LN4 and the inverter housing 110 over a short distance. Moreover, because the Y capacitor 620 is compactly disposed inside the downward protrusion 121 together with the lower terminal block 640, it is possible to reduce the space required for the rear end area Ar1 of the inverter 100, which is advantageous in preventing an increase in the footprint of the inverter 100.

[0093] Furthermore, in the structure employed in the powertrain PT of the vehicle V according to this embodiment, the DC bus bar LN4 includes a middle-stage bus bar (insertion portion) LN42 that is inserted into the ferrite core 610, and an upper-stage bus bar (extension portion) LN43 that has a rear end connected to the middle-stage bus bar LN42 above the ferrite core 610 and a front end connected to the smooth portion (main circuit portion) 107. Therefore, according to the structure of this embodiment, it is possible to prevent the inverter housing 110 from increasing in size in the front-rear direction and the vehicle width direction compared to when the connection portion between the middle-stage bus bar LN42 and the upper-stage bus bar LN43 in the DC bus bar LN4 is located at a position (outside) away from above the ferrite core 610. Therefore, it is possible to prevent the portion of the inverter housing 110 that houses the ferrite core 610 (the rear end area Ar1 of the housing main portion 111) from expanding in the front-rear direction and the vehicle width direction, thereby preventing damage to the inverter housing 110 in a vehicle collision.

[0094] Furthermore, in the structure employed in the powertrain PT of the vehicle V according to this embodiment, the middle-stage bus bar LN42 and the upper-stage bus bar LN43 are connected by being fastened to each other, and the pair of positive and negative middle-stage bus bars LN42 are covered with a resin mold 631 together with nut members 632 for fastening the middle-stage bus bar LN42 and the upper-stage bus bar LN43. That is, the middle-stage bus bar LN42 and the nut member 632 are configured as a single component as the upper terminal block 630. Therefore, when assembling the inverter 100, the upper terminal block 630 is inserted into the cylindrical interior of the ferrite core 610, i.e., the molded middle-stage bus bar LN42 and the nut member 632 are inserted integrally, and then the middle-stage bus bar LN42 and the upper-stage bus bar LN43 can be fastened together above the ferrite core 610 using the nut member 632. This improves assembly efficiency during manufacturing of the inverter 100.

[0095] Moreover, according to the structure of this embodiment, since the middle bus bar LN42 is molded, the pair of positive and negative middle bus bars LN42 can be stably arranged as close as possible to each other, resulting in good space efficiency. This is also advantageous in reducing the diameter of the ferrite core 610, which in turn contributes to improving the functionality of the ferrite core 610.

[0096] Furthermore, in the structure employed in the powertrain PT of the vehicle V according to this embodiment, the inverter housing 110 includes a refrigerant circulation path 124 through which a refrigerant for cooling the smoothing portion 107 and the power module portion (circuit portion) 108 circulates. The refrigerant circulation path 124 is provided in a portion of the housing main portion 111 other than the rear end area Ar1. This makes it possible to appropriately cool the power module portion 108 and the like while avoiding a complicated cooling structure. That is, if the refrigerant circulation path 124 were provided throughout the entire inverter housing 110, the refrigerant circulation path 124 would need to be provided three-dimensionally in the downward protruding portion 121, which would complicate the cooling structure. However, in this embodiment, the DC input / output portion (auxiliary circuit component) 106, which generates less heat than the power module portion (main circuit component) 108 and the like, is disposed in the rear end area Ar1, and the refrigerant circulation path 124 is provided in a portion of the inverter housing 110 other than the rear end area Ar1. This makes it possible to appropriately cool the heat-generating components that require cooling, i.e., the power module portion 108 and the like, while avoiding a complicated cooling structure as described above.

[0097] Furthermore, in the structure employed in the powertrain PT of the vehicle V according to this embodiment, the DC connector (electrical connection portion) CN1 is disposed on the rear wall portion (peripheral wall portion) 510b of the motor housing 510, and the DC bus bar LN2 is connected to the DC connector CN1 via the inside of the motor housing 510. Therefore, according to the structure of this embodiment, the DC bus bar LN2 is protected by the motor housing 510 even in the event of a vehicle collision. Therefore, damage to the DC bus bar LN2 is suppressed even in the event of a vehicle collision.

[0098] [Variations] The structure employed in the powertrain PT of the vehicle V according to the present embodiment described above is one example of a preferred embodiment of the present invention, and the specific configuration thereof may be appropriately modified without departing from the spirit and scope of the present invention. For example, the following configurations may also be applied.

[0099] (1) In this embodiment, the motor housing 510 is provided with a recess 512a, and the downward protrusion 121 of the inverter housing 110 (housing main body 120) is configured to fit into the recess 512a. However, if the shape of the motor housing 510 allows it, the downward protrusion 121 may be disposed along the peripheral wall of the motor housing 510 without providing the recess 512a.

[0100] (2) In this embodiment, the DC bus bar LN2 is used as the conductive member connecting the inverter 100 and the DC connector CN1, but the present invention is not limited to this. For example, a coated wire may be used as the conductive member.

[0101] (3) In this embodiment, the ferrite core 610 and the Y capacitor 620 are used as examples of noise filter components, but it is also possible to use noise filter components other than the ferrite core 610. For example, it is also possible to use a choke coil or the like as a noise filter component.

[0102] (4) In this embodiment, the inverter 100 is used as an example of a power conversion device, but the present invention can also use devices other than inverters as the power conversion device. For example, a DC-DC converter can also be used as the power conversion device.

[0103] (5) In this embodiment, the powertrain PT includes the engine E, but the powertrain does not necessarily have to include an engine. That is, the above-described powertrain PT structure can also be adopted for an electric vehicle (BEV) that is equipped only with a motor as a driving source for the vehicle. [Explanation of symbols]

[0104] 100 Inverter (power conversion device) 106 DC input / output section (circuit section / sub circuit parts) 107 Smooth section (circuit section / main circuit section) 108 Power module section (circuit section / main circuit components) 110 Inverter housing (converter housing) 111 Housing main part 121 Downward protrusion 200 Battery 510 Motor housing (drive unit housing) 610 Ferrite core (noise filter part) 620 Y capacitor (noise filter component) Ar1 rear end area CN1 DC connector (power connection) LN1 Power Line Harness LN2 DC bus bar (conductive material) LN4 DC bus bar (circuit wiring) LN42 Middle bus bar (insertion part) LN43 Upper bus bar (extension)

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 power conversion device disposed on an upper portion of the drive device and including a circuit unit for converting power between a battery and the motor, and a converter housing for accommodating the circuit unit; a power supply connection portion disposed outside the converter housing and to which a wire extending from the battery is connected; a conductive member connecting the circuit unit and the power supply connection unit, the converter housing has a housing main portion extending along the drive device in a direction perpendicular to the rotation axis of the motor, and a downward protrusion protruding downward from an end of the housing main portion; the circuit section includes main circuit components having a power conversion function and arranged in an area other than an area overlapping with the downward protrusion in a plan view of the housing main section, and sub-circuit components that are other components and arranged in the area; The powertrain structure for a vehicle, wherein the conductive member is connected to the circuit portion at the downward protrusion.

2. 2. The vehicle powertrain structure according to claim 1, the circuit portion includes a circuit wiring extending upward from a connection portion with the conductive member through an interior of the downward protrusion, 10. A vehicle powertrain structure, wherein the auxiliary circuit components include a noise filter component inserted in the circuit wiring.

3. 3. The vehicle powertrain structure according to claim 2, the noise filter component includes at least a cylindrical ferrite core, The ferrite core is disposed in the area with its cylindrical axis aligned in the vertical direction, 10. A vehicle powertrain structure, wherein the circuit wiring is inserted into a cylindrical interior of the ferrite core.

4. 4. The vehicle powertrain structure according to claim 3, The noise filter component further includes a Y capacitor, A vehicle powertrain structure, characterized in that the Y capacitor is arranged in a position overlapping the ferrite core in a planar view of the area and is connected to the circuit wiring and the converter housing.

5. 5. The vehicle powertrain structure according to claim 4, a terminal block disposed inside the downward protrusion and connecting the circuit wiring and the conductive member; A vehicle powertrain structure, characterized in that the Y capacitor is disposed between the terminal block and a side wall portion of the downward protrusion, and is connected to the circuit wiring at the terminal block.

6. 4. The vehicle powertrain structure according to claim 3, The circuit wiring includes an insertion portion that passes through the cylindrical interior of the ferrite core, and an extension portion having one end connected to the insertion portion above the ferrite core and the other end connected to the main circuit component.

7. 7. The vehicle powertrain structure according to claim 6, the insertion portion and the extension portion are made of bus bars and are connected to each other by fastening them together, 10. A vehicle powertrain structure, wherein the insertion portion is molded with insulating resin together with a fastening member for fastening the insertion portion and the extension portion.

8. The vehicle powertrain structure according to any one of claims 1 to 7, the converter housing includes a refrigerant circulation path through which a refrigerant for cooling the circuit portion circulates; A vehicle powertrain structure, characterized in that the refrigerant circulation path is provided in a part of the housing main portion other than the area.

9. The vehicle powertrain structure according to any one of claims 1 to 7, the electrical connection is disposed on a peripheral wall of the drive housing; The powertrain structure of a vehicle, wherein the conductive member is connected to the electrical connection portion via the conductive device housing.

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